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02 VFR ABS, recently in an accident. main wiring harness replaced The bike will randomly completely lose power momentarily. Everything will shut off, including the dash and motor. When the dash powers back on, the clock resets and the speedo resets to KMH. We measured 14 volts charging a couple days ago. Replacing the battery did not fix the issue. Now, after a random shutoff, the dash will light up but the bike will no longer start. It feels like there is not enough voltage to turn the starter. Measuring the voltage with key off had 12.2 volts with key on and engine off measured at 11.5 volts bike did not start and did not crank fully What could be the issue here?

New to me 1997 VFR750. Battery and right hand frame rail very hot after ride. Is this engine heat or charging problem? The charging system is working ok,but just recieved mosfet R/R to upgrade.

Hi everyone, I'm having an issue with my bike when it starts. When I go to start my 2016 vfr800f everything proceeds as normal. The headlight lights up, the dash comes on and does the needle sweep, the fuel pump primes etc. But when I hit the starter button all that happens is that ignition relay will click (quite frantically), the dash goes dark and the starter motor will sometimes go, but the actual engine won't catch. The weird thing is that I've done this while attached to a volt metre and the battery has been near fully charged (showing 12.6v). Anyone else ever experienced this? The dealership mechanics are very quick to prescribe a new battery but it feels like something is going wrong in the ignition system. Any and all experiences and good ideas welcomed. Thanks.

Hi All. Had some cranking issues with my 8gen of late. Felt it was time to say goodbye to my 6 year old original battery. Had the battery tested at my local Auto Parts store. I posted this for info and as an example to show that good terminal voltage might indicate a State of Charge, but not a State of Capacity, the ability of the battery to deliver plenty of amps for cranking. As you can see the Yuasa YTZ12S has a Cold Cranking Amps rating of 210cca the battery tested poorly at only 99cca with a good voltage of 12.65v, even after giving it a good charge out of the bike the day before. The test result, as expected, was REPLACE BATTERY. Cheers

Hello everyone, I am a new owner of a brand new 17YM 8th Gen VFR in black which i picked up just under two weeks ago. I've been reading through the forum and there's some really useful information, I'm looking forward to becoming an active member! I do have a problem with the bike already though. When I picked the bike up I rode just under 100 miles on it and no issues. It was then parked in a garage for 9 days and now the bike won't start! It sounds like the battery is flat which surprised me. Has anyone experienced this issue with a new bike/battery? When I turn the ignition the lights come on the dash goes through the normal start up cycle. When I try to start the bike there's a strange almost tapping noise and the dash cuts out. Thanks

Hi guys, My VFR has been perfect so far but today it left me stranded for the first time. Situation: I have the VFRness installed. 13.4V at idle is my charging current. I have done about 150kms after winter break. (trouble free). Today I washed the VFR and some symptoms appeared. 1) When I turned the blinker on speedo and tach died for a second (dead while the bulb of blinker was on for the first time) 2) Speedo and tach dead when I turned the blinker on every time the bulb turned on. 3) Speedo and tach dead every time I pressed brakes. - I stopped at the side of the road. VFR refused to start again. Pump primed but starter didn't move after the button press. After I pressed the starter button pump primed again as if I turned the ignition on and off. 4) My friend came to rescue me with a new battery. (12V-12Ah insted of 12V-10ah) bike started right away and finished the 12 km journey home without issues (lights were off). When I came home I tried blinkers again, no issues. New battery had 12,4 V (engine off), 13,1V at 1500 rpm The old battery had 11.6V and is now charging. My questions are: Why? What happened? Is there an issue with Reg/Rec? (it is charging now so how can that be?) Could it be water from the washing? Thanks!

Hello all, this is my first post on this forum ever. I have a few concerns about my 2006 VFR800. First of all, I bought it used at 44,000, it has racked up to 62,000 in a year. Do standard maintenance and all to it. The first thing is the first gear engine squeal. Is this normal? Is this an indicator of being in first gear? Second thing, before my first battery died out which was still OEM, I heard these secondary squealing noises from all gears above first at all RPMs. I could not trace this problem to anything. Now for the real question, the first time the battery died it seemed as though it all happened suddenly in a day. No hiccups at all until I stopped at a gas station to fill it up. Then it refused to start at all, but luckily people are saints and pushed me to jump start it. After reading all causes, I switched out the battery for a Shorai 18 amp variant, replaced the R/R with Rick's, swapped all lights for HID LEDs. It died again today after the replacement of about a week of riding. I have not checked the stator, fuses, all wirings to ground, dash, harnesses, or other leaks. I am trying to narrow down possibilities to save time and even money, this seems like a specific piece of equipment that burned out, hoping you guys can help pinpoint the dilemma. Thanks in advance. Greg

