My VF500 F2 front end/rear wheel swap thread.

05 August 2012 Update: Swap complete and road-worthy. I still need to rebuild the forks and have the wheels restored, but I am done with the conversion For those of you considering this, do understand that it is not a simple bolt-on and go exchange. Your best bet is still JD's kit. Get him to do your shock as well!



I'm posting this as an additional reference for anyone considering doing this themselves. After digging up all that I could on this swap I still didn't feel that the front end swap has been clearly explained, so here I will post any issues I run into and how I solved them. As far as the rear goes there is the JD way, the Steve Scott way and maybe now a different way.

1st Step: Mount F2 Front end.
I had to swap over the bearing from my VF triple tree as I had tapered rollers installed. If you have the original unsealed ball type you are probably good. Very straightforward exchange of parts.




1st Issue: The first issue ever mentioned with this swap has been the clearance at full fork compression. To check this, I had the forks high enough in the triple trees to get them mounted flush with the top of the CBR F2 clip-ons, then raised the forks 130mm (the published F2 fork travel)



As you can see, that's expletive close! I would guess 1mm of clearance to the front cylinder head; however, there is plenty of adjustment left in where I place the forks in the triple trees so I'm satisfied so far. Woodcraft 3.5" rise clip-ons solved this issue; however, they are a bit spendy. Very nice pieces though.

2nd issue: Where to put the fuses?



Good enough for me! Someone mentioned putting the block under the left side fairing but that is too close to the coolant overflow tank for my liking.

3rd issue: Steering lock. The F2 lower triple tree feels like it gives you all of 2" of lock-lock travel. After grinding off the original tabs and tapping/installing cap screws this issue is solved.

4th issue: Ignition mounting. Though the bolt pattern is the same, VF ignition rubs against the frame locking tab and a bit on the upper triple when fully tightened down. The upper triple and frame tab can be ground to suit, or the ignition can be spaced out accordingly. Additionally, to retain the use of the steering lock an extension to the locking tab need be fabricated. I ground the tab on the frame down and will do without ignition lock.

5th issue: The CBR left clip-on is too short since the VF500 clutch MC mounts are wider than whatever the F2 used, leaving too little room to place the hand-grip without a floppy end. A combination of an ST1100 clutch master cylinder and the extra long bars that came with the Woodcraft clip-ons solved this, though just the clip-ons would be satisfactory. The ST1100 MC at least matches the CBR600 brake MC.



2nd Step Mount Rear Wheel

So the rear wheel is mounted, and I will add pics and dimensions later (when I find my notes). The only unknown issue I've uncovered is that, on the VTR1000 rear caliper hanger, the slot for the swingarm tab sits further forward in relation to the axle hole than it does on the VF500 hanger. This necessitated extra material being removed from the VTR1000 slot. Now, with Jamie Daugherty's recommended gearing, there is plenty of adjustability available.

 

Looks good. What's the clearance with the fender on?

 

Unknown! A fender is on the way. I imagine it will impact.

 

Bump for small update

 

looks cool! cant wait to see more finishing pics

 

It's on the road!