DAM, MBD Strikes again

Well guys the disease strikes again, I have always really liked the 1999 VFR800 in Pearl Yellow but only when it had the Corbin saddle bags with it, plus they were the last year to have the manual choke system as well as the last Gen to have Gear driven cams

At present I have a mint 1990 and 1991 project bike but we all know the hunt for the Bucket List bikes never ends

Well a few weeks ago I was planning on flying out west to go to a wedding and decided to nose around to see what was on the market in different parts of Canada, well as always over the past number of years , nothing. in the end as a lark I searched the area around where the wedding was being held, and low and behold there is a 1999 VFR800 in Pearl Yellow with 50,000km ( 30,000 miles ) matching Corbin bags as well as Corbin seat including the seat cowl with Heli bars and two brand new Dunlaps installed, Dam this is not good, the bike I have wanted for years was right here in the area I was traveling to but 2400 miles away from home. In the end a deal was struck over the phone and I was able to have it moved to a friends garage until I can get it shipped back east.

Once I arrived out west I could see I have a little restore work ahead but that is ok, she has had a couple of tip overs based on the marks the bags have and a bad leaking fork seal plus oil soaked front brake pads, but god it looks good in yellow, She is sure going to look good beside her sister in the barn

I know once it is home I will also have to consider doing the Reg upgrade and probably have to check the valves and plugs etc.

NOW in your guys mind what else should I check or upgrade before I put her back on the road?

Any advice would be great since this is the most modern bike I have ever owned with Fuel Injection, computers, etc

 

I suspect a 98 or 99 will end up in my garage at some point in the future (for some of the same reasons you list). The linked brakes will not survive on mine tho.

A customer imported a yellow Canadian 98 before they came in Yellow for the states. It was really pretty.

Congrats.

I don't own any FI bikes, so I don't have any personal advice to share. I think there is a small ground wire on one of the connectors that can give potential headaches if/when it corrodes.

Go thru the systems, add gas and enjoy!

 

A fifth gen with a standard riding position is just heaven. The Hurricane police kit is by far my favorite addition I've ever bolted on a VFR. I'm still young enough with no medical conditions that would preclude me from using the stock clip-ons or Helibars, but after doing thousands of miles with the police handlebar kits I can't see any advantage being hunched over on a street use VFR. A standard riding position shouldn't be holding up anyone in the twisties on the road. The VFR is still more capable than me.

 

That's low miles........ While you're in there doing the reg upgrade, check the ground spider connector taped into the harness in that area.... check/clean up the ground screw on the opposite side of the frame. Check air filter and the usual fluid changes......
I bought mine at double that mileage, valves were nominal or better.....

 

The linked brakes will not survive on mine tho.

I have noticed that some refer to removing the linked brake system but I have never come across what is involved in the process.
I will for sure check this ground block you guys refer to , hopefully being from out west the dry air helped
Can anyone explain that the PAIR system is about?, is it just a Cal. thing?, is it on 1999's?

 

There are quite a few people that have done it and there are some write-ups in some threads somewhere. A common method for the front is to source VTR1000F fork lowers and CBR600F4i (?) calipers. The rear is a little more involved. Some people just run 2 lines from the rear master cylinder, but that can result in a "wooden" brake pedal feel. I think some people have switched out the rear master to a different diameter. And there are some custom rear caliper brackets out there to run a smaller standard rear caliper. I'm sure someone can elaborate better if needed. The DCBS system works great when it's working. I think it's a bunch of shit that adds weight and complexity and belongs on a Gold Wing, not a VFR. Apparently even Honda thought so, as it didn't continue on the latest VFR.

The PAIR system is not just on CA bikes and introduces exhaust gas back into the intake system to reburn. Many Honda models have it. Your 1990 and 1991 have it. Yes, the 1999 has it. It is fairly innocuous, but I just think it adds to clutter and weight. I remove the system from every bike I own that has it. Again, not under the illusion that I'm making more power, just to get rid of clutter and shit that doesn't need to be there. When I pulled it from my ST1100 and disassembled the units, the diaphragms were swollen and bad and the units had a bunch of gunk and residue in them. The bike only had 27K on it. I was getting bad popping on deceleration and the bike ran considerably better when I eliminated the failing units. Personal choice. Mine is to delete that shit.

 

Actually, the PAIR system lets passive air into the exhaust ports post combustion, the idea being to burn unburned gasses downstream of the engine, usually the solenoid opens on decel, which is when you hear popping in the exhaust. There are one-way reed valves at each port, you'll need block-off plates to cover them.....

 

Got it. Thank you for the clarification. I think I knew that at some point and forgot. Regardless, here's where mine end up.

 

By the look of all that smog crap I can see why a person would want to bin it
If anything , it would make the engine area a lot cleaner and easier to work on

 

PAIR = Put All in Rubbish

 

I did a brake delink on my previous 5G, mainly because I had an urge to dabble. I started with VTR1000F lowers on VFR upper fork tubes, all the bits mix and match easily except the fender mount is different and some creative bracket making is needed (VTR fenders don't work as the fork spacing is narrower). That lets you fit the callipers off a VTR or better still the callipers off the 954/SP2, plus a master off a 2003 CBR600RR which is sized correctly for those callipers. There's a tiny bit of hand filing to do, to mate the callipers and fork legs. You can use the damper innards from the VTR fork if you want adjustable rebound damping. Wheel, brake discs, axle are reused off the VFR. You will need new front brake hoses.

At the back Captain is correct that the stock master is too big (it normally drives 2 rear and 2 front pistons) so a master off just about any other standard Honda will work, I used a CBR600F4 part. The existing rear brake hoses can be joined at the new master with the longer banjo bolt from within the linked system, so no other parts are needed.

On my newer 5G, I decided to leave the brakes standard and just make sure they are well cared for. They work very well.

 

The 99 VFR800 does not get here for a couple of weeks but it was driving me crazy trying to see what the 1999 model had for components compared to later and earlier models

Looks like I got lucky for once, from what I can find the 1999 VFR800 for Canada does not have 02 sensors or the Cat/Converter, Bonus

 

I see by some inserts in the form that most guys are saying to stay away from all balls fork seal kits as there have been quality issues and only use the Honda forks seal parts

Is the same true when it comes to other parts such as the fork bushings, tapered steering stem bearings etc?