In an earlier post, I adapted an MTM brand replacement fuel pump to a Gen-2 project, only to have it fail at about 50 miles. Lesson learned, I picked up a Mitsubishi-made (OEM) replacement pump on eBay under K&L part number 18-5529 ('90-97), and branded with the TourMax name; $147 total  The box was a little tattered, and I found the cap screw loose but otherwise it arrived in good shape.

(Below) There's two mounting issues; the first is that the male connector needed to be swapped for a female, and the second is the straight in/out tubes, as this replacement pump is spec'd for the 3d and 4th-Gen bikes (no Gen-2 replacement is available). To deal with the latter, I use a pair of 3/8" brass elbows which I need to cut down on one end in order to tuck the hoses closer to the pump, helping to clear the coolant overflow tank. I do this with the dremel, carefully leaving the second barb in place for maximum sealing.

(Below) With the shortened tube held close to the pump, I cut sections of 3/8" (10mm) hose and test fit on the bike, which shows that I have about 4mm of clearance…perfect. After adding spring clamps I do final mounting and testing of the new pump installation. Everything checks OK, so I tuck the wiring in place and call this a success.

As I work my way through the 2d- and 3d-Gen carburetor sets awaiting a new lease on life, I find myself in need of stock size jet needles — if you have some to spare I'm happy to purchase or trade for some aftermarket jet kit needle sets. Some of these carb sets came to me with jet kits installed and I'm returning them to stock jetting.

The needles are NLA from Honda, of course, and there's a variety of subtle size differences among the generations/models/engine size. This is noted in an alphanumeric stamping under the "brim" at the needle's top, i.e. J99Q. I decided to compare the RC24/26 and '90-93 RC36 ('94-on are different) as they're the same length and visually nearly identical. I don't plan on interchanging them, I was just curious as to the taper differences. In this photo, I show those differences in millimeters and throw in a jet kit needle for comparison (I think it's from an RC24 Dynojet kit).

Of course, this isn't an apples-to-apples comparison, as I don't know of any difference in the emulsion tube diameters, if any. But the sizable difference in main jet sizes would suggest there is; #118 (RC24) vs #130 (RC36). I can't imagine the extensive dyno tuning required by Honda engineers back in the day to get these needles to work just right. Switching to fuel injection in 1998 must have been a real game changer for those guys.

UPDATE: Not Recommended!
At 50 miles the pump began to seep fuel and very soon after the pump motor operated but no pumping action. Stick with K&L:
https://www.ebay.com/itm/335825276242

The OEM fuel pumps for our carbureted VFRs have been unavailable for years. When Project 41 was found to be in need of a pump replacement, I had to come up with a solution. Checking my stash of old OEM pumps I found nothing useable, and didn't want to experiment with the Chinese replacements, but I thought this eBay pump might be worth a try. A seller in Poland offers these for $61, including shipping. The brand is MTM, from Germany, and they've been making fuel pumps since 1989. The size and shape looked right in the photos, the fuel tubes have the needed 90° curves, and there's a 2-wire connector. I ordered one and it arrived within ten days.

(Below) Looking it over, I noted two installation issues. The MTM has a male electrical connector and the Gen-2 needs a female (you'll find the same issue if you're adapting a later model VFR fuel pump to the Gen-2). No worries, I snipped off the correct connector from my selection of junk OEM pumps and soldered in place. Note that the MTM's black wire is ground and Honda's grounds are always green. I add some heat shrink and later wrap it all in electrical tape.

(Below) The second thing I will need to address are the smaller fuel tubes found on the MTM pump; 8mm (5/16") vs 10mm (3/8"). This is quickly solved with the 5/16" Motion Pro fuel line I use on all my carburetor rebuilds. This Tygon line easily stretches over the 3/8" filter outlet and I then use an in-line adaptor, available on eBay or Amazon, to make the connection to the 3/8" carb supply line. The MTM pump conveniently labels the inlet tube, which is on the same side as the Honda OEM pump.

(Below) I was very pleased to find that the OEM "shock rubber," as Honda calls it, fit the MTM perfectly. The rubber is still available from Honda (16711-KAF-305, $16.44). The completed assembly is installed on the bike and tested with a relay jumper wire to activate the pump. It flows well and the pump slows to a stop as the float bowls fill, just as it should. I'm calling this fix a success and hope it's a long-term solution.

