JZH

Try jumper cables from your car's battery, if you don't have another m/c battery to try. The symptom you've reported is the same one for when the battery is dead or weak, so I would first try another power source. (No, it won't explode.) The other possible cause is bad wiring, as mentioned. Ciao, JZH

Good to know, although I can't say I've ever been bothered by the sound of my aftermarket exhausts (I don't run anything like an infamous D&D, but I have used old-school TBRs with and without the extra baffle). Any French moto-gendarme who would bust a tourist for having a fruity exhaust has no soul. Ciao, JZH

You don't absolutely need to use all three of the rear caliper pistons--you could remove the middle one and save (a tiny bit of) weight! Rear Master Cylinder/Caliper Ratios Diameter (in mm) 12.7 14 15.87 17.46 19.05 ( ) = # of pistons (in in.) 1/2" 5/8" 11/16" 3/4" Area (mm2) 126.7 153.9 197.9 239.5 285 22.65 (1) 403.6 3.19 2.62 2.04 1.69 1.42 22.65 (2) 807.2 6.37 5.24 4.08 3.37 2.83 25 (1) 490.9 3.87 3.19 2.48 2.05 1.72 25 (2) 981.8 7.75 6.38 4.96 4.10 3.44 25.4 (1) 506.7 4.00 3.29 2.56 2.12 1.78 25.4 (2) 1013.4 8.00 6.58 5.12 4.23 3.56 27.0 (1) 572.6 4.52 3.72 2.89 2.39 2.01 27.0 (2) 1145.2 9.04 7.44 5.79 4.78 4.02 38.1 (1) 1140.1 9.00 7.41 5.76 4.76 4.00 RC46-I (3) 1379.8 10.89 8.97 6.97 5.76 4.84 RC46-II (3) 1520.1 12.00 9.88 7.68 6.35 5.33 The above chart shows some data copied from various Honda Workshop Manuals you might find useful. (Note that there are different RC46 rear caliper piston sizes for 5th and 6th gens--and I believe the only difference with the ABS-versions is the caliper colour, but it has been a while since I looked into this topic.) Using the CBR600F4 as an example, it uses a single 38mm rear caliper piston and a 14mm master cylinder, giving a ratio of 7.41. Is that also a good ratio for the VFR800Fi? Maybe... Check some other non-LBS/DCBS Honda and see what ratio might work best. (I just checked the 2015 8th gen, and it uses a 14mm master cylinder and 2x 25.4mm pistons, for a ratio of 6.58. I'd probably use that as a reference point, or maybe split the difference and aim for 7.00?) Using all three pistons of the RC46 rear caliper, your best choice is probably a 5/8" master (giving a 6.97 or 7.68 ratio, depending on 5th or 6th gen). Those masters are not very common, but you might be able to find another Honda NISSIN rear master which fits using the same mounting locations--alternatively, you could try Brembo or something from another bike. Using just the outer two pistons on the RC46 rear caliper would give you completely different ratios. Using the 6th gen caliper (2x 25.4mm) and a 14mm master cylinder would give you the exact same ratio as the 8th gen VFR800F. Using a 5th gen rear caliper (2x 22.65mm), you would probably have to go for a 1/2" master--but note that would give you slightly less lever travel and more feel than the 8th gen. Ciao, JZH

Not using your method (which is what I do now), but if someone is using compressed air, it sure does! As I once sadly discovered, tiny droplets of brake fluid got everywhere in my garage--including on my other bikes' paintwork and windscreens. Some of those spots are still there to this day... Ciao, JZH

I didn't even remember about that thread (!), but it reminded me about heavily restricted bikes sold in Germany and (apparently) Switzerland. I recall that there wasn't a national power restriction per se, but individual purchasers would voluntarily restrict their bikes to qualify for cheaper insurance. Unfortunately, I don't know how the bikes were restricted, but with carburetor engines the usual way was to fit restrictors into the intake ports. There may also have been "learner" restrictions, which were more likely to have been removed once the rider earned their full licence. Does the bike feel slow? If not, someone may have removed the restriction and not told the government... I don't think the Swiss ECU was restricted THAT much for everyone. They always had special ECUs for emissions reasons, not speed/power. So I don't think changing the ECU will remove the restriction, if it is still there. Ciao, JZH

