Mohawk

I use a Nitron Race 4 way adjustable (hi/low speed compression, rebound & preload) with remote reservoir on mine & its brilliant. 10 years 30K miles & still works great.

I've thought about doing this & on the 5th gen using the flapper valve vacuum which opens at 5krpm IIRC 👍 Also thought about standoff fi using the same trigger to switch feed from in TB injectors to above velocity stack ones. Not sure how much it would gain but an idea.

Stick with a PC3 unless you need the additional functions of the PCV or RBE, the RBR is overkill as 5th Gen won't take much if any ignition advance. I'm not sure if PC do a FuelCommander for the VFR. Re the exhaust outlet I think the Wild was spec'd to take the Honda link pipe and its stupidly thick gasket. Everyone else's headers come with 2" (51mm) exit for direct connect to link pipe with paste sealant & no gasket. 5th Gen only needs 1x O2 eliminator resistor to kill Fi fault light. Can be on either circuit. Stock O2 feed from ECU is NOT man enough for a wideband sensor, so I coupled both together to feed my wideband from the ECU. PCV bypasses stock O2 & just fits eliminators to kill the Fi fault light. This generates electrical resistance on the O2 heater circuit. But with no Lambda circuit the ECU defaults to a fixed map imternally. Then you tune the fuelling from this base setting. PC use 13.2/1 AFR which I believe may have been correct back in the 70's on Air cooled, iron bored, carbed bikes. But is way to rich for EFI water cooled machines. I currently run 14.4/1 AFR & the bikes makes as much power as before, dyno tested. Gets better mpg, runs at the same coolant temps. I hope that helps.

Hi Mohawk, Thank you for your donation of 50.00 USD. We look forward to improving the forums with your donation. Thanks VFRDiscussion

5th gen has defined balance, 6th gen has an equal balance. But I believe that a variation on the 5th gen theme is better using a lower figure for the cylinder with -20. A quick cost saving method is to use a twin gauge system. Calibrate both on the reference cylinder, then use the spare one to measure the other 3 cylinders. Mine revs so freely when set correctly 👍

I just checked my engine braking control settings. 0.02ms, +99%, disable engine braking management @2000rpm

Its been a long time since I set it, so will stick a computer on it tomorrow & find out.

Reducing the engine braking makes a real difference to smoothness of the off/on transition. I set it on mine & its great. Re the fuelling I have the latest Bosch wideband sensor & MTB & currently run it at 14.4/1 it runs really good & returns great MPG with no engine temp issues even in hot weather (up to 30c). YMMV 👍

5th Gen, 98-99 largest diameter headers, made in mild steel. No O2 sensors, no CAT. 00-01 slightly narrower headers, with 2x O2 bungs. Plus Cat also mild steel. Motad SS headers are copies of 98-99 models with O2 bungs. Can be used on all models which may explain finding a 99 with O2 bungs !

If anyone wants those flange nuts, get a group buy going & if you cover post the postage to USA I'll accept them in UK & post them for you. Best if sent to one US location & then sent USPS from their 👍

Its one of the things I want to do once I retire. Just to keep my hands busy. Oil Cooler+line kit, FPR kit. +/- Injectors etc. Unfortunately I'm in the UK so, shipping would be a killer, for US guys, which is mostly where the market would be. But we really could do with a VFR store listing all the custom options we can get & who from.

