The Honda Effect

Yesterday my January 2012 issue of Cycle Canada arrived and I've already read it cover to cover. I have to say I've had my reservations about this magazine in the last couple years but this issue has me believing again. The editor, Neil Graham has decided that this magazine will be more editorial-based rather than an American-style cookie-cutter press-release paraphraser. They tried that, and it didn't work. (mind you, the S1000RR article fits that mold, but I digress)

I like the direction he's taken things and I appreciate the free-form editorial that he allows.

Michael Uhlarik is a great addition to the editorial base. Though I often disagree with his opinions, he expresses them passionately and with industry experience and knowledge to back it up. He had a line in his CBR250R feature (a ride from Toronto to Halifax on said moto)  this month that I enjoyed enough to share it here:

"I hadn't ridden the Honda since the test ride in California nearly a year ago (in fact I hadn't ridden any motorcycle since) so it's worth mentioning that the Honda Effect took place. To those unfamiliar, it goes like this: 10 minutes into operating a Honda product you feel that you have always owned that Honda and you could ride it to the end of the Earth - or the Maritimes, which for most Ontarians is just as far.

Couldn't have said it better myself.  I am definitely not unfamiliar with the Honda Effect.

2012 VFR1200F What's New?

The plight of the Early Adopter... For the privilege of being first you get to suffer through the teething period as an unpaid beta-tester.

Honda have just announced an updated and improved 2012 VFR1200F.

Changes include:

• Increased range from a larger fuel tank
• Improved low-end torque from 2000-4000RPM
• Traction control
• Trip computer
• Improved comfort from an updated seat
• Revisions to DCT transmission
• LED indicators
• New colours
• Chromed headers

So what does this mean for owners of the 2010 and 2011 VFR1200F? How many of these updates can I take advantage of?

• -Bigger tank: The increase is only about 400mL. That might mean an extra 4 or 5 miles. Don't bother.

• -Improved low-end torque: Basically amounts to different mapping. With my de-restriction and PC5 I would gain nothing from this. If you don't have a PC5 and haven't de-restricted, Honda UK is offering a re-map to their customers which probably gives you the 2012 mapping

• -Traction control: DAMN! I wish I had this. Not that I've really needed it, but it would be a great gadget to play with. I don't think it's going to be practical to try to retrofit to my 2010. I would likely need a new ECU, new instrument panel, plus the switch and module. It could turn into a hell of a project.... expensive too. I'm wondering if the 2012 still has the 1st and 2nd gear restriction or if they ditched it out of redundancy with the TC?

• -Trip computer: Tells the rider average MPG and DTE (distance to empty). My 2010 gives pretty consistent range so I have no problem relying on my trip odometer for this information. Nice gadget but don't need it.

• -Updated seat: It appears that the contour or foam haven't changed, just the surface texture. I like my seat just fine, don't need a new one.

• Revisions to DCT: I'm sure this brilliant technology will just continue to evolve and improve. Mine's a 6-speed. ;)

• -LED indicators: Probably an easy retrofit if you want to spend the money. Don't incandescent bulbs just feel so.... 20th century?

• -New colours: I LOVE the new "Titanium Blade" metallic. It's sort of a sexy greenish-grey. The blue looks a little nerdy to me. Black is black... white is white. Unfortunately Honda Canada never gave me a choice of colours otherwise I would almost definitely have a white bike instead of red. If I ever crash my 1200 and need new plastics, it's going to end up as a Titanium Blade bike for sure. Even if I have to change the panniers. Or as my friend Dave Solo likes to say "They got this shit called "Paint"...

• -Chromed headers: I've said here before, chrome has no place on this bike. I like my stainless head pipes and titanium muffler just fine.

Now I know how SP1 owners must have felt when the SP2 came out.
pics:

Traction control switch, located on top of left fairing. On/off only, no settings

Titanium Blade.... yummy.