Good days ladies and gents, 2010 VFR1200F here (in AU actually). Looks like my battery has died - though it was on tender, recent heat waves here in AU probably contributed to it and it was weak since I bought the bike a month ago. I pulled it out trying to understand how old it is. It's YUASA YTZ14S, "Made in Japan", on the other side I found numbers saying "08031043". Does it mean it's from March 3, 2010? I.e. the original that came with the bike?? See some picks below. Also, while we are here, how do you find Lithium batteries? The latest thread I found on the subject is from 2015, so I guess technology moved on at least a bit since then.

My 4th gen is always on a Battery Tender when I'm not riding it. But the batter has been dragging lately and will no longer start the bike. Checked it with a meter today and it's showing 12.6V-12.8V when off the Tender. I've done the R/R swap from a Yamaha a while ago. Isn't 12.6V enough to turn it over? Next things to check? How do I check the R/R? It cranks but won't run, and dies after 2-3 seconds of cranking. Thanks guys.

Recently added a voltmeter to my '02. Without heated gear on, I'm getting 13.8 V when running at speed, which I know is pretty typical. With vest and gloves on full blast, I get 12.7 to 12.9 volts. Is that enough to still charge my battery?

So i thought I solved my electrical issues with the VFRNESS and new RR. Last RR was junk and caught on fire, replaced it with a RR from wiremybike.com. After I spliced in the new plug and put in the new RR my battery started dying on me. It would take a charge but wouldn't keep it, got it load tested and came up bad, so I replaced it. Now with the new battery I have zero volts coming back to the battery from the bike. Think it's the stator? How can I test it? Thanks, Miles

Hey Guys, I'm hoping to order the necessary parts to fix my bike shortly, but figured I might consult those with more experience first as this is the first electrical issue I have truly attempted to troubleshoot. I have tried to narrow things down from the numerous other threads posted relating to the issue, but additional input would be great. My bike is a new to me (2 months) 2003 VFR800 with a PC3 and Two Bros exhaust with 25k miles. The harness recall has been done by the previous owner. I rode the bike nearly every day roughly 50 miles round trip for about the past two months, but last week it would barely start on the way to work. Upon leaving to go home at the end of the day, it was dead. I got a jump from a co-worker (car off) and proceeded to hurry home. It died on me 3 separate times, but fortunately I was moving fast enough to bump start each time. The fist time it died, I had only been riding about 5 minutes. If I kept the RPM's up, it seemed to run decently. I proceeded to charge the battery on a tender and test it. Right after pulling it off the bike, it was at 10.26V. By morning it seemed ok as it charged up to 13.1V and when reconnecting the tender, would jump up to 14.4V before settling back down to 13.1V. After leaving it unplugged all day, it dropped to about 12.96V and held steady there for the rest of the night. I had it tested by a local auto parts store and they confirmed it was fully charged and seemed to be in good health. I started to go through "The Drill" and first suspected the stator. The resistance between all the phases was consistent at 0.7 ohm's and they all had no continuity when each was tested to ground, so that seems to check out. I then checked each phase's AC voltage and got 19-20 at idle for each one and then around 60 when revved to 5k or so. So that test seemed to indicate thestator was ok as well. I then began to suspect the R/R and moved to check the voltage of the battery. At rest with the key off, it read 12.91V. With the key on, it dropped to around 12.3V, and after starting the bike and letting it idle, it would hang around 12.2V. When I would rev the bike, the voltage would drop across the terminals. At 4k rpm's, I read 12.16V. This would indicate a R/R issue correct? I know you can check the diodes to be certain, but the fact that the voltage at idle is lower than what it should be (14V ish) and with the stator seeming to check out, this would lead me to think it's the R/R. However, as many indicate the problem is much less of an issue with the 6th gens compared to the 5th, I thought I'd double check. Any insight would be much appreciated. Thanks

Hello all, new here on the forumsand new to VFRs as well. Just picked up a brand new 2014 VFR800f and its been running like a champ, until last night. Went to start up after about an hour pit stop, nothing but clicks. So my buddy came and jumped it for me, headlights start flashing, engine sputtered a bit, figured just need to get on and charge up a bit. Got out on the street, and as soon as i hit vtech revs, big red started bucking like a mule, ended up dropping the speed to about 15 mph and limping her home. Im hoping its just a bad battery, going to be replacing it today or tomorrow, we will see how it goes and ill keep updates here as we progress. In the meantime, hello again from Monterey county, Ca.

