Decided to do a primer for the purpose of viewing to purchase an ’85 GL1200 Limited Edition, or an ’86 GL1200 Special Edition-Injected (SE-i), both fuel injected models. There are quite a few queries regarding buying one of these CFI models, and most queries are about the CFI system. It is necessary to understand some of the other aspects of these CFI models.
I have an ’85 GL1200 Limited Edition CFI model that I purchased 6 years ago as my long-term retirement project. I have done several modifications such as the Poorboy external alternator mod, a side stand safety mod, custom seat modification for myself and the Mrs, adding an accessory fuse block with relay, complete engine rebuild, and new paint all round.
I have found alternatives for the PB sensors, Gr/Gl sensors, Ns sensor, injectors, speed sensor assembly fitted on the front tire, and the throttle position sensor to name a few
Short resume, now on to the topic at hand.
The first Honda fuel injected model was the ’82 CX500 Turbo, followed by the ’83 CX650 Turbo. The fuel injection system of these bikes were iterations 1 and 2 respectively.
Move forward a couple of years to the ’85 GL1200 Limited Edition and ’86 SE-I for the third iteration of the Computerized Fuel Injection (CFI) system.
Tools needed are simple, a good flashlight, and multimeter. Take lots of pictures.
The fuel injection system on these bikes is very robust and dependable, but parts are now getting scarce. This is not to say that all is lost, but that you have to be creative when looking for replacement parts.
Forums to peruse are Classic Goldwings, Naked GoldWings, Goldwing Docs, and Goldwing Facts, there is the CX500 forum. These forums are a wealth of information regarding the Honda legacy and Gold Wings.
The ’85 and ’86 fuel injected models are different from the carbureted models, and require a bit more in depth scrutiny. The first order of business regarding a possible purchase is the availability of the OEM service manuals for these fuel injected bikes. There is the OEM service manual, Electrical Troubleshooting manual, and the Supplement – most important manual of the three.
The dash is different, and has more information than its carbureted cousins. It displays digitally and analogue RPM data. There is a fuel level and engine temperature indicator that can be changed to an oil pressure/temperature readout by selecting the appropriate button on the travel computer. The display can be in metric, or good old miles by selecting the appropriate button on the travel computer.
There is a FUEL SYSTEM and FUEL indicator light on the right side of the dash. The FUEL indicator light illuminates when the fuel level in the fuel tank is at approximately 19 litres – tank is approximately 22 litres.
The FUEL SYSTEM indicator light has nothing to do with the fuel system, but instead illuminates when there is a fault in the CFI system. This indicator illuminates when a voltage signal from one, or more of the CFI system components is faulty. If this light is on, do not turn the motorcycle off. The ECU does not store any error code. Before turning the key to the OFF position, look at the ECU error code window to determine what the fault is. (Insert ECU window pics) Once you determine what the fault is you can turn the key to the OFF position.
The CRUISE CONTROL indicators, controlled by a relay, cycle on then off when the ignition key is turned to the ON position.
There is a TAILLIGHT indicator on the left side of the dash. This indicates that there is a faulty lightbulb on the rear of the bike.
When viewing either of these bikes, have the owner go through the above dash indicators. If one is not as described above, ask why and take note.
These bikes have as standard OEM equipment, a stereo system with an integral tape deck that has a voltmeter display. The carbureted models with this type of system have a clock in place of a voltmeter. This voltmeter gives an electrical system voltage readout. You should verify this readout by using a multimeter and measuring the voltage at the battery. The electrical system is old, and the combination of age, line loss, bad connectors and such all affect the displayed readout. Knowing what the delta is between the voltmeter display and the voltage showing at the battery is important. It is not so much that the two readings be the same, but that if the voltmeter readout does change, higher or lower, you should check the voltage reading at the battery just to ensure that the electrical system is still operating as expected.
The travel computer located on the shelter has a fuel management system, trip management system, and a various other selections depending on what you want to do. Make sure the bike in question has the owner’s manual, extremely important in understanding and operating the bike. You can get an owner’s manual digitally, but the original hard copy is always nice to have.
The travel computer fuel management system is quite useful. Can be in metric, or US units of measurement.
The ’85 GL1200 Limited Edition CFI model travel computer default units is dependent on where the bike was intended to be sold. If the bike was earmarked to be sold in Canada, the default units are metric. An ’85 Limited Edition sold in the US has the US units of measurement. The fact that you can change to metric or US units of measurement after the bike is started, is very convenient. It must be remembered that once the bike is stopped, and shut off, the bike will revert back to the default settings as mentioned above.
