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Old 08-28-2014, 08:00 PM   #1
bmwhacker OP
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Honda GL1000 Gold Wing Single Carb Conversion?

Thinking of going that way... anyone around here have any experience with the conversion?
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Old 08-28-2014, 08:21 PM   #2
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Been thinking about in on my 81 but I'm not in a hurry because the bike is running pretty damn good lately.

Quite a few threads on this over on the Naked Goldwing Forum. Just do a search for " single carb conversion" .


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Old 08-28-2014, 09:48 PM   #3
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Murray sells many different Mikuni carb conversions for several different model Honda motorcycles. Here's his contact info. Not sure if he mentioned it or someone else told me he was working on a single carb kit to replace dual carbs. Not sure which bike, though.

http://murrayscarbs.com/
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Old 11-12-2014, 05:57 PM   #4
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Quote:
Originally Posted by bmwhacker View Post
Thinking of going that way... anyone around here have any experience with the conversion?
...what would you like to know about converting?
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Old 11-12-2014, 07:18 PM   #5
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Quote:
Originally Posted by CaptainMidnight View Post
...what would you like to know about converting?
Anything you might know.
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Old 11-12-2014, 09:28 PM   #6
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Originally Posted by bmwhacker View Post
Anything you might know.
I may know a thing or two about running a GL1000 with a single-carb conversion ...with absolutely positive results.

...what would like to know?
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Old 11-12-2014, 09:35 PM   #7
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Originally Posted by bmwhacker View Post
Anything you might know.
http://www.dragtimes.com/video-viewe...m_sDGQ&feature
...my bike.
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Old 11-13-2014, 05:31 PM   #8
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Is there a fix for the hydrolock issue on the side stand? great job on the conversion, i would imagine there a lot of wing owners looking to simplify there carbs.
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Old 11-13-2014, 06:03 PM   #9
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Originally Posted by CaptainMidnight View Post
I may know a thing or two about running a GL1000 with a single-carb conversion ...with absolutely positive results.

...what would like to know?
I see numerous ads for different piece meal set ups. Hoping someone has done the conversion and through trail and error came up with something that works.....I don't want to "reinvent" the wheel and make errors that others have made.....plus I don't have a huge budget

Here's a start......

Are there any "complete" kits available?
Or must one "piece" everything together?
Source for manifolds?...... ( I see a number of different configurations that have been used)
Price of manifolds
Type of Carb which would work well? ....(I see numerous different carbs which could be used...which ones' work?)
Source for carb?
Price of carb?
Throttle cable attachment / will the stock cable work?
Choke cable set up / attachment/ will the stock cable work?
Will the tool box tray clear an air filter?....or must the tool tray be abandoned?
Cold weather "icing" of carb?....or is there a way to "pre-heat" the manifold?
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Old 11-13-2014, 07:15 PM   #10
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Originally Posted by limeymike View Post
Is there a fix for the hydrolock issue on the side stand? great job on the conversion, i would imagine there a lot of wing owners looking to simplify there carbs.
Thanks, Mike!
I've a lot of work in it.

I can't speak too strongly on any fix for the factory rack of Keihin carburetors except to say that a combination of tilt from being on the sidestand and two floats that raise when doing so may contribute towards the view that some have in seeing a design flaw when the maintenance habits of owner's who experience this are factored-in over the long haul.
Someone like Randakk could certainly give more insight into a better fix than I may ever know on a factory rack.

Unfortunately, ...my conversion is not immune to hydrolocking.
I experienced it early on in my use of it. I had a float stick up on a NOS Motorcraft 740 (a licensed copy of the Weber DFTA32 (the US version of the DFT32 available worldwide)).

Fortunately, MANY have sourced their conversion carburetors from the same individual I use, purchasing the exact carburetor I use and have not experienced a hydrolock situation for doing so.

