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First and foremost, want to thank Mrmatt for his post a while back that make me decide to do this for my project. Here's the link to his thread. Now that I am finally getting around to doing it, I can verify all the measurements he took. Lots of the pictures are just of measurements, but this way it can't be questioned in the future. *** Not finished yet. Still need to take measurements with the wheel on to get final info. Forewarning, you are going to need either a very large snap-ring plier, or you will need to modify a pair of needle nose pliers to get the snap ring off the eccentric. This is the hardest part of the disassembly. Snap ring pliers this size are $35-$50. Otherwise you can grind down the tips of the HF 90 degree needle nose pliers with the orange grips. The VFR ring is fairly easy. The triumph one is a dog. So lets begin. First things first. Injure yourself in such a way to make tool handling painful and difficult. As a side note, rags are not sufficient protection against 20ft long chips. - Next, find yourself a comfortable environment. 88F and 70% humidity will do nicely. Then find the mess that someone has left behind at your work area, and clean it up. - Wiped down and chip free surface. Grabbed some blocks, clamped the swingarm down, and got to taking measurements. - Measurement for inside of sprocket carrier for VFR - VFR sprocket carrier thickness. - VFR sprocket carrier surface to surface double check. - VFR swingarm surface to wheel mounting surface. - VFR wheel mounting surface thickness. - The hammer lies upon its prey. Triumph eccentric tapped out and removed. It came out nice and easy. I couldn't get the caliper hanger off, so I had to use the hammer to give it a couple of light taps to get it started. Once the caliper hanger was on the step, it came right off, so must have just been a little dirt keeping it from coming off. - So nice of triumph to add never-seize. Probably helped with the removal. - Either Honda didn't bother putting any grease on the eccentric, or it all dried up and washed away. The honda eccentric was pretty difficult to get out. Had to use the mallet to get it to the caliper hanger, but the eccentric kept getting stuck part of the way out. Turns out that there was so much dirt and debris in there that it would get stuck between the middle of the eccentric and the swingarm and bind everything. Took lots of shaking and blowing junk out to finally get it out. - Total height of the triumph eccentric - Triumph eccentric swingarm section. - VFR eccentric total height. - VFR eccentric swingarm section. - Just for giggles. Triumph eccentric weight. - Honda eccentric weight. - The VFR swingarm after removing the eccentric. You can see that the surfaces aren't very clean, and there's still some dirt in there. - Time to toss the Triumph goodies in there. Fresh new coat of never-seize on the triumph eccentric - Sitting nice and flush - Nice and flush on this end too - Somehow I feel like I have just made it heavier. Also, you need to use the triumph caliper bracket to have the eccentric sitting where it is supposed to. The VFR caliper bracket has the same ID, so if you really wanted to use the VFR hangar for whatever reason, you could possibly make a spacer for it. - Triumph rotor carrier thickness. - Thickness of sprocket carrier for triumph bit. - Triumph wheel mounting surface to swingarm surface - Triumph sprocket carrier surface to swingarm surface - VFR Wheel offset 848 Wheel Offset Weights are added to the chart. I don't think anyone wants pictures of all that. You can go in the photobucket album if you really want. So here's a chart of the differences in sizes and some weights End result is that I gain 0.5 lbs by doing the swap for the opportunity to run a single nut wheel. I have a VFR wheel with a tire and the 848 without, and still have to consider the caliper, caliper hanger, and the rotor, and the wheel nuts, so that's not the total weight just yet. Looks like everything is still pretty close to where it should be, unless someone finds a fault in my math and measurements.
Hello All, Does anyone know how the clutch space piston size of our VFRs (and other Hondas) changes over the years? I know a few numbers: - 5th gen clutch slave is 35.6mm - VTR1000 clutch slave is 35.6mm (I’m assuming as same part number) - 6th gen clutch slave is 33.5mm - Oberon clutch slave is 38mm Not sure if all 6th gens are same across the years? What about 8th gen? What about other Hondas with the same type of slave? CBRs, Blackbirds, Pan Europeans etc? I’d like to fit a bigger piston slave on my 5th gen but don’t know which one (other than Oberon). As as an aside, if you’d like a softer clutch on your 6th gen you may want to try a 5th gen slave. You’ll get longer lever travel and more modulation. Best, Stray
Hello! I was looking all around the forum to find any thread about the complete front end swap to a CBR 954 on a 5th gen...without success... I have now the opportunity the get a complete front end from a CBR 954 for a quite good price, inculding front wheel, both triples and brakes. The RC51 front end is almost impossible to get here, and the prices are sky high...so thats why I'm asking. What I did find though: -Wheel mismatch (I dont care much about it, as I would also change the wheel, and the brake disc is covering a lot...and my wheels gonna be white which also helps a bit.) -Helibar problems due to size mismatch (I have touring handlebars, so also not a problem, I know I will have to make some machining.) -According to an excel chart which I recently find on the forum, the CBR has 724mm fork length, and the RC51 is 730mm which I also find here. So I guess length should not be a problem, if i use the wing shaped upper triple. What else than? Are there any disadvantages? I have also read that the RC51 and the R1 quality is better, but as I have said before, the prices are horror... Please help me out in this case as I have limited time for this good offer. Many Thanks in advance! Regards, Pumee