Hi All, Has anyone tried dropping a Yuasa YTZ12S in a 5th gen? (99-01). I want the extra power because I am hard on my batteries (heated gear, USB, ride in weather below freezing). The dimensions will fit (YTZ12S is 150x87x110 while YTX12 is 150x87x130) Would the extra amp hour (AH) cause adverse effect to the electric system? I don't see why but on the other hand I'm cautious because Yuasa doesn't list it on batteries that would fit a 99 viffer. Thoughts?

Hello everyone. I bought a VFR1200F 2013 here in Brazil a few days ago. It has only 7000 kilometers, but is having problems in the battery. The Honda dealership said it is necessary to replace the battery with a new one. As in Brazil the original battery Honda (Yuasa) has an exorbitant price, I am thinking of importing from Italy at Ebay this new type of battery made with lithium: http://www.ebay.com/itm/SKYRICH-BATTERIA-MOTO-LITIO-BATTERY-YTZ14S-BS-HONDA-VFR-1200-F-DCT-TCS-2013-/321896168452 Someone uses this battery Skyrich? It is better than Yuasa? More details: http://www.skyrichbattery.com/p7/Lithium-Ion-Motorcycle-Battery/pages.html

Hi guys, I have a problem that I can't figure out. I have a 2002 VFR that has 72,000 miles now. I had the whole engine replaced at 65,000 miles because I bought manual CCTs and I overtightened them and resulted with the Cam Chains snapping. So I replaced the engine with a 2004 VFR engine that only had 15,000 miles. Everything was great. But today, my battery died on me. Its my daily ride, so I cant seem to figure out what is going on. Things that you guys might think are problems had been changed already when I replaced the engine. I changed the stator, rectifier, VFRness, and battery. 1. Things that happen to me on a daily basis. I live in San Francisco, and I have to ride in the city everyday. After riding for about 20 minutes in stop and go traffic, the horn would get weaker and weaker to the point of not having sound. Mind you, the engine temp is always around 200-210F when I ride in the city. 2. Another thing that happens is the engine cutting out when I blip the throttle. That happens when I have the clutch pulled in and blipped to shift from 2nd to 1st. Anyway, its confusing for me because I have the parts that could've caused the electrical problems replaced already. Any input will be helpful to me. Thank you.

I connected a phone charger to my bike one day and I've been having intermittent charging problems ever since. After a good ride the battery will be dead & I have to bump start it. It always starts right up too. I load tested the battery, that's OK I went by the shop manual & the alternator, regulator rectifier (aftermarket unit) & stator seem OK, but I'm no mechanic. I just had it checked by a local shop too & they said everything was OK. I went for a short 20 minute ride & the battery was dead again! I plan on riding to the MotoGP at Indy next month. HELP!! Bobbyn

I'm a little sad tonight--an old, reliable friend has died. The battery that was in my DR650 is gone--after 13 years! I bought my DR650 in 2003 with 1,200 miles on it. The previous owner hadn't ridden it for a couple of years so he decided to sell it. He worked for NAPA auto parts and since the OEM battery was dead after two years of disuse, he replaced it with a brand new NAPA GS GTX9-BS before sale. I didn't know anything about NAPA powersport batteries (still don't) so I figured it might be good for a couple years before I'd have to replace it with a new Yuasa. But every year when I brought the bike out of hibernation, the NAPA battery fired it right up. Of course, the DR is a simple beast: No electronics apart from the CDI unit and the lights--and I haven't added any electrical gadgets. And, every year when I put the bike to sleep for the winter, I take out the battery and store it behind the boots in the bottom of the hall closet (inside, but cooler spot). Then, each month when I flip the calendar, I take it out and attach it to a Yuasa battery tender for 24 hours before putting it back in the closet. After hooking it up to the charger two months ago, I noticed it was taking a long time to go from 'charging' to 'float' mode. That usually happens within 10 minutes. This month it wouldn't 'float' at all. I'm not in a panic for a replacement since I got in on that half price AC-Delco deal a couple of years ago and I've had a replacement sitting on the shelf (sans acid, of course) since then. However, upon closer inspection, I can't figure out who makes the NAPA GS. I'm sure NAPA doesn't make their own batteries. On the back with the handling/use instructions it says 'Made in Taiwan' but no other clues. Anyone know?

