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
740 carb review also known as DFT DFTA weber
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: 104147" data-attributes="member: 98"><p>Well I hope everyone is starting to catch on. How the Weber works and the system. I made one misstatement. The low speed circuit as Weber calls the idle circuit is 80% of the operation not mpg. Somehow I didn't translate the quote good. Okay I really like the low speed circuit set up and the adjusting to get it right. Involving fast idle screw, mix screw and motor air to get jet size just right. </p><p></p><p> I think this one setting takes care of most of the "oldwings problems they have with stock carbs and the spit and sputters crap ..good feeling to know the bike has all kinds of power to take off with carburetion. </p><p></p><p> Now for the main well tube and jets. The adjustability is huge. Lets talk tube first. The tube has air bleed jet on top and the gas jet on bottom. The tube has holes in it. The reason is when open throttle on straight siphon type carb like a primed well it really starts to flow from the air speed and volume. Too much so really, so the tube has holes in it and it draws air in though the air bleed jet. This slows the gas siphoning down to the level the motor can run good with. It also does a premixing of air and gas to some degree before entering barrel. The amount of holes and their location is the adjusting factor. Lower holes start the braking action on the gas siphon quicker the higher the less braking and also the size of air jet too. This whole set up makes it to where the jets are bigger and less likely to clog. Complete adjustability and no moving parts to do this. </p><p></p><p> There's like no excuse not to be able to dial in the Weber in and it seems like perfect mod for these bikes.</p></blockquote><p></p>
[QUOTE="joedrum, post: 104147, member: 98"] Well I hope everyone is starting to catch on. How the Weber works and the system. I made one misstatement. The low speed circuit as Weber calls the idle circuit is 80% of the operation not mpg. Somehow I didn't translate the quote good. Okay I really like the low speed circuit set up and the adjusting to get it right. Involving fast idle screw, mix screw and motor air to get jet size just right. I think this one setting takes care of most of the "oldwings problems they have with stock carbs and the spit and sputters crap ..good feeling to know the bike has all kinds of power to take off with carburetion. Now for the main well tube and jets. The adjustability is huge. Lets talk tube first. The tube has air bleed jet on top and the gas jet on bottom. The tube has holes in it. The reason is when open throttle on straight siphon type carb like a primed well it really starts to flow from the air speed and volume. Too much so really, so the tube has holes in it and it draws air in though the air bleed jet. This slows the gas siphoning down to the level the motor can run good with. It also does a premixing of air and gas to some degree before entering barrel. The amount of holes and their location is the adjusting factor. Lower holes start the braking action on the gas siphon quicker the higher the less braking and also the size of air jet too. This whole set up makes it to where the jets are bigger and less likely to clog. Complete adjustability and no moving parts to do this. There's like no excuse not to be able to dial in the Weber in and it seems like perfect mod for these bikes. [/QUOTE]
Insert quotes…
Verification
Post reply
Classic Goldwing Technical Forums
Engine & Fuel System Modifications
740 carb review also known as DFT DFTA weber
Top