Be it Keihin, Weber or any other carburetor, I too told myself it was a freak occurrence and not my fault.
Matters not that I say that because ...there are that many of these carburetor conversions out there and in use on these 4-cylinder GL's.

Overall, I would say using this 30+ year-old *new* Ford carburetor is a safer option over the inconsistentcy of the remanufactured or, especially, the rebuilt carburetor options.

Again, most never experience a hydrlock situation with a old Goldwing. In saying that, a good portion of the motorcycle hydrolock situations may very well be Goldwing's though.

A single carburetor conversion is no cure-all for a problematic factory rack.
Some serious thought combined with above average shop skills are required in building a effective conversion that will rival factory performance.

Internet Forums are loaded with information.
...a salt shaker is required when reading them.

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Old 11-13-2014, 07:31 PM   #11
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Quote:
Originally Posted by CaptainMidnight View Post
Thanks, Mike!
I've a lot of work in it.

I can't speak too strongly on any fix for the factory rack of Keihin carburetors except to say that a combination of tilt from being on the sidestand and two floats that raise when doing so may contribute towards the view that some have in seeing a design flaw when the maintenance habits of owner's who experience this are factored-in over the long haul.
Someone like Randakk could certainly give more insight into a better fix than I may ever know on a factory rack.

Unfortunately, ...my conversion is not immune to hydrolocking.
I experienced it early on in my use of it. I had a float stick up on a NOS Motorcraft 740 (a licensed copy of the Weber DFTA32 (the US version of the DFT32 available worldwide)).

Fortunately, MANY have sourced their conversion carburetors from the same individual I use, purchasing the exact carburetor I use and have not experienced a hydrolock situation for doing so.

Be it Keihin, Weber or any other carburetor, I too told myself it was a freak occurrence and not my fault.
Matters not that I say that because ...there are that many of these carburetor conversions out there and in use on these 4-cylinder GL's.

Overall, I would say using this 30+ year-old *new* Ford carburetor is a safer option over the inconsistentcy of the remanufactured or, especially, the rebuilt carburetor options.

Again, most never experience a hydrlock situation with a old Goldwing. In saying that, a good portion of the motorcycle hydrolock situations may very well be Goldwing's though.

A single carburetor conversion is no cure-all for a problematic factory rack.
Some serious thought combined with above average shop skills are required in building a effective conversion that will rival factory performance.

Internet Forums are loaded with information.
...a salt shaker is required when reading them.

Sounds like the single carb conversions are a "mixed bag / crap shoot". I don't have huge sums of $$$$ to throw at a "might work" untried scenario. To avoid throwing $$$$ down a black hole, maybe need to dig into the stock carbs. I have some "shop skills"...but no shop or even a garage, so all my work is done outside. Shop equipment consists of a drill, an angle grinder and a low pressure air hose.
I was tempted to buy a manifold / carb being sold on EBay, but don't know enough about such conversions to risk spending $500.00+ on somebody's rookie design. Plus it wasn't clear concerning throttle cable / choke attachments. ....and of course everyone brags about how great "their" conversion is. The Goldwing sites are all over the place...some conversions work "great"...some don't work without constant attention....some GW owners say it is a sacriment to attempt such a feat.....I just want a set up that works. The stock system works well....when it works. Over complicated and a PITA most the time in my experience. I just want to ride the thing, not be screwing with 4 carbs all the time.
I'll likely tear it all down and attempt a quad rebuild on the OEM carbs. That would be the cheapest route...a local Honda Retired Mechanic offered to rebuild them for me but wanted over $800.00 to do it. I thought that price was ridiculous.