FYI, I think CycleTerminal.com in the USA has those red covers (new aftermarket). Or you can grab one from another bike... Ciao, JZH

Some bar spacers do not replicate the locating pin feature of the OEM handlebars--the original GenMars I once had did do this, however. Low torque should still be fine if the bars are still prevented from rotating by a pin, but if that is not there I would be wary about compromising the clamping force any more than it already is. Steering is one thing; heavy braking to avoid impact is quite another! The steel end cap is just cosmetic, but the short length of steel tubing it sits in is probably there to keep the clamping force evenly distributed around what remains of the clamping circumference of the fork top. I wouldn't remove it. IIRC, the original GenMars did not include the tube (or the end cap), so this may have been added to the kits later to address a problem (just speculation)? Ciao, JZH

You could just ride faster? Ciao, JZH

AGM batteries eventually die--even if kept on expensive smart chargers. I've proved this by keeping my bikes' AGM batteries on Optimate chargers for years--without any complications resulting from riding any of them! So, I'm a bit sceptical about MotoBatt's "hybrid" battery, assuming it combines a small AGM with a small Lithium. I would expect that means that the AGM part of it is eventually going to die, taking the Lithium part with it... Still, Harley riders do need something to spend their money on! Battery Dimensions RS250: YTZ-7S: 114mm x 70mm x 105mm (6AH, 130 CCA) MC22/29: YTX7L-BS: 114mm x 70mm x 130mm (6AH, 100 CCA) NC30/35/SXV550: YTX7A-BS: 151mm x 87mm x 95mm (6AH, 105 CCA) RC36/46: YTX12-BS: 151mm x 87mm x 130mm (10Ah, 180 CCA) ST1300: YTZ14S: 151mm x 87mm x 110mm (11Ah, 230 CCA) Lithium-Ion 2017 CBR1000RR Lithium 31500-MKF-L61 Eliiy Power HY93 (4.5Ah, 85 CCA) 112mm x 70mm x 93mm 2018 CRF1000L Africa Twin Eliiy Power HY110 (6.0Ah, 120 CCA) 112mm x 70mm x 110mm BikeMaster DLFP-12-BS (6Ah, 180 CCA) 148mm x 87mm x 94mm Shorai LFX14L2-BS12 (14AhPbEq, 210 CCA) £169 113mm x 58mm x 89mm Antigravity 1201 (12AhPbEq, 360 CCA) £242 114mm x 83mm x 108mm Aliant YLP14 (14AhPbEq, 245 CCA) £117 114mm x 69mm x 90mm So I ended up with a single Aliant YLP 14Ah Lithium battery to replace all my bikes' different-sized batteries. (Just checked the voltage: 13.3v, after sitting in an unheated garage for almost a year without charging.) I'm using Anderson 50A connectors to make swapping the battery between bikes easy. After all, I can only ride one bike at a time... Ciao, JZH

Just beware that some parts on UK-spec bikes will be different from those on US-spec bikes. I usually just look online, rather than at anything I've saved for offline use. www.bikeparts.fr is good for non-US bikes. Ciao, JZH

No. But, what is the problem you're trying to solve? There may be another way. Ciao, JZH

The casting mark "MV9" indicates that this pump (both pumps, actually) were originally designed for the 1992 CBR600FN. I'd say they are probably functionally identical. Ciao, JZH

FYI, there was a good thread several years ago (5-10?) on the Bikersoracle (UK) VFR site about a swap of a 5th gen engine into a 6th gen chassis. It wasn't quite as straightforward as you might think. But, apparently the 6th gen chassis is a big improvement over the 5th, and the owner just wanted to get rid of the VTEC. (Sorry, I don't recall who started the thread.) That forum is on its last legs, so you might want to search for the thread before it goes "poof"! Ciao, JZH