Hi guys, After riding in San Francisco traffic for about 30 minutes, I stopped to get some donuts. The temp was at 210-220F the whole time in the city, but I think its normal. When I got back on the bike to start it, it clicked but the engine didnt crank. The clock got reset. So I pushed started it and it worked. When I got back home, I checked and charged the battery, but it only took 5 minutes to charge it. So, my question is, is there something on the bike that prevents the bike from starting again when it has been running hot? It is not the battery because, it would start again when the bike is cold. I was thinking it might be starter related problems.... If you guys have any advice to give, please leave in the comment boxes below. Thank you.

Hey guys, 95 viffer here with 25k on the dash. very recently got the dynojet kit installed and carbs tuned. was running like a wild horse. got it done by Dave Koban, the mechanic of the famed Britton 1000. few weeks ago the bike died at a red light. had to push start it as the start button did nothing. now every time I start the bike I have to crank the throttle even with the choke pulled. I've got the plugs replaced about 2 years ago - NGK iridiums. what givses??

In the midst of my Colorado tour a couple weeks ago my '09 VFR's battery died. This was atop Grand Mesa about halfway between Grand Junction and Delta, an hour away from either. Luckily it bump-started and got me to Delta and our motel for the night. We found a local shop, Fast Repair, and the battery measured 12.0 volts engine off, and about 12.7 running. The three phase plug from the stator measured ~40 vac on two coils but only ~16 on the third. In retrospect the stator was the obvious fault but throwing parts at a problem when you're 1,000 miles from home gets expensive. So I disconnected the wiring for my electric vest and grip heaters, and also pulled the headlight fuse. Since the bike had run fine on a flat battery for 80 km, I figured a new battery might let me finish the trip. The recharged original added some peace of mind. If worse came to worse I'd rent a truck and haul it home. There was no trouble on the next three days, but on the fourth it died again so I swapped batteries at the next gas stop. The next day I bought a small charger & multimeter and that was enough to get me home. Today I picked it up after my dear installed a shiny new stator. Not a cheap fix but one of the few hard faults I've had over the past 25 years.

