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BiKenG last won the day on December 6 2017

BiKenG had the most liked content!

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About BiKenG

  • Rank
    World Superbike Racer

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  • Location
    Surrey, UK
  • In My Garage:
    Montesa 4RT
    Triumph ThruxtonR

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  1. As I've said before, braking power is all about leverage and friction. The former is determined by the relative ratios of hydraulic piston sizes (Master Cylinder and calipers), M/C lever design and disc size (plenty of potential with all that to customise to one's personal preferences). The latter is governed by pad and disc material (can't really improve on what Honda have figured out there). Nowhere in the mathematics is there anything about the direction of the caliper mount bolts. Simply changing that will NOT improve your (potential) braking performance. Any such swap will often also involve other changes that do affect braking and mask the fact that the axial -> radial change (or vice versa) made f**k-all difference. If you want to fit radial calipers for the bling, I'm all for that - go for it.
  2. If you're talking SP-1 or SP-2, the adapters to fit radial calipers are probably still available. In fact virtually all these Showa forks can be swapped around. As long as the inner leg diameter is the same (43 mm for these and most others) any outer leg can be used. The overall length is then determined by the length of the damper assembly and although that can be modified (by shortening or lengthening the rod, within reason regarding the inner/outer overlap) the stroke cannot be so easily changed. In fact, it can't be changed at all. It can be possible to swap around damper rod assemblies, but how their top and bottom fittings vary can restrict what will fit with what. Be aware however that Honda have used some Kayaba forks and they seem to prefer a 55 mm bottom yoke clamp diameter and a different thread for the top cap. JZH, let me know when you're done with those SP-2 outers John.
  3. 4 Lug Axle To 5 (Vfr1200 Wheel Conversion)

    Hey Ghostrider (or anyone else), can you find out the PCD and wheel offset for the 1800 Gold Wing (and the new one)? Oh and also the PCD for the CB1000R and 8th Gen VFR? Unfortunately I don't have access to any of those to measure.
  4. 4 Lug Axle To 5 (Vfr1200 Wheel Conversion)

    I had a go at measuring my 1200F wheel (as Seb says, same PCD and offset as CrossTourer). This is done just with a tape measure, nothing particularly accurate, but enough to give us an idea. The (5 bolt) PCD of the VFR1200 (7th Gen) is 80 mm which makes sense as the 750/800 uses a 4 bolt with 100 mm, so likely to be another round number. The offset seems to be about -1" to -1.25", it's hard to get any closer than that without taking the wheel off, but it's certainly not the -3/4" of the 750/800. Interestingly, I was also able to measure the rear wheel of a Rune which is likely to be, but not necessarily the same as a Gold Wing. The 5 bolt PCD is again 80 mm (as close as I could measure), but the offset is very different at +1.5" (again as close as I could measure it) which is the other way so a much deeper dish. By which time my hands were getting numb with cold, so that's all I could do. Warmer weather will mean better measurements.
  5. 4 Lug Axle To 5 (Vfr1200 Wheel Conversion)

    Could you measure the PCD on yours? Not easy to do accurately but we should be able to do it well enough to compare 7th and 8th Gen and decide if it is the same. Most of the SSSA bikes seem to use a 19mm (3/4") offset of the wheel, I'm not sure about 7th Gen (1200) though yet. When the weather warms up I'll take my rear wheel off and measure it - and the PCD.
  6. 4 Lug Axle To 5 (Vfr1200 Wheel Conversion)

    Am I right in thinking that you used an 8th Gen axle? The question then however is whether the 5 x wheel mount stud PCD is the same on the 8th Gen (800) as the 7th Gen (1200). No-one has so far answered that.
  7. Gauges

