Forums
New posts
Search forums
What's new
New posts
New media
New media comments
Latest activity
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
Owners Manuals
GL1000
1975 GL1000
1978 GL1000
GL1100
1980 GL1100 Standard
1981 GL1100 Interstate
1982 GL1100 Aspencade
1982 GL1100 Interstate
1982 GL1100 Standard
1983 GL1100 Aspencade
1983 GL1100 Interstate
GL1200
1984 GL1200 Standard
1986 GL1200 Interstate
1987 GL1200 Aspencade
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
New media
New comments
Search media
Members
Registered members
Current visitors
Log in
Register
What's new
Search
Search
Search titles only
By:
New posts
Search forums
Menu
Log in
Register
Install the app
Install
Classic Goldwing Technical Forums
Engine & Fuel System Modifications
Another 34 Pic 3 Build!
JavaScript is disabled. For a better experience, please enable JavaScript in your browser before proceeding.
You are using an out of date browser. It may not display this or other websites correctly.
You should upgrade or use an
alternative browser
.
Reply to thread
Help Support Classic Goldwings:
This site may earn a commission from merchant affiliate links, including eBay, Amazon, and others.
Message
<blockquote data-quote="joedrum" data-source="post: 178408" data-attributes="member: 98"><p>well it seems dialing in ...simply has nothing to dowith plug and play ...the record of people who havnt been successful here with the several variations of this carb ...makes this part the entire job ...success or failure ...im rather confident 5string will get it done ...ive been waiting for thread to move along like this one has ...</p><p></p><p>to me it seems most idle circuits on car carbs are quite big for oldwing use ...it was for me with the dft carb and more than jetting had to be done ....i think the vw carb is much closer to work with ....the carb seems to be plenty big to run an oldwing motor ...with me jetting and passage feed to idle had to go way lower to idle in a dial in state ...but from there jetting went the other way as rpm increases ....</p><p></p><p>the one thing i see with vw carb set up that i dont like is air cleaner ..air cleaner is like a air jet or bleed ...to many vw carb bikes seem to run out push at high rpm ...just make sure its not one of those small air cleaners made for a motor that dose just 1/2 the rpm and oldwing can ...like its getting choked out ...this is just opinion as i havnt worked with vw carb much.....it could be like hooch and demand huge jetting to get rpm .....oh and i did change to a bigger air cleaner and proved to myself it was needed ...dialing a carb great is much bigger than just adjusting screws and changing jets ..especially when parts dont go together like vw carb and oldwing motor ...there both different animals to mate together to super success ... :ahem: <img src="data:image/gif;base64,R0lGODlhAQABAIAAAAAAAP///yH5BAEAAAAALAAAAAABAAEAAAIBRAA7" class="smilie smilie--sprite smilie--sprite7" alt=":p" title="Stick out tongue :p" loading="lazy" data-shortname=":p" />opcorn:</p></blockquote><p></p>
[QUOTE="joedrum, post: 178408, member: 98"] well it seems dialing in ...simply has nothing to dowith plug and play ...the record of people who havnt been successful here with the several variations of this carb ...makes this part the entire job ...success or failure ...im rather confident 5string will get it done ...ive been waiting for thread to move along like this one has ... to me it seems most idle circuits on car carbs are quite big for oldwing use ...it was for me with the dft carb and more than jetting had to be done ....i think the vw carb is much closer to work with ....the carb seems to be plenty big to run an oldwing motor ...with me jetting and passage feed to idle had to go way lower to idle in a dial in state ...but from there jetting went the other way as rpm increases .... the one thing i see with vw carb set up that i dont like is air cleaner ..air cleaner is like a air jet or bleed ...to many vw carb bikes seem to run out push at high rpm ...just make sure its not one of those small air cleaners made for a motor that dose just 1/2 the rpm and oldwing can ...like its getting choked out ...this is just opinion as i havnt worked with vw carb much.....it could be like hooch and demand huge jetting to get rpm .....oh and i did change to a bigger air cleaner and proved to myself it was needed ...dialing a carb great is much bigger than just adjusting screws and changing jets ..especially when parts dont go together like vw carb and oldwing motor ...there both different animals to mate together to super success ... :ahem: :popcorn: [/QUOTE]
Insert quotes…
Verification
Post reply
Classic Goldwing Technical Forums
Engine & Fuel System Modifications
Another 34 Pic 3 Build!
Top