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
Why Not the 30-2Pict carb????
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: 212428" data-attributes="member: 98"><p>The key to dialing a carb in ..is basically finding out where it does run or idle right ...as idle is very important..it has to be good there to come off idle good when throttle applied ....way back in the day when I was working with my dft carb 32-34 ..I tricked it using the choke plates to get it to run right and knew right then that I was dealing with something that was way better than the stock cv Honda carbs and never looked back ....when it comes to VW single barrel carb and so few adjustments this is somewhat a disadvantage...the oldwing motors have quite a bit of rpm range ...like in stock Honda carbs there usually a spot they don’t perform great and stumble a bit ....</p><p></p><p>If idle is the bad spot you have ...there has to be a way to mod it there to get it to idle ...there has to be ...the concept of getting the right charge to idle is not tabo Vudo ....on my dft I had to create my own idle circuit ....that involve cutting the gas feed down and bringing in more air ...it took both those moves to get it ....I’ve never worked with solex much ..but from everything I seen and read they usually don’t get into the 40 plus mpg range ...this tell me they are not dialed in super well ....80%of all riding is done in this range and where a motor can get bad mpg ....my DFT and modded motor did not just match up and dial in ...but I will say ..being a two barrel progressive carb eventually it had had something for every rpm possible ...</p><p></p><p>If you tried everything you can in carb adjustments ...the next step is to mod it ...what can you hurt it’s not working as is ..go for it</p></blockquote><p></p>
[QUOTE="joedrum, post: 212428, member: 98"] The key to dialing a carb in ..is basically finding out where it does run or idle right ...as idle is very important..it has to be good there to come off idle good when throttle applied ....way back in the day when I was working with my dft carb 32-34 ..I tricked it using the choke plates to get it to run right and knew right then that I was dealing with something that was way better than the stock cv Honda carbs and never looked back ....when it comes to VW single barrel carb and so few adjustments this is somewhat a disadvantage...the oldwing motors have quite a bit of rpm range ...like in stock Honda carbs there usually a spot they don’t perform great and stumble a bit .... If idle is the bad spot you have ...there has to be a way to mod it there to get it to idle ...there has to be ...the concept of getting the right charge to idle is not tabo Vudo ....on my dft I had to create my own idle circuit ....that involve cutting the gas feed down and bringing in more air ...it took both those moves to get it ....I’ve never worked with solex much ..but from everything I seen and read they usually don’t get into the 40 plus mpg range ...this tell me they are not dialed in super well ....80%of all riding is done in this range and where a motor can get bad mpg ....my DFT and modded motor did not just match up and dial in ...but I will say ..being a two barrel progressive carb eventually it had had something for every rpm possible ... If you tried everything you can in carb adjustments ...the next step is to mod it ...what can you hurt it’s not working as is ..go for it [/QUOTE]
Insert quotes…
Verification
Post reply
Classic Goldwing Technical Forums
Engine & Fuel System Modifications
Why Not the 30-2Pict carb????
Top