Mono shock: It says replace or rebuild. Having looked at replacement cost of $700 from a couple differnt sites, my wallet does not see that happening. I also was planning on having the lowering clevis installed (have not ordered it yet but got the qoute) or working that in myself during this down time. Any guidance from those who have had their mono rebuilt? or what are other options, anything reasonable beyond OEM?
Suspensions die gradually. Rider's generally doesn't notice how bad their's is until they get a new one.
Fork oil: Anything special other than changing this out? I am planning on trying 7w vs the 7-10w to see if it dampens the jolts on the front end and also to test in cold weather vs hot.
This will probably be your most noticeable improvement. Amazing how fast that stuff goes bad (10-15k miles) and how long people ride on it. Anyway, if you're a preventative maintenance type of guy, you may want to change the seals while you're in there.
Plugs: Was planning on sticking with stock. Thoughts?
They've taken you 30k miles over the last 7 years, no?
Brake pads: I have seen several thoughts on pads, I am doing the back during this down time just to get it knocked out. Im not heavy on the back brake but I am sure making alot of dust. Thinking this goes back to the thoughts that vic pads are softer and wear faster.
I hadn't heard that Vics have soft pads. Any idea who makes them or what they are made of?
Here's some general info from Wiki:
Brake pad materials range from asbestos to organic or semi-metallic formulations. Each of these materials has proven to have advantages and disadvantages regarding environmental friendliness, wear, noise, and stopping capability. Semi-metallic pads provide strength and conduct heat away from rotors but also generate noise and are abrasive enough to increase rotor wear.
Ceramic compounds and copper fibers in place of the semi-metallic pad's steel fibers accommodate higher temperatures with less heat fade and generate less dust and wear on both the pads and rotors. They also provide much quieter operation due to the ceramic compound that helps dampen noise by shifting its resonant frequency beyond the human hearing range and reduced metal use (approximately 15% metal content by weight). Ceramic brake pads typically are suited for light-duty applications and not severe duty applications as encountered by medium duty trucks, etc.
There are environmental factors that govern the selection of brake pad materials. For example, recent legislation in Washington State (SSB 6557) and other states will limit the amount of copper that is allowed to be used in friction materials, to be eventually phased out to trace amounts. Other materials like antimony compounds will be monitored as well.
Asbestos was widely used in pads for its heat resistance but, due to health risks, has been replaced with alternative materials, such as mineral fibers, cellulose, aramid, PAN, chopped glass, steel, and copper fibers. Depending on material properties, disc wear rates vary. The properties that determine material wear involve trade-offs between performance and longevity. Newer pads can be made of exotic materials like ceramics, aramid fibres, and other plastics.
Vehicles have different braking requirements. Friction materials offer application-specific formulas and designs. Brake pads with a higher coefficient of friction provide good braking with less brake pedal pressure requirement, but tend to lose efficiency at higher temperatures, increasing stopping distance. Brake pads with a smaller and constant coefficient of friction donít lose efficiency at higher temperatures and are stable, but require higher brake pedal pressure.