One tooth difference on the shift shaft sprocket is pretty significant, isn’t it?
It varies by manufacturer, and I wish they’d standardize it.
It’s faster to just buy a new shift rod, and it comes with anodizing already applied.
You can pick any size you want—what a great time to be alive.
I don’t want to extend the ball joint any more than necessary—it should be less prone to breaking that way.
So I made it about 10 mm longer.
Worst case, I can always grind it down. It’s a Super Now product, by the way.
We’ll replace the left and right ball joints too (*’▽’)
The shift rubber is a consumable part—Honda genuine parts run about 80 to 100 yen.
You could replace it every 1–2 years, and if you get particular about it, there are different shapes available. It’s fun to tinker with the fine details of how it feels.
The pedal had so much play that during downshifts it would escape toward the rod side and bend it.
A pedal with bearings is the way to go.
The pad thickness was nearly gone, so we replaced it.
You should limit pad wear to 50% at most. The caliper condition was good though.
I’m always on team rubber. When that minus won’t come off, it’s incredibly annoying.
The disc is already worn too—just replace it when this pad runs out.
Test ride and we’re done (*’▽’)
