CraigG

Looking at exhaust options for clearing a fireblade swing arm on a 5th gen, and got to thinking. would an RCV style split exhaust work on the 5th gen? so the rear bank being joined together, and the front bank being joined together, with separate end cans for front and rear. one exiting under the foot peg, the other up high at the back. Not settled on a seat unit yet, I have an SV one mocked up, but now thinking maybe a CBR1K seat unit with the under tail exhaust to service the rear bank? looking at buying a 8th gen downpipe set to allow the front mount intercoolers, but only using the head pipes and discarding the collector unit for custom (asked both Lextek and Delkevic if they would supply just the 4 pipes but unfortunately not).

Out of those 3 id say Blackwidow is the best quality. They have excellent customer service also

Are there any bolt in options that are a bit longer than the stock unit? seen some chat about CBR1000RR ones, but nothing concrete if they actually fit without a custom bracket?

Amazing.

Disc to disc distance is 138mm Fork centre looks about 215mm measured from the top caps

Disc specs for the VFR1200: https://www.galferonline.es/Sites/galferonline/paginasPersonalizadas/Modelo4/articulosDetalle.aspx?cod=DF093CW Axle Diameter is 25mm ill grab the disc-disc distance tomorrow

the head bearings are the same on both 5th and 7th gen, so i just ordered 5th gen bearings from allballs racing, and ran them i wouldnt run a spacer below the lower bearing as i dont think you would get the bearing fully seated if you did so. i made up new lock stops on the lower triple, as they didnt line up at all, i did lose a bit of turn lock to lock, but there still plenty. the forks do clear the inner plastic fairings, and the bars dont hit the tank i was running the stock 7th gen clipons above the top triple, and the forks were still 5mm proud of the clipons, so plenty of room

i have 1200 forks fitted to my 5th gen, i used 5mm washer on top of the bearing lock nuts, as the top nut thread was sitting proud of the nut after being tightened, I'm due to have the front end off again soon, so i can measure the stem when i do

yea it does seem to be functioning fine, apart from the bite point, but then I'm getting used to that now also, it was probably just my totally worn out old clutch, seems original and the bike is on 55k!

Replacaed my clutch yesterday, and have a question about the differences in the years.... my bike is a Wreg (2000), so i bought clutch friction discs/plates and springs for an FI-Y model thinking that was right... Turns out, the bike is actually an FI-X.... so it has the skinny inner friction disc with the spacer/spring, i only found this out when i had the old clutch out, oops. I had a look through an online Honda parts catalog, and it seems as though the basket and the outer spring plate is the same between the models, so i went ahead and assembled it with the new "wrong" parts and it seems to be working just fine, apart from the bite point being much earlier than before, but i am thinking that is just new clutch effect? So, is there anything else different between FI-X and FI-Y clutches? or is it just the inner plate/spring configuration? Is it alright to fit an FI-Y clutch kit to an FI-X assuming you replace everything?

I am a tall, heavy rider, i went with a used VFR1200 shock and a 4mm shim to get back to the stock height. its a major improvement over stock! i picked it up for 75£ on ebay (4£ for the shim) it did require some easy adjustments to fit, i had to rotate the piston 180deg to get the rebound adjuster pointing out the left side, and i had to rotate the line going to the preload adjuster so it pointed towards the back of the bike. (i put a thread on here of me fitting it with pictures)

I have the same system fitted to mine (although the full carbon), i found the clamps to be a bit crap, and i had to use assembly paste on the joints (i have the Blackwidow headers as well) It sounds awesome though, and i love how tucked in it is. now i just need to work out how to get my 6th gen panniers to fit around it, think ill need to fit that Givi rack and then make mounts from that

yep i am running the VFR1200 calipers (i had mis measured the caliper spacing an hoped to use some R1 calipers @130mm, but as you said, they are 126mm spacing), I have drilled a hole through the piston wall to connect the two circuits (much like you would do for the VFR rear caliper delink) and i have got a couple of bolts to block off the extra line holes. so they will function as standard 6 piston calipers. I am using an 11/16th front master from a CBR600, which i calculate to offer the same braking force with all 6(12) pistons in operation as the VFR1200 M/C running the 5(10) pistons. I am really happy with the rear shock, its properly tightened up the rear end, even if its currently sitting low. I have both a 4mm and 6mm spacer to play with, although i think im going to run with the 6mm one funny, i had suspected that it would around a 1000lb spring, but i didn't have any hard facts, i was working backwards from the bike's kerb weights (comparing VFR800, CBR1100XX and the VFR1200) i had spring rates for the VFR and XX, but not the VFR12.

Any VFR1200F shock will work, just not the 1200X (crosstourer thing) mine came off a 2010 bike

I'm in Livingston, so not far away :) (although everywhere is "not far" in scotland :P)