You will need to increase the fuel rail pressure for any injectors other than stock. VFR800FI runs 2.5bar Pressure, anything newer runs 3 or 4 bar pressures. 929 is 3bar. I ran mine originally on 2.5bar but had to add loads of fuel using my RBR module. I tried 4bar but even on zero map it delivered way to much fuel. So switched to 3bar & its been great with better mpg to boot. One of the benefits of multi-hole injectors is that they produce finer fuel droplets which means better fuel air mix, which allows less fuel to be injected because it burns more completely. Hence the evolution from single pintle through 4-hole to 12, now 16-hole injectors. The greater the hole count, the smaller the holes the finer the fuel mist produced. Smaller holes require more pressure to deliver similar volumes of fuel in the same time frame. The stock pintle injector shoots the fuel out in a cone shape & relies on deflection off the intake walls to complete atomisation of the fuel. The 4-hole produces a V shaped finer spray directly into the inlet track either side of the intake bridge between the intake valves. This avoids wasted fuel being sprayed on to the bridge & sticking to the intake walls. There are many car videos on U-tube showing good gains from 4-hole compared to 1-hole. either way if you swap out the injectors you will need to correct the AFR with a combination of PC/RBR &/or fuel pressure regulator. There will be a market for an adaptor to use standard automotive FPR's as VFR ones are NLA & are not a standard fit. I had to make mine form a couple of adaptors. 1998 throttle bodies before And after I had to use the 90 degree to drop it below the airbox. There is only just enough room for this.

All of the add on inline fuel controllers work on a percentage basis. PC3, PC5, RBE, RBR etc. So if ECU commands X-duty cycle, say 50% then you add 10% via the fuel controller, its sends 55% to the injector as a timed signal. So at the same RPM's you can directly transfer any map to any other. They may need a little fine tuning once transferred, but should be pretty close.

Traxxion Dynamics Cartridges for the win 👍

5th gen was RC45 engine fitted with 180 crank +2mm added stroke. They were tuned to max ignition advance. Max I have been able to add up to 6k rpm is 3degrees on high octane fuel. The 6th gen revs to same as 5th gen rpm, 11,750 red line & 12,200 ignition rev limiter cut off. 6th gen has narrower included valve angle so valve pockets are cut at a different angle. Otherwise AFAIK pistons are the same.

You could always use 2-stroke IR EGT sensors, one per header.

The simple answer here would be to fit 2-stoke reed valve blocks into the plenum, thus if at any point the plenum chamber is at less than atmospheric pressure then they will open & allow air in !

Vtec has a narrower valve included angle.

You are s braver man than me to even consider that desth trap in motion 😂

I just found the wax unit on my Y2K model was fine if allowed to warm up before riding, but if I set off with it on, it would get too hot to soon & disengage, then when you slowed for a junction the bike would die as still to cold and fast idle was already off. Much better now with manual fast idle lever, wait until display says 60C then turn it off 👍

So I did a load of digging into this when I did mine. 4 hole from many car tests are much better than single hole, but 12 hole is more the norm, but the step up is not the same as 1-4 when compared with 4-12 but 1-12 is better. Some newer injectors are 16 hole. CBR600F4 & CBR929 injectors are the same 4 hole units with the same connector as 5th gen, just use the 5th gen mounting washers & remove the plastic orientation stub, which 5th gen does not have. But are designed for higher pressure. I tried with VFR regulator & had to add loads of fuel. I then tried 4bar, but was to much. So switched to 3bar & its great. I run 14.2 AFR on my RBR + MTB, runs clean, better MPG & no over heating even in silly 33c temps. The early Hayabusa used the same injectors as the 5th gen. You can buy fairly expensive Hayabusa aftermarket units, 12-16 hole. The simplest upgrade is a 6th gen throttle body, plus airbox, bottom half will do, as tops are the same. Just switch the TB harness at the large multi block that you tap for PC3/V or RBR etc. I can't guarantee the pinout is the same so consult a wiring diagram first. 2014+ 8th model looks the same as 6th gen, but I've never compared them in the flesh. YMMV A few people on here with 6th gens with 5th engines installed have reported better mpg with PC or RBR installed. The one advantage of the single hole pintle injector is that its effectively self cleaning & very hard to gum up. The tiny multi hole units are much easier to block. Hope that helps.

Fitted a nice Ti Rear brake lever clevis with Ti pin an nut. Saved 20grams & goes well with my PSR M/C Reservoir 👍

That Looks ready to roll, enjoy 👍

Alternately get those blasted & ceracoted 👍

If you need a replacement system then predator exhausts in the UK do a single silencer full stainless system. I had one on my 86 model. Made 59HP on the dyno with 56K/miles on the clock 👍