Snippet from Honda's press release:

2012 VFR1200F

Refined 1200cc V4 Sports Tourer

Release date: 8 November 2011

Model updates: Increased engine torque; greater tank range; Traction Control System; revised styling; more comfortable seat; Dual Clutch Transmission (Optional); new LED indicators

Last updated: 16 September 2011

1 Model overview

2 Key upgrades

3 Model details

4 Colours

5 Model history

6 Optional equipment

7 Technical specification

1. Model overview

The distinctive VFR1200F has been developed for 2012. The engine now offers even greater performance, with significantly more refined torque between 2000rpm and 4000rpm. Changes to the PGM-FI fuel injection system, combined with increased tank capacity, mean the VFR1200F can now travel more than 186 miles on a single tank of petrol. The optional Dual Clutch Transmission has been improved, with new functionalities. The adoption of a reassuring Traction Control System and along with a more comfortable seating position, further enhance the bike’s all-round capabilities.

Launched in 2009, the VFR1200F was developed to deliver a blend of sports and touring capabilities using the latest technologies. It was a clean-sheet interpretation of the ultimate road-sport machine – a concept driven by extensive understanding of customer needs and the adoption of state-of-the-art technologies.

In pursuit of heightened levels of control and feedback, the VFR1200F adopted the latest race-track bred technologies, adapted and evolved to create a machine that can be many things to many riders. The harmonic growl of the flexible and responsive V4 motor rekindles the emotions inspired by previous iconic VFRs, with its unique ‘heartbeat’ engine feel and an unrivalled level of refined performance.

2. Key upgrades

2.1 Engine 

Stronger torque NEW

For 2012 the V4’s already impressive torque has been made stronger still, with increased drive between 2000rpm and 4000rpm.

Traction Control System NEW

For 2012 the VFR1200F also benefits from Honda’s Traction Control System , which helps ensure the power is put down optimally, safely and securely, even on surfaces with limited grip.

Dual Clutch Transmission (optional) NEW

The VFR1200F was the first motorcycle to feature Honda’s innovative Dual Clutch Transmission, which has been significantly developed for the 2012 model.  Honda’s Dual Clutch Transmission ensures even smoother and seamless gear changes in any of its three riding modes. Using two electronically controlled clutches, the system offers the choice of manual gear shifting and two fully automatic modes, one for general use (D-mode) and another for high performance riding (S-mode). The VF1200F’s Dual Clutch Transmission also features new software logic with added functionality.

2.2 Ergonomic Design 

Greater comfort NEW

The new seat design features new stitching and a new coating finish for improved seat grip and improved quality.

3. Model details

3.1 Styling

Designed in Europe
The designers of the VFR1200F drew on two threads of Japanese culture through the design process. The Japanese word ‘Ma’ can be described as ‘the space between things’. It is perhaps easiest to understand it in relation to music. If one thinks of the intrinsic importance of a measure of silence or the pause between movements in a classical symphony, and the effect on the performance if someone accidentally applauds or disturbs the silence. That illustrates the importance of ‘Ma’. The other concept ‘tsuya’ describes the shine or vitality of an object, its charm, and the way it attracts and holds the eye. Focusing on tsuya gives a new significance to every line, curve and angle. Both these elements were of paramount importance to the design philosophy. The LED indicators used for the first time on a large capacity Honda motorcycle, ensures optimum visibility.

Form follows function
To a large degree; pure function determined the VFR1200F’s form. Mass centralisation, consummate rider control and aerodynamic efficiency provided the key underlying design criteria and from this starting point the machine’s form evolved. The remarkably narrow cylinder heads and clever cylinder spacing allowed a very narrow waist, effectively lowering the seat height and thus making it easier for the rider to place both feet flat on the ground at rest. This wasp-like waist also gives the rider the feeling of being ‘in’ the bike rather than perched on top – crucial for feedback and control. The fuel tank’s elegant yet complicated contours support and assist the rider to add extra elements of control and heightened levels of feedback whatever the riding situation. The ergonomically styled fairing works in harmony with the fuel tank to provide extra support and efficient weather protection for the rider and pillion. Even the hand controls and switchgear are engineered to ergonomic advantage.

