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Two Wheel Magazine 1975- Honda's GL1000, The Future
Cycle Illustrated, Nov. 1975- 2 Big Ones From Honda
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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
Goldwing Customization & Tricks
C5 using a VOES switch
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<blockquote data-quote="PowerArc" data-source="post: 137765" data-attributes="member: 3041"><p>If timing was everything we wouldn't need a transmission, sometimes you need to downshift. Proper timing to match load requirements and maximum consistent burn (expansion) of fuel are what you trying to achieve. Dan will soon be able to easily program his ignition test these changes and you will find the edge, this just may not be where you want to leave it. You don't want a curve so tight that a simple gas station or temperature change would affect engine performance drastically.</p><p></p><p>Honda has a good example to use and that is the CB series, the 350 - 750 SOHC 4 cylinder to show a point. The ignition timing and flyweights are virtually the same. We know they have dramatically different engine performance and they run the same fuel so what is the difference? (Gearing) </p><p></p><p>What you are all discussing is called tuning and its great to see an open exchange of information and ideas. Just remember every engine, rider and location are different and there can be many ways to achieve the same end result. One of the most important points of tuning is knowing how you ride or use the bike and what you want it to do.</p></blockquote><p></p>
[QUOTE="PowerArc, post: 137765, member: 3041"] If timing was everything we wouldn't need a transmission, sometimes you need to downshift. Proper timing to match load requirements and maximum consistent burn (expansion) of fuel are what you trying to achieve. Dan will soon be able to easily program his ignition test these changes and you will find the edge, this just may not be where you want to leave it. You don't want a curve so tight that a simple gas station or temperature change would affect engine performance drastically. Honda has a good example to use and that is the CB series, the 350 - 750 SOHC 4 cylinder to show a point. The ignition timing and flyweights are virtually the same. We know they have dramatically different engine performance and they run the same fuel so what is the difference? (Gearing) What you are all discussing is called tuning and its great to see an open exchange of information and ideas. Just remember every engine, rider and location are different and there can be many ways to achieve the same end result. One of the most important points of tuning is knowing how you ride or use the bike and what you want it to do. [/QUOTE]
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C5 using a VOES switch
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