The ’86 SE-i was only sold in the US and as such, the default travel computer settings will always be in US units of measurements.
On to Part Two
I have an ’85 GL1200 Limited Edition CFI model that I purchased 6 years ago as my long-term retirement project. I have done several modifications such as the Poorboy external alternator mod, a side stand safety mod, custom seat modification for myself and the Mrs, adding an accessory fuse block with relay, complete engine rebuild, and new paint all round.
I have found alternatives for the PB sensors, Gr/Gl sensors, Ns sensor, injectors, speed sensor assembly fitted on the front tire, and the throttle position sensor to name a few
Short resume, now on to the topic at hand.
The first Honda fuel injected model was the ’82 CX500 Turbo, followed by the ’83 CX650 Turbo. The fuel injection system of these bikes were iterations 1 and 2 respectively.
Move forward a couple of years to the ’85 GL1200 Limited Edition and ’86 SE-I for the third iteration of the Computerized Fuel Injection (CFI) system.
Tools needed are simple, a good flashlight, and multimeter. Take lots of pictures.
The fuel injection system on these bikes is very robust and dependable, but parts are now getting scarce. This is not to say that all is lost, but that you have to be creative when looking for replacement parts.
Forums to peruse are Classic Goldwings, Naked GoldWings, Goldwing Docs, and Goldwing Facts, there is the CX500 forum. These forums are a wealth of information regarding the Honda legacy and Gold Wings.
The ’85 and ’86 fuel injected models are different from the carbureted models, and require a bit more in depth scrutiny. The first order of business regarding a possible purchase is the availability of the OEM service manuals for these fuel injected bikes. There is the OEM service manual, Electrical Troubleshooting manual, and the Supplement – most important manual of the three.
The dash is different, and has more information than its carbureted cousins. It displays digitally and analogue RPM data. There is a fuel level and engine temperature indicator that can be changed to an oil pressure/temperature readout by selecting the appropriate button on the travel computer. The display can be in metric, or good old miles by selecting the appropriate button on the travel computer.
There is a FUEL SYSTEM and FUEL indicator light on the right side of the dash. The FUEL indicator light illuminates when the fuel level in the fuel tank is at approximately 19 litres – tank is approximately 22 litres.
The FUEL SYSTEM indicator light has nothing to do with the fuel system, but instead illuminates when there is a fault in the CFI system. This indicator illuminates when a voltage signal from one, or more of the CFI system components is faulty. If this light is on, do not turn the motorcycle off. The ECU does not store any error code. Before turning the key to the OFF position, look at the ECU error code window to determine what the fault is. (Insert ECU window pics) Once you determine what the fault is you can turn the key to the OFF position.
The CRUISE CONTROL indicators, controlled by a relay, cycle on then off when the ignition key is turned to the ON position.
There is a TAILLIGHT indicator on the left side of the dash. This indicates that there is a faulty lightbulb on the rear of the bike.
When viewing either of these bikes, have the owner go through the above dash indicators. If one is not as described above, ask why and take note.
These bikes have as standard OEM equipment, a stereo system with an integral tape deck that has a voltmeter display. The carbureted models with this type of system have a clock in place of a voltmeter. This voltmeter gives an electrical system voltage readout. You should verify this readout by using a multimeter and measuring the voltage at the battery. The electrical system is old, and the combination of age, line loss, bad connectors and such all affect the displayed readout. Knowing what the delta is between the voltmeter display and the voltage showing at the battery is important. It is not so much that the two readings be the same, but that if the voltmeter readout does change, higher or lower, you should check the voltage reading at the battery just to ensure that the electrical system is still operating as expected.
The travel computer located on the shelter has a fuel management system, trip management system, and a various other selections depending on what you want to do. Make sure the bike in question has the owner’s manual, extremely important in understanding and operating the bike. You can get an owner’s manual digitally, but the original hard copy is always nice to have.
The travel computer fuel management system is quite useful. Can be in metric, or US units of measurement.
The ’85 GL1200 Limited Edition CFI model travel computer default units is dependent on where the bike was intended to be sold. If the bike was earmarked to be sold in Canada, the default units are metric. An ’85 Limited Edition sold in the US has the US units of measurement. The fact that you can change to metric or US units of measurement after the bike is started, is very convenient. It must be remembered that once the bike is stopped, and shut off, the bike will revert back to the default settings as mentioned above.
The ’86 SE-i was only sold in the US and as such, the default travel computer settings will always be in US units of measurements.
On to Part Two