Layered fairing technology  

The patented layered fairing design of the VFR1200F is a perfect match of form and function. Designers and engineers worked together to create a uniquely beautiful shape and, at the same time, optimal air flow and heat management. The fairing design incorporates two layers, which harnesses the benefits of flowing air to the machine’s dynamic and mechanical advantage. This has two functions: air entering between the layers and through two oval-shaped spaces in the front of the fairing is channelled in exactly the directions needed to enhance the bike’s stability at higher speeds. Secondly, by effectively increasing the speed of the air by channelling it through smaller apertures before it reaches the radiators, engine cooling is optimised and the hot, exhaust air is channelled away from the rider and passenger. The heat generated by the powerful V4 engine is also channelled away to keep hot air away from the rider.

Attention to detail

A balance of positive and negative surfaces gives the front of the motorcycle a light, open look while also creating a profile that slices through the wind with minimal resistance. A strongly defined X-shape characterises the front of the machine. Concave surfaces direct the eye and air up towards the windscreen, which incorporates another air-directing aperture at its lower edge. Even the edges of the screen have been crafted to enhance stability at speed. The light from the powerful single line-beam headlight streams into two tinted LED-look strips that frame it, increasing the feeling of lightness and space.

The cowl and body are fused together, creating one smooth, unified, aerodynamic surface. The compact rear tapers upwards, emphasising the bike’s lightness and dynamic shape, while the tail-light and rear indicators subtly mimic the frontal design.

Luxurious finish

The 2012 machine continues to benefit from painting technologies specially developed at the hi-tech Kumamoto factory, focused on creating top-quality colouring with the most uniform coverage. A deep clear-coat finish enhances the bodywork colour, creating a luxurious, high-class shine. The mirror-like surfaces create a sharp, memorable profile that attracts attention even from a distance.

3.2 Engine

Even stronger midrange performance NEW

The VFR1200F engine was designed to provide its rider with strong power and torque, for a power delivery that is both responsive and exciting. It also delivers the invigorating engine sound and feel that have characterised Honda’s previous V4 machines. The VFR1200F has already established a reputation for delivering both effortless travel and an invigorating riding experience;  the V4 engine’s performance has always been most impressive at the engine rpm that matter most, in the low and midrange, making it possible for the rider to simply roll on and off the throttle while powering through bends. For 2012, low-rpm torque has been made stronger still, with increased drive between 2000rpm and 4000rpm to make the bike even more fun to ride.

Improved fuel efficiency NEW

For 2012 the VFR1200F’s advanced PGM-FI fuel injection has been revised to improve fuel efficiency. This, in conjunction with an increase in tank capacity of half a litre to 19 litres, means the VFR1200F can now cover more than 186 miles on a single tank of fuel.

Smooth delivery  

There were several challenges involved in tailoring the strong V4 power for use in an all-round machine that can be used for weekend enjoyment, commuting and long-distance touring. Key elements of the VFR1200F’s power characteristics are its response and strong torque delivery. To allow full enjoyment of the engine’s power while still providing a high level of comfort, vibration needed to be carefully managed.

A unique cylinder layout was developed for this purpose. Instead of the traditional V4 cylinder configuration, with the cylinders evenly spaced front-to-rear, the VFR1200F adopts an ingenious solution in order to centralise mass and at the same time achieve a compact, space-saving solution. The rear cylinders are placed side by side but close together, while the front cylinders are more widely spaced. This layout allows for a slim, compact ‘waist’ that fits comfortably between the rider’s legs. It also supports mass centralisation, thus contributing to the bike’s balanced feel and ease of control. With no right-left couple imbalance, the need for a balancer is eliminated and friction is reduced.

A Phase-shift Crankshaft complements the advantages of the cylinder layout. Operating with a 28° throw, it effectively reduces primary vibration and noise, eliminating the need for a power-sapping balance shaft. The V4 is characterised by very strong low-rpm torque. To allow the rider to comfortably take full advantage of this torque, delivery is smoothed by four drivetrain dampers, which further eliminate uncomfortable vibration and backlash.

Racing technologies  

The VFR1200F utilises the UNICAM single overhead camshaft cylinder head design from the world-class CRF off-road machines. The logic was straightforward: in an environment where space, performance and weight are at a premium this technology was perfect for a project where mass centralisation and ergonomics were prime design criteria. Also borrowed from the CRF range and the RC211V MotoGP racer is the sealed crankcase system that reduces the pumping loss created through piston movement, and air density. This system had never been used on a road machine before but the gains for the rider are identical - electrifying throttle response and improved fuel consumption.

