C5 Optical Ignitions

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[url=https://www.classicgoldwings.com/forum/viewtopic.php?p=126409#p126409:mjhp4sl3 said:
C5Performance » Wed Jul 23, 2014 12:35 am[/url]":mjhp4sl3]
We are leaving the stock coils in place. Too much labor to tear them out. New coils are going in the right side fairing just above the fresh air vent ducting.
Although I don't have the mounting plate finished, the installation of this kit will be much easier than the GL1100.

Not sure how it could be any easier...
 
yep the c5 is just the best oldwing product period not only is it easy it best ignition ...its american made ...buying american plus it being the best make me remember what we use to be here ... the best
 
Here is the GL1500 project. GLWrench (Louis) repainted, rewired, and stuffed a 1500 engine into this Cushman.


image.php
 
That is COOL!!!!

I have been watching a lot of Micro tractor pulling on the University of YouTube recently and I think an 1100 motor would be great for that purpose! Just saying...
 
[url=https://www.classicgoldwings.com/forum/viewtopic.php?p=126584#p126584:o1f14xk8 said:
brianinpa » Thu Jul 24, 2014 1:49 pm[/url]":eek:1f14xk8]
That is COOL!!!!

I have been watching a lot of Micro tractor pulling on the University of YouTube recently and I think an 1100 motor would be great for that purpose! Just saying...

Louie built 3 identical Trucksters with GL1100 engines but there was no way to back them up. With the 1500 it now goes in both directions!
We've had it running before, but its headed to a show tomorrow as an introduction for the GL15 ignition kit.
 
[url=https://www.classicgoldwings.com/forum/viewtopic.php?p=126591#p126591:3vtcbj4y said:
dan filipi » Thu Jul 24, 2014 5:38 pm[/url]":3vtcbj4y]
Any pics of the 1500 C5 install?

Not really. We've never installed on a bike, just the Truckster. We didn't take pictures (shame on us).
Next week we'll begin putting into one of their GL1500's with a sidecar and I will be taking pictures during the process.
 
Here are a few pictures of our C5 ignitions.

One picture shows our current GL1000 kit using a "replica" of the Honda points cup, but larger diameter to fit our C2 ignition.

Another picture shows our first GL kit using an automotive D2 ignition module with black composite cover. It works well but customers wanted a more traditional look.

The third picture is our GL1500 kit, which is currently installed in the Cushman Truckster I shared pictures of the other day.

We also have the GL1100 kit which hides inside the stock Honda ignition area at the rear of the engine.

Dan has installed our Gen 2 ignition onto his GL1200 with positive results.

If things go as planned, those attending the Midwest meet & greet can witness the global introduction of another Goldwing product. If you miss it, I will share with everyone after returning home.

IMG_2401.JPG


Second generation GL kit (currently used)

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First generation GL kit.

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Motor out or swing-arm out... unless you put a 1000 camshaft on the 1100 head.

Even still, pulling the motor is well worth the effort for the gains that you get from this ignition system!!!!
 
[url=https://www.classicgoldwings.com/forum/viewtopic.php?p=127862#p127862:2vzx30m2 said:
brianinpa » Fri Aug 08, 2014 8:32 am[/url]":2vzx30m2]
Motor out or swing-arm out... unless you put a 1000 camshaft on the 1100 head.

Even still, pulling the motor is well worth the effort for the gains that you get from this ignition system!!!!


Any mpg/dyno info on this before and after?
 
[url=https://www.classicgoldwings.com/forum/viewtopic.php?p=127864#p127864:2506c2jp said:
CdnWing » Fri Aug 08, 2014 9:45 am[/url]":2506c2jp]
[url=https://www.classicgoldwings.com/forum/viewtopic.php?p=127862#p127862:2506c2jp said:
brianinpa » Fri Aug 08, 2014 8:32 am[/url]":2506c2jp]
Motor out or swing-arm out... unless you put a 1000 camshaft on the 1100 head.

Even still, pulling the motor is well worth the effort for the gains that you get from this ignition system!!!!


Any mpg/dyno info on this before and after?

I have dyno info and a few C5 users have mileage data. I don't share dyno runs anymore but we typically see 8-12% improvements. Much of the improvements has to do with your current state of tune, and how well you dial in carbs after installing the C5.

I can tell you starting is easier, idle is much smoother, and all around performance is brisk. Much of this is thanks to multiple sparking and our coil design.
 
From what I have read mpg increase is minimal which has been my experience as well.
The true gains are in improved low end torque and smoothness throughout the rpm band.
One interesting aspect of the 3 full sparks is it can actually improve running even though there are other issues with the bike like carbs not dialed in right or low compression.
 