Colorado 2015 Seven guys, seven states, three ferries, cold & hot, wet & dry, sea level to 14,000 feet and back, in 13 days and 6300 km. The late June afternoon view of the valley below and Chalk Mountain in the distance was quite lovely. Perhaps the biggest flat-topped mountain in the world, Grand Mesa is nearly 2 miles above sea level. Less dramatic than at Colorado National Monument this morning, but elevation and a high overcast tempered the fierce summer sun. It was a perfect day, I thought while stowing my camera. Until I discovered my 2009 VFR800’s battery had died. In 20 years of bikes trips I’ve never had a mechanical, not even had a flat tire - knock on wood. Sure, I’ve run out of gas a couple of times. But that’s an own-goal and not a fault of the bike. Tried bump-starting worked - woohoo!, the VFR fired up. But with a duff battery for how long? - it was 70 km to Delta. I worried it would die at any moment but rolled into our motel an hour later. The battery measured12.0 vdc engine off, 12.8 at 5k rpm. At 6 years old it became the prime suspect. A local independent shop, Fast Repair, had a battery and owner Allen stayed open till I arrived - after another bump start. Two of the stator coils at 45 vac but third only ~16. Both new and original batteries were put on charge overnight. Was it the battery, reg/rec, or stator? Hmm, troubleshooting is trickier a thousand miles from home. Next morning we fitted the new battery and wrapped the old in a cloth & zip lock bag as a backup. I pulled the headlight fuse and disconnected the wiring for my heated grips and e-vest. If my VFR gave any more trouble I’d rent a truck and haul it home. By 9 am we were heading for Colorado Springs. Day 1 Six days earlier we’d met at the Coho ferry terminal at 5 am(!) bound for Port Angeles, Wa. for a 2 week trip to Colorado. Later in the morning another ferry took us across Puget Sound to Seattle, and the freeway to Pendleton, Ore. Thankfully, it’ll be the last freeway for at least a week. A tasty dinner was had at Prodigal Son pub. Day2 SR-204 and SR-82 were nice back roads through farm & forest on the way to breakfast at the Red Rooster in Enterprise, Ore. Wallowa Mtn road is a narrow, bumpy ride through forest with 15 miles of gravel at the south end. And most of us missed the spur to the overlook of Hell’s Canyon. So, all in all, not worth the effort. SR-71 was good fun before heading up US-95 to McCall, a resort town on the shore of Payette Lake for the night. Dinner on McCall Brewing Company’s upstairs deck was enhanced with a view of the sun setting over the lake. Day 3 A cool morning ride down SR-55 along the east side of Lake Cascade, then on SR-55 to Lowman. This was the twistiest road of the trip and there was no traffic - great fun. At Lowman we regrouped before breakfast near Stanley, Id., at Elk River Lodge - a great spot for a meal. Stanley is set in a very pretty valley along the Salmon River with views of the Sawtooth Range to the west. It didn’t fit this year’s plan so we opted for Salmon, Id. Bertram’s Brewery was a short walk from the motel, with great food and good selection of beer. And the finals of the US Open on telly. Day 4 It was 250 km down the road in Rexburg before we could find a meal. The terrain en route reminds me of Nevada; a broad sage-covered valley with mostly straight road. By Rexburg it became low rolling farmland, and nearing Teutonia on SR-33 we caught our first glimpse of the Teton Mountains. High prices killed plans to overnight in Jackson, so the Three Rivers Inn at Alpine Junction substituted. Construction and heavy truck traffic over Teton Pass was unfortunate. Day 5 Cool temps under hi thin overcast on our way down US-89 and over Geneva Summit before breakfast in Montpelier, Id. En route a handful of antelope decided to test our braking skills so keep your eyes peeled and stay safe out there. US-30 to Diamondville, Wy., for fuel and a water break. Flaming Gorge has red rock vistas so common to this area of the USA and unfamiliar to me that make it seem exotic. Nearing Vernal, the temperature jumped up to the mid-30’s ℃, or mid-90’s ℉. Warm, but the dry near-desert air kept it bearable. The rest of the trip we’d see similar afternoon temperatures. Vernal Brewing Company was our choice for dinner, as it was for many other folk. Thankfully, it was worth the wait. Day 6 From Rangely, Colo., SR-139 is a surprisingly entertaining ride through low farmlands and over Douglas Pass before descending to Grand Junction. Colorado National Monument was another pleasant surprise, like a scale version of Canyonlands NP in Utah. Some of us are a little nervous about the loong drops. Our two hours or so wasn’t enough but Colorado is a big state and we had more ground to cover. A couple guys headed straight to Delta, the rest of us took the side trip over Grand Mesa. Dinner in Delta was one of the few bad choices and is best forgotten. Day 7 SR-133 to Carbondale is a lovely rural highway, scenic but not dramatic, curvy but not tight. Hickory House in Aspen, Colo., is a ribs joint with a pretty varied menu. Atop Independence Pass the brilliant sunshine kept us warm despite the 12,000 foot elevation, as we enjoyed the fantastic alpine vista. But walk slowly or you’ll soon find yourself panting. One photo recreated a shot I took on my first visit back in 1996. The western approach is narrower and tighter, the eastern side has I think better views. After Twin Lakes we turned east on US-24 bound for Colorado Springs. Crossing Wilkerson Pass we caught a heavy rain shower, but it barely dampened my jeans. Day 8 The Pikes