Refined control 

A throttle-by-wire system maximises the rider’s feeling of connectivity with the VFR1200F. Providing light, precise fuel metering at all engine parameters, this highly developed system gives the rider heightened levels of control, whatever the situation. To aid control under intense deceleration a slipper clutch is fitted, similar to the system on the CBR1000RR Fireblade. When the rider downshifts early the clutch is designed to slip, thus preventing the rear wheel from inadvertently locking up, allowing the rider to stay firmly in control.

Innovative transmission layout and ground-breaking shaft drive system  

A compact transmission layout contributes to high-speed stability with good handling and excellent traction capability. The highly developed shaft drive system features an offset propeller shaft and a pivot that expands vertically as well as a sliding constant velocity joint that takes up any variations in length during the rear wheel’s arc of travel. At the output shaft a clutch damper absorbs backlash effectively. Thanks to the rigidity of the pivot, stability is improved and throttle-to-drive delivery is much more direct.

Unique exhaust and exhilarating sound  

Engineers and designers alike focused not only on the engine’s power and delivery, but also on its feel and sound. They chose a configuration which would emulate the briskness of a typical inline-4 engine’s performance but deliver this with the beat and feel that are pure V4. The exhaust layout was made as compact as possible with the assembly of catalyser-containing exhaust pipes placed on one side of the sump and the exhaust pipes of the rear cylinder bank placed on the other side. On the bike’s right flank a triangular-shaped muffler highlights the styling lines of the bodywork.

The combined induction and exhaust notes create a raw, compelling sound that is authentic Honda V4 and distinguishes the VFR1200F from any other motorcycle. At idle it pulses smoothly, hinting at the engine’s huge performance potential. Each twist of the throttle releases a burst of instant V4 aggression that becomes a thrilling howl as it rises quickly through the revs. The sound and beat of this engine contribute to the unique character of the machine and are as essential to the design as the bodywork or riding position.

A key element in the raw emotion of this V4’s sound is the exhaust system. Engineered to provide excellent cornering clearance and minimal intrusion to the rider’s and pillion’s feet position, the high-volume, twin outlet high-chrome muffler produces an unobtrusive but fantastically stirring note. At low revs the noise is off-beat and bass-rich. Further up the rev range, once the servo-operated valve is opened, the noise changes to a truly inspiring, hard-edged V4 growl.

3.3 Suspension

Peerless handling and stability

The VFR1200F frame, suspension and drive components are brought together in a unique configuration that facilitates both sports bike power and smooth stability. Its strong aluminium twin-spar diamond configuration frame is both lightweight and rigid. The swingarm and driveshaft length are optimised without extending the overall length of the motorcycle. The long swingarm contributes to balanced, confident manoeuvring and exceptional high-speed stability.
The swingarm is complemented by a compliant Pro-Link rear shock absorber with adjustable rebound damping. At the front, sturdy upside-down 43mm telescopic forks with adjustable preload provide smooth and assured control. Together, these systems ensure a comfortable ride, even with a pillion and luggage on board, and add to the overall feeling of total control.

3.4 Brakes

High-performance braking systems  

The VFR1200F is equipped with Honda’s highly-developed Combined Antilock Braking System. Powerful six-piston calipers for the front and two piston calipers for the rear act on large discs (320mm at the front and 276mm at the rear). The Combined Braking System creates the optimal balance of front and rear braking forces. The addition of a standard-fit compact and lightweight Anti-lock Braking System supports both the motorcycle’s sports riding potential and its touring proficiency.

3.5 Ergonomic Design

Comfortable dual-seat seat NEW

For 2012 the seat of the VFR1200F – a supportive, vacuum-moulded dual-seat design – has been re-designed to offer improved seat grip with new stitching and improved quality with a new seat coating finis.  It features a flat and expansive seating area, with the space to adopt a range of different seating positions. This improves comfort during long days on the road. For the pillion, easy-reach grab handles and footrests ideally positioned for comfort, help create a reassuring sense of security.