    I know what you're saying but there are caveats. E.g. the VFR1200 uses a Honda proprietary serial communication link between ECU and gauge cluster that transmits info including HISS, gear position, oil pressure, engine management and others and they (Honda) do NOT want you to know the actual protocol. They don't publish it and won't tell you and that makes matching gauge clusters on bikes like this well nigh impossible. But I'm still working on it... I also discovered that although the VFR1200 models (F and X) are so very similar, it can catch you out. One would imagine that most of the wiring harness was common, but despite the fact that they both employ the same physical connector to their respective gauge clusters and both carry the exact same signals using the exact same wires, they are NOT in the same positions in that connector. So woe betide anyone who thinks they can simply connect up either dash to either bike. In order to use the CrossTourer dash on my VFR1200F based eVo4 I had to remove all the wire terminals from the connector and refit them in different pin positions. Then it does work, but I hate to think what would occur if you didn't reposition them before plugging it in. There is also the problem that not all fuel gauges operate at the same signal range, so dash swapping tends to throw up issues with fuel gauges too. There are adapters available to correct the readings, but it's something to be aware of. Much as I like a good 'digital' display, with many coloured display screens being used these days, there is another issue I've not seen mentioned. First of all, despite the cheapness of the basic components, the dash/gauge cluster of a modern bike, e.g. Honda can be around £1,000. Some more, some less. Insanely overpriced, but that's commonplace these days. Many of us have no doubt had to replace a warning/illumination bulb in gauges, but these are all now LEDs on the main board and although less likely to fail than an incandescent bulb, if/when they do, you have to buy a whole new dash at the aforementioned eye-wateringly expensive price. All just because a single light has failed. To me this is preposterous. £1,000 just to fix what used to be a simple bulb that cost almost nothing. While on the subject of wiring and costs, anyone checked on the price of a VFR1200F wiring harness. £1,500. I kid you not. Well, £1,486 to be precise at the last check. Am I the only one who sees how utterly unacceptable this is? Anyway, I have now settled on a 6th Gen dash/gauge cluster as suitable for my requirements. So if anyone has one available to sell...
  8. 5th Gen Engine Modifications

    Those sensors would stop the spark and/or fuel, so if you have those, the sensors are unlikely to be at fault. Likewise the pulse generator must be working. Is it firing at all or just simply turning over? Basically, if you have air, fuel, compression, spark, and they're occurring at the right time, the engine must run. So one of those factors must be missing or wrong. Do you have a clip-on strobe light? Really useful to help diagnose ignition/timing issues.
  9. RC36.2 (4th Gen) Fuel Injection discussion

    Good to know. Thanks for that. A typical Honda MAP sensor (I just checked for the RVT1000) is £256. So for the CBX, that would be prohibitive. I also have a VTR1000F FireStorm (er, Super Hawk in the US?) that I'd like to inject. So another project to keep me busy. Possibly do that before the CBX. Just see how everything else pans out.
  10. RC36.2 (4th Gen) Fuel Injection discussion

    Yes, I've read most of it, but a power cut here prevented me from finishing it. I will go back and read the rest though. It has encouraged me to start looking again at adding CNC capability to my mill. That would be enormously helpful in so many ways. But I digress... I understand that modifying the TBs to suit won't be trivial, but Patrik and Durbahn both use the TBs from a totally different bike and then had to totally create their own maps etc. from scratch. I am currently of the opinion that using 5th Gen TBs will not actually be as difficult although I may change my mind once I start hacking them. However, if I can get the TBs to fit, the rest of the system is essentially off-the-shelf, just by using the 800 parts and it should even run like that with just minor tuning required with a PC. All that is a BIG advantage by using the VFR800 parts. I do have to add a Cam sensor, but that's been done before. Of course the first requirement is that I can get the TBs to fit and I'm waiting on a set of 5th Gens I can start work on. Currently I'm firmly of the opinion that it will be easier than modifying the carbs, but I guess I'll soon be finding out if I'm right or wrong on that. It's all good clean fun though.
  11. RC36.2 (4th Gen) Fuel Injection discussion

