BusyLittleShop

I love this... thanks for posting... Rich and I were like brothers...

When my confidence is shaken I kept on riding at a reduce pace and treated my condition as a barrier to overcome... First signs to watch for are my vision... when it starts to narrow and hunt frantically for my awareness I start to make mistakes... so I check that by concentrating on pushing my field of vision back to wide... only with wide vision will I see enough space to stay calm and begin make accurate decisions that will definitely boost confidence... Next is breathing... I monitor for first signs of panicky short and rapid rates and then concentrate on calming it down with long slow breaths... Finally I busy my thoughts with the 3 basic tools of cornering more effectively... 1 How quickly do I steer the bike??? 2 How much lean angle do I use??? 3 Where do I begin my turn in point??? And finally I grade my performance after each corner and assign a number from 1 to 100... 1 did I rolling off the gas to early??? 2 did i tighten on the bars??? 3 did I narrow my vision??? 4 did I fix my attention too long on something??? 5 did I steer too early or not quick enough??? 6 did I brake when it wasn't necessary??? If I start receiving grades in the 75% range do I begin feeling a real rise in my level of confidence...

Allowing the oil to reach operating temp is a good advice... but all you need to do to lower your summer operating temps and enjoy about 5HP more is to choose the recommended 30 weight...

True but Eagle NRG’s patented Helical Offset Tooth only comes in 8mm which not enough tooth grip and 14mm which has tooth grip but the primary sprocket is too large to fit in the parameters... the only answer is the 11mm pitch belt which has tooth grip and small enough sprockets to fit... keep in mind that each belt require certain radius to live... you can not bend a 14mm pitch belt around the tight circumference of a 11mm sprocket...

I think it came up before Rob... there's just not enough tooth grip...

No problem... yes I have contacted Gates engineering and the 11mm pitch belt are only custom made upon demand for Eric Buell and BMW... the 155T Buell is too short and the 172T BMW is too long... what we need is a 166T to have any chance at a RC45 / VFR800 11mm belt drive conversion...

Good find but I can't find any belt pitch numbers... the photo shows a belt with small teeth which makes me believe its the light duty 8mm pitch belt... what we need to crack the RC45/ VFR belt code is a robust 11mm pitch belt because the Harley 14mm pitch belt will not bend around a sharp enough radius to fit in the space of the counter shaft sprocket...

I'd counter sink the hub and run the bolts on the other side...

Its hard to believe but Peg Blocks, an exclusive VFRD product; is entering its 6 year of keeping those knees in the breeze... I want to thank Rob for his ingenuity and support that he tirelessly gives to the membership and there's a table at Bubba Gumps reserved in your name Rob anytime you return to Laguna Seca...

You'll find owners who change your oil at 2K all the way to 8K manufactures recommendation but whats constant is the fact not one of them complains about wearing out their engine before its time... 8K interval is the safe limit of how long the additive package last according to the test by the Honda engineers... if an owner is in doubt then I suggest sending a sample to Blackstone labs to know for sure if their additive package is still robust enough for use or not... the only thing I hate is not knowing something...

Thank you... My CMC upgrade was in 2007 and its no longer on the site... I've been working on the CMC rear mod for 2 weeks... CMC is more like ceramic than metal... and I might add very dusty... I haven't tested hopped the new rear CMC but I've been using Brake Tech's CMC disc on the front since 2007... This all new composite material offers the best features of premium iron rotors with the incredible lightweight of carbon and none of the Carbon/carbon problems of thermally sensitive... unlike Carbon carbon they are not hygroscopic so they perform the same as cast iron in the wet no more or no less... my experience is all positive with terrific feel and feedback at the lever regardless of out side air temp... the only caution is to make sure your brake fluid is fresh (no brown discoloration) because they will heat up the pads... I boiled my Motul Dot 4 during numerous 140 to 0 stops to bed in the pads as advised by the break in flyer...

Thanks... 404lbs tank empty and 431 tank full... I've taken 30 pounds off Mr.RC45 since 98...

MotoGp technology for the street... Sicom's Ceramic Matrix Composite (CMC) rear disc is light as carbon but sports an everyday workable alternative to the heavier steel disc... the CMC disc stops from the get go no matter wet or dry... someday I hope this technology may become to norm for top shelf bikes... Check out Sicom's other line of CMC disc for motorcycles http://www.sicom-brakes.com/html/motorcycles.html Sicom's (12oz / 340gm) CMC disc was for a Ducati 1199 Panigale but this is how I modified it to fit Mr.RC45 employing my Mill and Rotary Table... I wanted dead nuts accuracy so I located the center of the Ducati's 110mm bolt circle with a wiggler and then wiggled the Honda's 120mm bolt circle... The bolt hole was cut with a .312 Carbide Ball End which comes out the other side without chipping... To size the bolt hole to fit perfect with the Titanium fastener I used a stone hone... A .500 Carbide Rodman bit was employed for the other holes to lighten the disc and give it the shape I wanted... I used a Ceramic cutter to trim off the excess diameter surgically... I angled the Mill head 45º to give the edge a crisp 45º cut... Finish weight was 7oz (198gm) thats a 1 lb 14oz (849gm) savings over the stock Honda steel... The sinter pads that came with the CMC disc are milled down to fit my 4 pot Gp Brembo... You have to feel it to believe it but my finished Ceramic Matrix Composite disc only weights 7oz... Now my rear disc is CMC like my front disc...