Instrument panel  

The VFR1200F instrument panel combines sophisticated styling and practicality. Shielded and at the same time displayed by the tilt of the aerodynamic windscreen, its elegant design fully complements the airy and spacious feel at the front. It also adds to the sensation of total rider control.  A large, sporty analogue rev counter and a digital speedometer are surrounded by LCD readouts which now include actual, average fuel consumption as well as remaining and range of fuel and Traction Control System activation (On/Off). The display also includes a clock, ambient temperature display, HISS indicator and ABS indicator.

Pannier mounts  

To enhance the touring potential of the VFR1200F, the rear is equipped with integrated luggage mounts. These mounting points are unobtrusively cast into the injection moulded under-seat area and pillion footrest mounts. They allow easy installation and removal of specially designed optional panniers without interrupting the motorcycle’s clean styling.

Ergonomic hand controls  

The VFR1200F features a state-of-the-art ergonomic design of the handlebar and switch layout. The designers focussed on meeting the rider’s need to reach controls comfortably and for ease of operation, particularly considering the hand position during cornering. As a result, the VFR1200F received new handlebar switches and a new layout with reversed horn and indicator controls. The indicator switch shape is designed around natural thumb movement for effortless operation.

ASV Unbreakable Levers

I was drunk when I ordered these

I stayed up and finished an extra bottle of wine

And stumbled into solomotoparts.com like a drunk might stumble into a whorehouse

They're well-made and all, but they serve no real function and they were expensive.

I guess they look pretty good though.

Kaoko Throttle Control

On my road trip in August I decided that I HAD to have some sort of throttle lock or cruise control if I ever wanted to take a ride like that again. (which I do)

I initially decided that I would look for a Throttlemeister, as I like the size and weight and feel of them. Unfortunately, ordering one wasn't easy, as their website is very amateur and doesn't offer any sort of order system. They want you to print an order form and mail send it in with funds. They're also expensive, so nevermind.

There are alternatives though. After a bit of research I chose a Kaoko throttle lock from twistedthrottle.com. It's not as beefy-looking as the Throttlemeister, but it's well-made (in South Africa) and quite a bit less money.

Installation wasn't the 5 minute ordeal I was expecting. I had a bit of trouble getting the bar-end weight out of my clip-on and the Kaoko didn't want to go in. I realized that the internal diameter of my Helibar clip-ons is very slightly smaller than that of the stock ones. With a little grease and some "encouragement" from a precision tool (claw hammer) I got the device into place where it remains solid and secure. A little tightening on the friction nut and this sucker isn't going anywhere.

My wrists will surely thank me.

Winterize.... again

With 9111 Kms on the clock my VFR1200 was given its 4th oil and filter change. Though the fall weather here has been good, there's a possibility the bike won't be ridden again until spring 2012 and I like to keep it parked with clean oil in it.

With the last service at 4400Kms this is the furthest it has gone on a single oil change. The oil came out quite dirty, but still with a slight greenish tinge from Motul 300v full synthetic. The recommended service interval is 7500 miles but I'll probably never go that far without a change. It's worth noting that this engine has used not a drop of oil since new, and this summer saw some hard use, with a 3600Km mountain tour, a trip to the dragstrip and 2 trackdays.

A new filter went on and 3.2L of 5w40 Motul 300v double ester replaced the dirty 10w40 300v that was drained out. I didn't deliberately switch to 5 weight, it's just what the dealership happened to have.

While I was at it, I changed the final drive oil again with another 200mL or so of Motul full synthetic hypoid oil. I'm well short of needing a final drive service but its an easy task to perform and only took a few minutes. The oil came out clean but with strings of black slime marbled throughout. I added some StaBil to the fuel, put the bike on stands and hooked up a battery tender.

There's no such thing as too much maintenance.

The Last Track Day

I spent Sunday afternoon at Race City turning laps at the last ever scheduled event at Race City Motorsports Park. Next year, the facility will be demolished to make room for an expansion of the neighbouring landfill. 