I've had the current GoldWing for 3 years or so. It ran good for 2.5 years...then "died" a few months back....never heard of a "hydrolock"??????....does that mean a float stuck and filled a cylinder full of fuel?....or something to do with the cooling system? ("hydro" = H20?)
As a habit, I always close fuel petcocks when stopped so maybe that is why I've never witnessed such an event....if that is what it is....(?)
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Old 11-13-2014, 10:01 PM   #12
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http://goldwingdocs.com/forum/viewtopic.php?f=13&t=489

A simple and effective aluminum manifold can be made with a Dremel, ...the only power-tool needed. It can be brazed by you or taken to shop for inexpensive welding.
The parts shown in the video (plenum, tubing and flanges) are always available.
Adding a coolant chamber to the floor of the plenum can be done by you as well using the Dremel and brazing or having it welded.

If you've the time and patience, ...the skillsets required are less demanding.
Some drawing, templating, marking, measuring, etc. all lead to actual cutting and then assembly. Develope skill in brazing using the scrap aluminum by understand color and texture changes in that material. Use a small piece of the scrap tubing and take it to its melting point while noticing these two changes as they happen. Repeat the process, stopping the application of heat short of melting again while applying aluminum brazing rod to the piece. Do this repeatedly until you are satisfied with your brazing.

The inlet manifold in that video had eventually been taken to a very high degree of optimization, to include tuned venturi's within each runner, producing 106 naturally-aspirated RWHP.

Again, approach the Internet with a salt-shaker.

I went through 3 seperate, individual racks of deteriorated Keihin's before deciding to do something different. Let's hope you do not do the same.

Witness a fully restored GL1000 in superb action so you can make a solid comparison of a top performing single-carb conversion.

...hard to do through the Internet.

...I'm in Sioux Falls, SD if you're ever out this way...


Quote:
Originally Posted by bmwhacker View Post
Sounds like the single carb conversions are a "mixed bag / crap shoot". I don't have huge sums of $$$$ to throw at a "might work" untried scenario. To avoid throwing $$$$ down a black hole, maybe need to dig into the stock carbs. I have some "shop skills"...but no shop or even a garage, so all my work is done outside. Shop equipment consists of a drill, an angle grinder and a low pressure air hose.
I was tempted to buy a manifold / carb being sold on EBay, but don't know enough about such conversions to risk spending $500.00+ on somebody's rookie design. Plus it wasn't clear concerning throttle cable / choke attachments. ....and of course everyone brags about how great "their" conversion is. The Goldwing sites are all over the place...some conversions work "great"...some don't work without constant attention....some GW owners say it is a sacriment to attempt such a feat.....I just want a set up that works. The stock system works well....when it works. Over complicated and a PITA most the time in my experience. I just want to ride the thing, not be screwing with 4 carbs all the time.
I'll likely tear it all down and attempt a quad rebuild on the OEM carbs. That would be the cheapest route...a local Honda Retired Mechanic offered to rebuild them for me but wanted over $800.00 to do it. I thought that price was ridiculous.

I've had the current GoldWing for 3 years or so. It ran good for 2.5 years...then "died" a few months back....never heard of a "hydrolock"??????....does that mean a float stuck and filled a cylinder full of fuel?....or something to do with the cooling system? ("hydro" = H20?)
As a habit, I always close fuel petcocks when stopped so maybe that is why I've never witnessed such an event....if that is what it is....(?)
Edit:
I just found the thread leading to this one..

This is a BMW crowd here. Surely some know of a single-carbed and oil-heated inlet manifold for an airhead..?

My conversion is nothing new. It has a 60+ year proven design by manufacturer's.
If anything, some see it as a GL1500 de-evolutionary type of bike. It's older brother if Honda could've afforded to build it.

CaptainMidnight screwed with this post 11-14-2014 at 12:19 AM
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Old 11-17-2014, 07:41 AM   #13
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As a basis to move forward with a proven design, I chose to rely on what has been proven as well...
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Old 11-17-2014, 07:44 AM   #14
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Choosing to wait on a eBay purchase of offerings there is a good choice, as few "bolt-on conversions" are worth the money...
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Old 11-17-2014, 07:48 AM   #15
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Oil-heated single-carb R12 manifold...
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