Going through my threads on this and other forums to save and print - like hard copies. It is quite an adventure. I have not finished, but I can say that I did not know much when I started. Had very good training acquired over the years to assist me in my motorcycle endeavour, and had a few good work habits.
First item on the agenda that I have continued is getting the OEM and aftermarket service manuals for the different bikes I have owned. Valuable resource(s) that without, too many questions are asked, and excessive time is spent trying to resolve issues.
Knowing what you are dealing with is another issue. Learned early on that an issue with the '85 Limited Edition and '86 SE-i fuel injected models can be considerably different than a similar issue with a carb model. Mechanically virtually the same, but once you get into the CFI system, all bets are off.
I've been reading my topics and the responses these have generated, and can say that the learning curve was very steep. The principles were always the same between the automotive and motorcycle world, but the nuances were considerably different.
The journey has had me look into and understand issues such as suspension and suspension setup, fuel injection systems, electronics such as what makes an electronic control unit (ECU) tick, what modifications can be made to enhance toe ride quality, performance and safety.
One major issue and this is that there just isn't any room on these motorcycles to do anything. A lot of the work is getting to the part/piece in question and replacing everything after the work is done. Honda was nice enough with the '85 Limited Edition fuel injected model to pack a Honda Civic into a two wheel platform. Newer technologies may require more real estate than is available. The newer series regulator/rectifier (RR) is larger than the OEM shunt RR and locating a suitable spot for it is a challenge.
Electrical work/wiring is a challenge. Started off joining wires and taping, then using all types of connectors and finally getting into the OEM style of connectors and doing solder and shrink tubing on wires. Accessory installation, accessory fuse blocks, relays.
The tools needed to service these older motorcycles is another world. Trying to stay away from tools sets and to be specific in the requirement. There are tools specific to a make and model. Do I go the make it yourself route, or just bite the bullet and buy the proper tool for the job. Budget, availability and what is my time worth comes into play in the decision process.
Read a lot of threads on conversions, rebuilds, retrofits, transformations, and was always amazed at what was being undertaken. At the start, always thought I would like to do this to my long term retirement project '85 Limited Edition. Fast forward some 6 years and I did get to do a significant renovation of my '85.
I am fascinated with the Goldwing, and its variants such as the Silverwing, CX500/CX650 turbo motorcycles. I collect literature and books on these, and am amazed what it took to get the Goldwing culture going. What it took to get the product to market, the design challenges - some quite humorous, why certain decisions were made and taken, makes one appreciate the Goldwing even more. A testament to this is the number of older Goldwings that are still used as daily rides, and touring motorcycles.
Not finished with my saving/printing of my threads and some others such as projects that have been done. It's a trip down memory lane that is quite enjoyable.
Cheers
First item on the agenda that I have continued is getting the OEM and aftermarket service manuals for the different bikes I have owned. Valuable resource(s) that without, too many questions are asked, and excessive time is spent trying to resolve issues.
Knowing what you are dealing with is another issue. Learned early on that an issue with the '85 Limited Edition and '86 SE-i fuel injected models can be considerably different than a similar issue with a carb model. Mechanically virtually the same, but once you get into the CFI system, all bets are off.
I've been reading my topics and the responses these have generated, and can say that the learning curve was very steep. The principles were always the same between the automotive and motorcycle world, but the nuances were considerably different.
The journey has had me look into and understand issues such as suspension and suspension setup, fuel injection systems, electronics such as what makes an electronic control unit (ECU) tick, what modifications can be made to enhance toe ride quality, performance and safety.
One major issue and this is that there just isn't any room on these motorcycles to do anything. A lot of the work is getting to the part/piece in question and replacing everything after the work is done. Honda was nice enough with the '85 Limited Edition fuel injected model to pack a Honda Civic into a two wheel platform. Newer technologies may require more real estate than is available. The newer series regulator/rectifier (RR) is larger than the OEM shunt RR and locating a suitable spot for it is a challenge.
Electrical work/wiring is a challenge. Started off joining wires and taping, then using all types of connectors and finally getting into the OEM style of connectors and doing solder and shrink tubing on wires. Accessory installation, accessory fuse blocks, relays.
The tools needed to service these older motorcycles is another world. Trying to stay away from tools sets and to be specific in the requirement. There are tools specific to a make and model. Do I go the make it yourself route, or just bite the bullet and buy the proper tool for the job. Budget, availability and what is my time worth comes into play in the decision process.
Read a lot of threads on conversions, rebuilds, retrofits, transformations, and was always amazed at what was being undertaken. At the start, always thought I would like to do this to my long term retirement project '85 Limited Edition. Fast forward some 6 years and I did get to do a significant renovation of my '85.
I am fascinated with the Goldwing, and its variants such as the Silverwing, CX500/CX650 turbo motorcycles. I collect literature and books on these, and am amazed what it took to get the Goldwing culture going. What it took to get the product to market, the design challenges - some quite humorous, why certain decisions were made and taken, makes one appreciate the Goldwing even more. A testament to this is the number of older Goldwings that are still used as daily rides, and touring motorcycles.
Not finished with my saving/printing of my threads and some others such as projects that have been done. It's a trip down memory lane that is quite enjoyable.
Cheers