I normally participate as an instructor, but this time I decided to ride as a "customer". I paid my fees and was free to ride in all of the groups, at my own pace, as much as I wanted.  The VFR handled beautifully.... predictable, stable, fast, and with surprising grip from the Pirelli Angel sport touring tires. Being ever more confident with the bike, I pushed it quite a bit harder than the last track day, grinding out my pegs regularly and spinning the tire coming out of 2nd gear turns. The ABS was a bit frustrating, forcing me to brake way early for turn 1. (or otherwise risk blowing past the turn-in point when it kicked in) I passed a few intermediate riders on litre bikes and supersports who were surprised at how fast the big girl could be hustled, and admittedly, I also got in the way of a few racers who were probably wondering what the hell I was doing riding in the fast group. :)

 

I'm sad that Race City will be gone, but grateful for all the memories and friends I've made there. 

A debt of gratitude is owed to my friend Brad Gavey who introduced me (and hundreds of others) to the sport. Brad kept his school and track days going through thick and thin, sometimes at great personal expense, out of pure burning passion for the sport he loves.Thanks buddy.

Lego Motorcycle (non-VFR related)

Lego was my favourite toy as a kid. It was all I wanted for christmas and birthdays. I wasn't very good at "playing" with my creations, I just liked building them. I read recently that the founder of Lego is a billionaire and the wealthiest Dane. I guess I'm not the only kid who liked it.

I found myself in a toy store on Sunday and I couldn't stop myself from buying this kit. It's a fully functional streetfighter motorcycle with working suspension, a 3-cylinder motor with functioning 180' crank and pistons, primary drive, transmission countershaft, final drive and functional roller chain. The kit also has alternative instructions for a chopper-style bike, but fuck that, choppers are dumb.

I bet with an unlimited supply of technic parts in front of me I could build a wicked VFR1200... V4 engine, shaft drive and all.

Dear Santa: Please bring me a Lego Technic Unimog kit for Christmas. I've been a good boy and I promise to leave you gluten-free cookies and nonfat milk.

467 pieces, took about 2 hours total

Coming together nicely. You have to build the chain from individual links

Finished. I left out the corny decals

Yellow pistons, rods and crank are visible here

Yup... pretty badass

VFR1200F at the Dragstrip

I always wanted to try dragracing. Race City provides an easy and cheap introduction with their Friday night grudge racing known as "Secret Street". Every Friday night at 6pm in the summer, anyone can bring their car, truck or motorcycle to the strip, pay $25.00, go through a brief tech inspection and get 3 passes down the quarter mile, complete with time slips. It has a lot of support in the city, as it keeps the racing off public streets, and the enthusiasts love it because it sorts out the bullshitters.

I went out of curiosity with zero experience so I wasn't expecting to break any records but I wanted to run respectable times. My friend Brad wasn't able to go faster than 11.0 at 134MPH on his 2010 ZX10R and a little over 12 flat on his 2011 R1. The VFR doesn't have as much power as those litre bikes but I figured it would be easier to launch, with its long wheelbase and short first and second gears. I decided I would be happy with low 12s on my first try, and I'd be happy to be any faster than that.

There weren't many bikes around when I arrived, but soon an experienced drag racer with a heavily modified CBR1000RR showed up and was happy to give this first-timer some pointers. I didn't get his name... let's call him "Cletus". First and most important: Don't wait for the green; go when the bottom yellow is lit. There are four tenths of a second between the bottom yellow and the green; this is where your reaction time is measured. If you even see the green, you waited too long. He had never seen a VFR1200 before, but based on the large engine size and a lot of torque, he suggested that I would want to launch at about 3000RPM and feed the clutch out smoothly rather than pop it open. He showed me how to stage and where to do my burnout. I decided I wouldn't bother with a burnout. Tires are expensive and burnouts are messy.... I like to keep my 1200 clean. A burnout might gain me a couple tenths, but I wasn't here to compete, just for fun.

Bikes line up separately from the cars, and have to cut in when it's their turn. All of the bikes race at once, then the cars come back on.  Eventually another bike showed up (CBR600RR) we got our turn. Cletus said he would go first solo, then I would race the guy on the 600. He didn't think it would be a good idea for me to line up with him on my first try, because he would do a big burnout, and his bike would make a lot of noise which might "intimidate" me. I smiled and nodded... I appreciated his concern. (#rolleyes)

Cletus did his burnout with his wide drag tire and extended swingarm, staged, and laid down a 10.56. He said he could have done better, and he generally runs low 10s.