...is the right answer! I grew up there, and wouldn't put it on any "must-see" list. The only thing I would consider "missing" from your itinerary is any venturing north of SF. Wine country (Napa and Sonoma Counties) is lovely, and that part of the state has always held a somewhat magical attraction for me. Maybe something to do with the road trips my friends and I used to take to Sears Point all those years ago. But, you'll get some excellent similar territory in the central and mountain parts of the state. We're thinking of visiting CA this summer, too. I haven't been back since 2018... Ciao, JZH

All show and no go! To each his own, as they say. To me, it looks "distinctive". Ciao, JZH

It is commonly known as the LHS "mid-fairing". Ciao, JZH

Surprised I didn't mention on that linked thread that I ran my RC36 gravity feed for a while (weeks or months) after the fuel pump stranded me on an Austrian Autobahn one summer. Always carry tools! It ran fine, as I recall. I probably didn't allow the tank to get very close to empty, but it was absolutely fine at half-full and up. Ciao, JZH

I don't know if the panniers are interchangeable with GiVi ones, but I would expect not. The panniers on my ST1300 were also made by GiVi, and no attempt whatsoever was made to make them compatible with GiVi's existing aftermarket luggage systems--probably by design! If you're keen to track down the brackets, I'm not entirely sure what an A5 VFR is, but if the parts are Honda, there will be part numbers for it. Parts for accessories are a little tricky to find, but someone who is knowledgeable and has access to the Honda parts network will be able to find them. My best guess is that your part numbers are here: https://www.cmsnl.com/honda-vfr800a-2005-5-englandabs_model5732/partslist/08L5206.html Finding the parts in stock somewhere is another problem, but starting with the part numbers may help. Good luck. Ciao, JZH

Sorry, $65 for some wire and connectors? I must be missing something... Ciao, JZH

The easiest thing to check for compatibility is the "PCN" portion of the part number. The PCN represents the first model Honda used the part on, and if the same part is subsequently used on another model (er, without any significant changes...) the same PCN will appear in the part number for the later model. In this case, "MGE" is the PCN for the 2010 VFR1200, so if there are any parts from that model on the later model, they will/might also have MGE in the part number. However, as I mentioned above, if Honda does make changes to the part when it is used on the later model, the PCN might instead be updated to that of the newer model--even if it would still physically fit on both. I should probably also mention that Honda "accessories" often reflect a different PCN to begin with, so might not have a model-related PCN in the middle. It seems to depend on how generic the accessory is. (I miss Honda's part numbering system--with my JDM Hiace/LS430 V8 swap I've been totally immersed in Toyota/Lexis-related technical information for the last several years. Remind me to never take on an another immense new project which crowds out all of my other unfinished projects...) Ciao, JZH

And where do you pack the cinder blocks? Ciao, JZH

I've never used them, but Deutsch connectors certainly have a good reputation. The main issue for me would be that they require special crimping tools (and the fact that I've already got loads of the Delphi stuff on hand). Some good info on using those connectors here: https://www.rbracing-rsr.com/wiring_ecu.html Ciao, JZH

I didn't know GreyBike ever made it over to the 'States, but I used to have a complete collection. No idea what happened to it since. (Wife...) Anyway, GreyBike is partially why I have so many 400cc grey imports in my "stable". My first was a '92 VFR400RN, aka NC30, which was also the first bike I purchased after moving to the UK in the late 1990s. Back to the topic, from what I've seen, during the 1990s Canada usually got the models and colours available in the "ROW", rather than what was available in the US market. Ciao, JZH

Yes, it's to clear the higher handlebars. Ciao, JZH

I have a UK-spec '01 and IIRC the VFR graphic went from front-rear fade in '00 to solid in '01; I preferred the fade, so I bought a set of "fade" decals for my '01. US-spec decals don't say "PGM-FI & dual CBS"; I think they say "Interceptor"? Ciao, JZH