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Gallery Index & Tech Ref
Goldwing Trivia
Goldwing- The First 20 Years
From Japan to USA
Goldwing Magazine Articles
Two Wheel Magazine 1975- Honda's GL1000, The Future
Cycle Illustrated, Nov. 1975- 2 Big Ones From Honda
1977 Model GL1000 Setup Instructions
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GL1000
1975 GL1000
1978 GL1000
GL1100
1980 GL1100 Standard
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1984 GL1200 Standard
1986 GL1200 Interstate
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GL1500
1987 GL1200 Aspencade
Service Bulletins and Recalls- All Models
GL1000
GL1000- Important GL1000 Service Reminder (1 Page) 6-13-1975
SL #108 Tire and Wheel Rim Matching Information 6-20-75 (7 pages)
Service Tools Newsletter 7-31-75 (2 pages)
SB 1000 #3 Pressurised Cooling System Tester 10-10-75 (3 pages)
SB 1000 #1 Cylinder Head Core Plug Leakage- Revised 7-9-76 (3 pages)
SL #117 Exhaust Pipe and Muffler Paint Damage 9-30-76 (1 page)
SL #118 Instrument Troubleshooting 10-27-76 (5 pages)
PB 1000-2 Changes to Clutch Components 11-3-76 (1 page)
PB 1000-3 Changes to Right Front Engine Cover 1-5-77 (1 page)
SB 1000 #11 Final Drive Gear Case Cover Change 10-15-77 (1 page)
SB 1000 #12 New Main Bearing Caps 11-23-77 (1 page)
SB 1000 #13 Recall to Replace Rear Brake Pads 3-21-78 (5 pages)
SB 1000 #14 Cylinder Head Bolt Torque Change 11-8-78 (1 page)
GL1200
Special Consumer Report: 1984 and 1985 GW Rear Hub
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Classic Goldwing Technical Forums
Engine & Fuel System Modifications
740 carb review also known as DFT DFTA weber
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<blockquote data-quote="joedrum" data-source="post: 104019" data-attributes="member: 98"><p>The idle circuit. Sheesh this is big for us "oldwingers. 80% of the mpg is in the idle circuit. It is never out of the loop of operation. It seems to me that the air bleed on the main jet tube on the primary and the idle jet both play a part in the feed to the idle mix screw. When the idle mix is right you will know it on a Weber. Here's where it gets dicey and set up all starts. This carb was set up to run a 1600 cc motor of rather low rpm as compared to "oldwing motors. So for us "oldwingers our motors could be 600ccs short to 500 or 400 like me with my 1200. So at idle the air flow is low to get the carb to atomize good and run ...this makes manifold design a big deal. To be brief the manifold needs to be fit and trim. Not much fat as in volume to hinder air speed at carb for it to work good. Okay I need to takes pics to continue on. More coming. It is very interesting how this carb delivers the idle circuit charge.</p></blockquote><p></p>
[QUOTE="joedrum, post: 104019, member: 98"] The idle circuit. Sheesh this is big for us "oldwingers. 80% of the mpg is in the idle circuit. It is never out of the loop of operation. It seems to me that the air bleed on the main jet tube on the primary and the idle jet both play a part in the feed to the idle mix screw. When the idle mix is right you will know it on a Weber. Here's where it gets dicey and set up all starts. This carb was set up to run a 1600 cc motor of rather low rpm as compared to "oldwing motors. So for us "oldwingers our motors could be 600ccs short to 500 or 400 like me with my 1200. So at idle the air flow is low to get the carb to atomize good and run ...this makes manifold design a big deal. To be brief the manifold needs to be fit and trim. Not much fat as in volume to hinder air speed at carb for it to work good. Okay I need to takes pics to continue on. More coming. It is very interesting how this carb delivers the idle circuit charge. [/QUOTE]
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Classic Goldwing Technical Forums
Engine & Fuel System Modifications
740 carb review also known as DFT DFTA weber
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