I lined up next to the guy on the 600RR, who had dragraced a few times before. I staged, held the revs at 3000, and when I saw the bottom yellow light fed out the clutch quickly and smoothly and fired off the line. The surface was sticky so I didn't spin much, just a little fishtail, and I didn't wheelie. I didn't see the green light, so I knew my R/T was good, and I didn't see the other bike, so I knew I beat him. I missed my shift and banged off the rev limiter in second so I knew I probably wasted a few tenths. I also shifted into 4th as I crossed the timing trap when I could have probably just over-revved a bit in third. The display board in my lane wasn't working so I couldn't see my time until I picked up my timeslip at the tower. 11.03@126! My "opponent" ran a 12.4. I was very pleased and it was a hell of a rush. I was excited for my next run.

Cletus looked in disbelief at this rookie's slip and decided that when we got our turn again he would line up against me. Some other bikes had shown up, mostly 600s and 750s. He told me that it's more fun to race someone with similar times, and while he would still "leave me in the dust" it would be closer than if he were to race the other bikes.

Our turn eventually came and I lined up against Cletus. I held the revs slightly higher (maybe 3300) and had another good launch, though I did spin and fishtail slightly more than the first run. Cletus didn't have a good launch. I saw him wheelie out of the corner of my right eye. Not a little wheelie where he floated the front end, but an out-of-control silly tire-spinning wheelie up over 45 degrees from the horizon and crashing down hard as he shut the throttle. If you've never witnessed a motorcycle with a stretched swingarm do a massive wheelstand, it's quite something to behold.  I held the throttle to the stop, kept my head down and  blasted through 400 metres. I kicked his ass! My time was 11.07 and his was 14.8. Granted, he made a big mistake but it still felt great. I think he wanted to teach this rookie a lesson and he got a little carried away.

When I circled back to the lineup Cletus was a bit humiliated and didn't really want to talk to me. I didn't want to wait around another 45 minutes for a third pass so I quit while I was ahead and went home with a sense of smug self-satisfaction.

I understand how people get addicted to this sport. It's not just a cheap thrill, but a precision contest between perfectionists, where every thousandth of a second counts. After only 1 pass, I was thinking about where I could have shaved tiny fractions of a second.

I had a great time trying a new sport and I exceeded my expectations. I like to imagine that the spectators (there were a lot) were bewildered at how this big red shaft-drive sport-touring bike was going faster than all the "crotch rockets". The fact is, the VFR1200 happens to have a few qualities that make it very quick in the quarter mile. Long wheelbase, short first and second gear, great traction, awesome power that builds quickly and a relatively aggressive riding position. If I could do 11.03 with no experience, no preparation (other than letting a few pounds of pressure out of the back tire) no burnout and a hard-compound touring tire, what could I do with some practice and sticky rubber? I think low 10s would be very achievable. That achievement, however, will remain in the realm of bullshit, because I don't plan on doing much more (if any more) drag racing on this bike. I really enjoyed myself, and the bike was quick, but I have to think that this is pretty brutal on the drivetrain and I don't want to subject the VFR to the abuse.

Still... I wouldn't mind seeing a "10" on a timeslip.

Tech Inspection

Waiting for other bikes to show up

long lineup of racers

 

Time Slips (I'm number 90)

The Skalkaho Pass

I finally got around to producing the footage of this crazy road from my trip last month:

link

Air Filter Change / Resonator Removal

It would ordinarily be a bit premature to change the air filter element, but my recent trip had me concerned. I rode on a number of dirt roads through a bunch of fine dust and I suspected that my filter would be clogged up.

The local Honda Powerhouse wanted $120 for a new filter which I found flat-out insulting, especially as someone who has recently bought a new motorcycle from them. I ordered it from Ronayers.com for less than half that price. I had to wait a couple weeks to get it but I didn't have any riding planned in that time. I will always give the local retailer the first opportunity to earn my business, and if it is even reasonably close to what I can pay online, even within 25%, I'll buy it locally. When the price is 100% higher, I'm afraid I can't justify buying local.