Peak Hill Climb was scheduled for Sunday, but on Friday morning we could ride up after the practice session ended ~9 am. Unfortunately there was heavy stop & go traffic for the last 15 miles to the summit, not fun on the tight switchbacks. The wx cooperated and only near the top was it get socked in, and then only to the northeast view. The air at 14,000 feet tasted pretty thin but no worse than on Independence Pass. Spending the past week above one mile elevation must have helped. iPhone panoramas are handy but sometimes give queer results - zoom in on #76 ;-P Downtown Colorado Springs hosted a Fanfest in celebration of the race. Lots of competitors as well as a chil cook-off (cheap dinner), but no vendors that I saw. And it was within walking distance from our motel. Btw, this was the furthest south and east for the trip. Day 9 Little traffic and a mild, sunny morning on ride up SR-67, SR-126, SR-73, SR-74, and CR-65, to Idaho Springs. Breakfast at Wildfire in Idaho Springs then a short stint on I-70 before taking US-40. Berthaud Pass was good fun despite being a 3-4 lane highway. Coffee break at Kremmling, Colo. We stayed on on US-40 the rest of the day. Another thunder shower on Rabbit Ears Pass, then a great view of Lake Catamount descending into Steamboat Springs. Another timeout for an iced coffee to beat the heat. As with Jackson, Steamboat Springs was pricey and busy so we opted to stay just down the road in Craig. Two thumbs up to the Castle Ranch Steakhouse at the Clarion. Day 10 For 3+ days and 1,000 km the VFR ran well, but the battery died again early Sunday. Bump started the VFR again and at the next fuel stop in Rawlins, Wy., I swapped in the original (recharged) battery. Lunch at the Split Rock Cafe in Jeffrey City, Wy., was … interesting. The temperature hit at 35 ℃ later while riding through Wind River Canyon. Maybe an hour after checking into our motel in Thermopolis a massive thunderstorm roared in, first the wind then heavy rain. Starting early has benefits. Day 11 Cooke City, Mt., was our first stop. Fuel first, then a leisurely breakfast at the Prospector Restaurant. Lots of photos on SR-296, Chief Joseph Scenic Byway. It was one of the best roads of the ride, or would have been had the western slope not been under construction. Very little traffic though. We scratched Beartooth Pass, opting for a shorter ride through Yellowstone NP to Bozeman. Too bad ‘cause it was a lovely day. The northeast part of Yellowstone is typically the least travelled and we practically had the road to ourselves - other than for the bison that is. No photos because if I don’t mess with them and they might not mess with me. Final break was under the trees at Mammoth Hot Springs visitor centre, then on to Bozeman, Mt. After checking into the motel I bought a battery charger and a small digital multimeter from a local auto parts store so I’ll start tomorrow with a fresh battery. Day 12 SR-84, SR-287, snd SR-41, took us past Norris and Virginia City to breakfast at Dillon, Mt. Some great vistas along the way, too. SR-287 over Big Hole Pass is more flowing than twisty, with a lovely view of the valley below. Then SR-43 to US-93 at Chief Joseph Pass. US-93 was ok for the first few miles then became forgettable into Missoula. Our early starts mean ending the day by mid-afternoon, a big bonus with the high temperatures. And it gave me time recharge both batteries overnight. Dinner next door at Mackenzie River Pizza was another good choice. Day 13 Our earliest getaway yet for the longest leg, we were on the road by 6 am. Last night we decided on a more direct route tomorrow to Winthrop, Wa. I-90 made for a quick ride to Spokane, with only a quick gas & coffee stop in Coeur d’Alene. Then onto US-2 through the rolling farmland to Davenport, and a relaxing coffee. On the way to Grand Coulee I got separated from the others after some photo stops and ended up solo for the rest of the day. SR-155 climbs into the cool forest before hotting up nearing Omak. Then onto SR-20 and on to Winthrop, a small, western-themed town that relies on tourism. We had our only Mexican dinner of the trip at Carlos 1880 - may I recommend the grilled salmon fajitas? Day 14 Breakfast at Three Finger Jacks before leaving. No reason to hurry as it is the shortest leg of the journey, giving us plenty of time to get to the ferry at Anacortes. More photos of the Liberty Bell formation on Washington Pass, and then at Ross Lake. I caught up to the guys at Nehalem. At Anacortes we had time to unwind over coffee at Starbucks, then time for the boat. The 2 hour ferry ride had us back home by dinnertime.

I had a few moments today, so I figured I'd put the battery tender pigtail and heated vest pigtasils on the bike. Good thing I looked, a mouse had moved in under the back seat, making a nest using the freathers from a cowbird the local cats had just killed. It had eaten halfway though one of the harnesses and ate all the way though a o-ring that was under the seat (what is that o ring anyway?) So I cleaned out the nest, that was a regular task on my SV, where the mice lloved the battery box and airbox, reinsulated the chewed insulation, put in and routed the pigtails, then put it back together with a bag of mothballs soaked in peppermint oil under the rear seat. Since this is not tneder season, I put a usb connection on that pigtail for device charging.

Prep'ing for a multi state trip with a 2003 & 2002. Want to carry jumper cables just in case of a dead battery (it's happened before!). I'd like to make my own with the small alligator clips. What size gauge cable do I need??