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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)
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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)
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SB 1000 #11 Final Drive Gear Case Cover Change 10-15-77 (1 page)
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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)
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Special Consumer Report: 1984 and 1985 GW Rear Hub
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Classic Goldwing Technical Forums
GL1100
The plan is to turn 140,000 into 50,000
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<blockquote data-quote="chilidawg" data-source="post: 208618" data-attributes="member: 1700"><p>With the front and back of the motor now essentially done, now I've turned to cams and belts.</p><p></p><p>I'm putting a low mileage set of 1975, R1 cams in it, and if it comes up with any HP increase then good, but I'm not holding my breath, the same job didn't do anything for the older motor. The main reason is to enable the Power Arc (C5) ignition to run off the back of the left head.</p><p></p><p>This job comes with it's own issues, both of which I think I might have solved, first one is finding new camshaft oil seals, last time I did this I was forced to use generic 27x43x9 seals of unknown origin due to the Honda seals being unavailable anywhere, that did not always work out well, oil in the belt case is one of the reasons this job is happening. This time there seems to be a whole plethora of sellers on eBay selling New Old Stock, they're not cheap! $13.00 a piece, but I got all 3 that I need.</p><p></p><p>The other is that the right hand Revision 1 camshaft comes with a shorter fuel pump drive eccentric offset, so you can't use the thick insulator that is usual on the '82 motor, (well you could but the driven part of the pump would be running on the very edge of the offset) instead you use what is basically just a gasket and normal on the early GL1000's. I scored that too from one of those NOS sellers on eBay.</p><p></p><p>[ATTACH=full]17809[/ATTACH]</p></blockquote><p></p>
[QUOTE="chilidawg, post: 208618, member: 1700"] With the front and back of the motor now essentially done, now I've turned to cams and belts. I'm putting a low mileage set of 1975, R1 cams in it, and if it comes up with any HP increase then good, but I'm not holding my breath, the same job didn't do anything for the older motor. The main reason is to enable the Power Arc (C5) ignition to run off the back of the left head. This job comes with it's own issues, both of which I think I might have solved, first one is finding new camshaft oil seals, last time I did this I was forced to use generic 27x43x9 seals of unknown origin due to the Honda seals being unavailable anywhere, that did not always work out well, oil in the belt case is one of the reasons this job is happening. This time there seems to be a whole plethora of sellers on eBay selling New Old Stock, they're not cheap! $13.00 a piece, but I got all 3 that I need. The other is that the right hand Revision 1 camshaft comes with a shorter fuel pump drive eccentric offset, so you can't use the thick insulator that is usual on the '82 motor, (well you could but the driven part of the pump would be running on the very edge of the offset) instead you use what is basically just a gasket and normal on the early GL1000's. I scored that too from one of those NOS sellers on eBay. [ATTACH type="full" alt="82 R6 on the left-75 R1 on the right.jpg"]17809._xfImport[/ATTACH] [/QUOTE]
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Classic Goldwing Technical Forums
GL1100
The plan is to turn 140,000 into 50,000
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