Lift the tank

Take the airbox cover off... here's the old filter.

Old filter on the left, new one on the right. It doesn't look especially dirty, but it was obvious by the weight. The old filter felt like it was at least double the weight of the new one. Its folds were packed with fine dust. I'm convinced that stock paper filters do a much better job at picking up fine dust than the oiled cloth filters from K&N, etc. You'll never see a K&N in one of my vehicles.

While I had the airbox open I decided to remove the resonators. As far as I can tell, they're there to tune the induction noise. From what I know of similar systems on cars, they are meant to reduce the "sucking" sound when the throttles are opened.

They came out easily, 2 small screws each. I took my time to clean the airbox, scoops, and velocity stacks, wiping up any residual dust and oil and even sucking up debris with a vaccuum cleaner.

I doubt that removing the resonators will make any performance difference whatsoever, but I do know that I haven't seen them in any of the supersports bikes I've owned. They do take up a lot of space in the airbox and probably generate a lot of turbulence. I started the engine up and cracked the throttle a few times to see if I could tell a difference in the sound. I'd like to think I can hear more of a "ssschwissshhhh" with the resonators out but would I be able to tell the difference in a double-blind scientific test? I'm not sure.  If I don't like it I can always put them back in.

I wonder what Honda's genius engineers would think of all the hacking up this roundeye bumpkin has done to their creation? I'd love a chance to talk to them all about it. If anyone from Honda reads this, my passport is up to date and I have some vacation days to use up this year. You're invited to fly me to Kumamoto for an all-expense paid tour VIP of the factory, as well as an exclusive meet and greet with the engineers where we will eat a bunch of sushi and get drunk.

Arigatou Gozaimasou (bows deeply)

Old Spiral Highway Video

http://vimeo.com/27959699

Beartooth Pass Video

http://www.vimeo.com/27905944

I deleted the youtube video and uploaded to Vimeo in full hd. Enjoy!

Power Commander V

While I was on holiday a package arrived from Bayside Performance. I've been interested in installing a PC5 on my VFR and I finally got around to ordering one.

What does it do?

It overrides the motorcycle's fuel injection system to alter the air/fuel ratio. It can be programmed at small incremental throttle openings in each gear.

Why install one?

Modern fuel-injected motorcycles must meet emissions standards and therefore have "lean spots" in the air/fuel map in order to pass the tests. A Power Commander with a proper map will eliminate the lean spots for an ideal air/fuel ratio and therefore improve performance and make the bike run more smoothly.

Fairings come off again... getting pretty quick at this now.

Honda left a perfect spot under the seat for a power commander

You need to pull the axle out of the tank to run the wires under it.

Plug and play.... almost.

This little hot-tap splices in to the throttle position wire.

Here's the fun part: installing the 02 optimizers. The rad needs to be partially removed to get your hands in there. The plugs can be dismounted from their frame bosses which makes them a little easier to work with.

I'm running the "jardine slip on, stock air filter" map from Dynojet. I can't imagine my Leo pipe really needing much different mapping. Maybe this winter if I've got money to burn I'll have a custom map done up. As long as the lean spots are tuned out I doubt anyone can tell the difference.

I went for a quick ride to try to feel the difference. It seemed to pull harder and more cleanly from lower revs, and the throttle reponse seemed crisper between 2500-5500RPM. I'll need to get it out for a proper ride to really evaluate the difference.

I have read some reports of the 02 optimizers throwing a fault code. Basically all they do is short out the 02 sensor signal to the ECM. Evidently, the VFR's computer is a little more sophisticated than they were expecting and isn't fooled by the optimizers. If I run into this problem I'll just hook the 02 sensors back up. My concern is that this will cause the PC5 and the ECU to "fight" over the fuel ratio and cause a surging. We shall see...

edit:  You'll probably need to zero out the throttle position on the power commander. Mine thought the throttle was open 5% when it was closed. CLick on "power commander tools>calibration tools>throttle calibration. Whatever the voltage reading is with your throttle closed, set that as the minimum. I think on mine it was 0.708 or something.