    I see, so there's a MAP sensor for each cylinder. I have a funny feeling Honda MAP sensors are rather expensive, but I guess he's using a more cost effective sensor. All food for thought re the CBX, but is another reason for grafting the 800s injection onto the 750 as provided it can physically be done, then it's relatively simple as there's a ready made wiring harness with all the required sensors and just the one ECU module. No other ancillary electronics required. Well, apart from a Power Commander or equivalent. At least I assume it will need some tweaking, although just have to see on that once it's running.
  12. RC36.2 (4th Gen) Fuel Injection discussion

    Aha, I've been thinking along those lines too, using the VFR750's carbs and I believe an early Kawasaki 900/1000 (I forget which) had a similar injector rail with suitable injectors. I've not discounted it and will be looking into that and the MicroSquirt for a similar project to inject a CBX1000 (6 cylinder), but that's further down the line. For this VFR750 I kinda want to make it as Honda as possible, so priority will be to see if I can use the 800 parts. If I can't use those TBs, I'll look for alternative TBs and if that fails, then it's modify carb time and a different ECU. But it's always interesting to see what others are doing to inject their bikes, even more so with regard to my CBX project. How does the MS use MAP sensor output to detect engine position? If the MAP sensor is connected to all intakes, how does it know which pulse is for which cylinder? BTW, why did you choose the MS over say Motec?.
  13. RC36.2 (4th Gen) Fuel Injection discussion

    Aha, first of all, yes those TBs will be perfect to try and fit, thanks, much appreciated. Secondly, very interested to hear what you say about the 3rd Gen carbs being bigger - music to my ears. Since 4th Gen rubbers are too small to accept the TBs, there's hope that 3rd Gen rubbers may be better, i.e. actually fit. I need to find a good (i.e. flexible) set of 3rd Gen rubbers and try to squeeze those TBs in.
  14. RC36.2 (4th Gen) Fuel Injection discussion

    Puzzling that despite what JZH's picture seems to show, those TBs on the right will NOT fit into the intake rubbers for the carbs on the left as the TBs are so much bigger. Really doesn't look that way in the photo. Mind you, I was trying it with 6th Gen. TBs. Could they be bigger? But it does explain from where I got my previous optimism about splitting the TBs. The 5th Gen. TBs as shown above are the ones I first thought about splitting and it looks entirely feasible. The 6th Gen. ones, not so, hence my more recent less optimistic, post. Not only are the castings less favourable to splitting, but also the upper intake connection to the airbox is siamesed on the 6th Gen, but separate on the 5th Gen. which is far preferable. No reason to not use 5th Gen. TBs on this 750 project so I just need to find some 5th Gen. TBs to cut. Don't 'spose you want to sell yours John? As far as I know the 6th Gen got 8 point injectors but then upped it to 12 point in 2006. At least the parts list shows different part numbers for the injectors themselves which supports that. However how can one distinguish between TBs with 8 point injectors and the later TBs with 12 point injectors. Obviously counting the injector holes would be tricky, but is there some other way to identify TBs as early or later 6th Gen? One other question to which someone might know the answer - Is it possible to fit the later multipoint injectors into the 5th Gen. TBs? Usually the whole TB is swapped if you want the later injectors, but would they actually fit? I suspect not, but don't have both here to try it. Anyone know the answer?
  15. RC36.2 (4th Gen) Fuel Injection discussion

    Taking a good look at the 800's TBs, the way they're cast is not how I remember from previously and separating them won't be as simple as I thought. May be impossible depending on if there's any internal cross passageways I cannot see. Hope not, but anyway I started looking at alternative TBs. First of all I discovered that the 929 FireBlade seems to have 2 pairs, just like all the other Hondas and not the 4 separate units as I have seen stated and as I mentioned in a previous post in response to Mohawk. So whoever wrote that is simply wrong. As Durbahn discovered, the GSX-R750 is a good candidate with 4 individual TBs. But at 45mm intake ID they'll make the rubber matching problem worse. Unfortunately, although the GSX-R600 uses smaller TBs that might fit nicely, they also use ECU controlled secondary butterflies and that's just not gonna work with the VFR. So nothing's falling into place at the moment:-( Just have to keep looking.

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