Some of our VFRs have an annoying quirk which allows draining sump and filter oil to run onto the exhaust pipe. A simple tip is to drape a length of aluminum foil over the pipe to divert the dirty oil. Once the drain plug and filter are in place, you'll still need to spray some cleaner over the engine sump, so leave the foil in place to divert that stuff, too — I use aerosol electronic cleaner.

Toss the foil in the trash.

What: 2010 VFR1200F
​Why: Nice shape, well-maintained
Where: Albuquerque, NM
​Price: Opening bid $4000
UPDATE: No bids received

The 7th-Gen VFR was a radical departure from Honda's successful formula for their V4 "sporty bike" platform. And it was not well received, despite being a tour de force of technology, style, power, competency and impeccable build quality. Introduced in 2010, the model struggled in the showroom, resulting in selling discounts for its four-year model run. Those lowered dollar values continue to this day, making the 1200F an exceptional used bike value, and today's auction bike is a perfect example.

Showing 27,000 miles and a great maintenance history, the only mod listed is a Two Brothers carbon slip-on muffler that "isn’t too loud but winds up nicely when you open the throttle." There's some tip-over markings on the left side and the forks seals are beginning to seep. But the thing that caught my eye with this sale is the price — the seller's opening bid is $4000 with no reserve, when 1200Fs routinely carry asking prices of $6-7K. The back story is that this bike is re-listed, having garnered no bids the last time around. That probably speaks volumes about the used sport touring market in general and the 7th-Gen VFR in particular, but when you stand back and consider the amount of motorcycle you're potentially getting for under $5000 it really is a bit amazing. Good luck to seller and buyer.

Essential Carb Rebuild Kit
This collection of parts are what I use in my carb rebuilding. I've sourced the best parts I can find and only include the replacement bits I consider necessary — the rest of the carbs' OEM parts can be reused.

Combine this with the "Fuel Line Kit" (Gen-2) and you'll have all your fuel concerns covered — well, maybe a replacement fuel tank petcock, available from Honda or aftermarket. Of course, I still offer the stand-alone "Fuel Joint O-ring & Fuel Line Kit, '86-97," to seal those fuel tubes, or even just the fuel joint o-rings (only $6!).
​
Lots of options, so no excuse for letting a great bike sit idle due to leaking or malfunctioning carbs.
Visit the "Products" page and contact me with questions.
[email protected]

UPDATE: PRICE INCREASED TO $93!!! WTH?

I used to buy these Gen-2 carburetor insulators for about $40 per set of four. Those days are behind us, and they now list for $90 from Honda, or about $75 via the internet. These are OEM parts — I've never found aftermarket Gen-2 replacements.

But here's an eBay seller offering sets of four for only $60.42 (w/coupon code) including shipping.

I'm amazed that Honda still has these available (not true for the Gen-3) so we should grab them while we can.

With the new chain/sprocket set installed on Project 41, it was time to mount the sprocket cover and clutch slave. The decision was made to go aftermarket, and a beautiful Oberon slave cylinder was chosen, in titanium color.

This a a straightforward swap using the original mounting bolts. Oberon furnishes a fresh gasket and I add a dab of grease to the clutch push rod. To finish off the clutch hydraulics, the rebuilt and repainted master cylinder was installed along with a stainless braided hose. The system bled out easily and looks great. I've never used an Oberon slave, so I'm anxious to get this one on the road.
​https://www.oberon-performance.co.uk/clutch-slave-cylinders

SOLD
$300 includes shipping to continental U.S.
I found this beauty a few years back via one of the VFR forums, but just never came up with a Gen-4 to mount it on. I don't see that happening so it's time to pass it on to someone who can make use of it. This is an 18" long (muffler), genuine carbon fiber, with mid-pipe to mate to the 1994-97 VFR750 stock exhaust collector. Includes two connector springs. I've never mounted it but it appears to be a high-mount style, no additional mounting hardware included. It is a used item, but negligible wear evident. There's a light scuff on the rear side, not visible when mounted (see photo). The muffler weighs 2 lbs, 7 oz, the pipe 1 lb. A very nice piece.
Contact me: [email protected]
(some images appear to have a tan hue, but the carbon fiber is the darker shade pictured)
(click on an image to enlarge)