[url=https://www.classicgoldwings.com/forum/viewtopic.php?p=127865#p127865:2ir329um said:
C5Performance » Fri Aug 08, 2014 9:17 am[/url]":2ir329um]
[url=https://www.classicgoldwings.com/forum/viewtopic.php?p=127864#p127864:2ir329um said:
CdnWing » Fri Aug 08, 2014 9:45 am[/url]":2ir329um]
[url=https://www.classicgoldwings.com/forum/viewtopic.php?p=127862#p127862:2ir329um said:
brianinpa » Fri Aug 08, 2014 8:32 am[/url]":2ir329um]
Motor out or swing-arm out... unless you put a 1000 camshaft on the 1100 head.

Even still, pulling the motor is well worth the effort for the gains that you get from this ignition system!!!!


Any mpg/dyno info on this before and after?

I have dyno info and a few C5 users have mileage data. I don't share dyno runs anymore but we typically see 8-12% improvements. Much of the improvements has to do with your current state of tune, and how well you dial in carbs after installing the C5.

I can tell you starting is easier, idle is much smoother, and all around performance is brisk. Much of this is thanks to multiple sparking and our coil design.


I'm all about updates and upgrades when OEM fails, I've had my wing now for just over a year and 20 000 kms, it now has 53 000 kms on it.. I haven't had any starting issues, coil issues, carb issues as of yet. I'm looking into the future as I plan to keep this bike for a long time. It was a great barn find in mint condition I'm only the 4th owner!

I've change all fluids, plugs, fuel lines, filter, throttle cables, fixed stator plug, synced carbs, and sea foamed it she gets consistently 7.3L/100 km mostly highway some city, we drive 120 km/hr up here I find if I only drive 110 km/hr it will get 6.0L/100 km.

From what I'm reading this is average for this bike, I'll most likely do the c5 upgrade at the first sign of coil issues, as such I like to be informed as possible before hand so I know what to expect.
 

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[url=https://www.classicgoldwings.com/forum/viewtopic.php?p=127864#p127864:1lfw7hbo said:
CdnWing » Fri Aug 08, 2014 9:45 am[/url]":1lfw7hbo]
[url=https://www.classicgoldwings.com/forum/viewtopic.php?p=127862#p127862:1lfw7hbo said:
brianinpa » Fri Aug 08, 2014 8:32 am[/url]":1lfw7hbo]
Motor out or swing-arm out... unless you put a 1000 camshaft on the 1100 head.

Even still, pulling the motor is well worth the effort for the gains that you get from this ignition system!!!!


Any mpg/dyno info on this before and after?

My mpg is notoriously bad - I like the way the engine sounds and I get up against the rev limiter alot :shock: - but here is a comparison I did before and after my install:

[url=https://www.classicgoldwings.com/forum/viewtopic.php?p=119687#p119687:1lfw7hbo said:
brianinpa » Sat May 31, 2014 8:07 pm[/url]":1lfw7hbo]
I have spent a few weeks with this ignition running around town so I wanted to give an update as to what I have found in case you might still be on the fence. If you remember, this is where I started at

[url=https://www.classicgoldwings.com/forum/viewtopic.php?p=114295#p114295:1lfw7hbo said:
brianinpa » Mon Apr 07, 2014 7:29 pm[/url]":1lfw7hbo]
My starting points are:

Fuel economy - 35 mpg
(all in 5th gear)
35 mph = 2400 rpm
40 mph = 2600 rpm
60 mph = 4000 rpm
65 mph = 4400 rpm
70 mph = 4700 rpm
75 mph = 5000 rpm
80 mph = 5400 rpm
85 mph = 5600 rpm

This gives me something to compare it to when I am done (not that I am too concerned) :mrgreen:

I just spent all afternoon on the bike and rode 100 miles to say hi to Gerry and then rode another 100 miles home. In the process I was able to get some figures...

60 mph = 3800 rmp
65 mph = 4200 rpm
70 mph = 4500 rpm
75 mph = 4800 rpm
80 mph = 5100 rpm

Keep in mind these readings are all calibrated to the nth degree according to my eyes as I am traveling down the road and using just a stock 33 year old analog tach, so they could be wrong :head bang: :mrgreen: HOWEVER! I think the thing that surprised me the most during today's ride is that I was able to get 40 mpg. For most people that isn't anything but my average is around 33 to 35. I know I have carb issues and I specifically did not want to fix them yet so I had something of a comparison. Today I was able to get 150 miles on a tank and never worried about switching over to reserve. When Gerry and I rode out to Joe's, at 130 miles we were looking for a gas station so I could get a fill-up. Did my carb synch help that much? I don't think so as I had synched them probably two months before that trip.

When I was in the Boy Scouts, my Scout Master would always say: "The proof is in the pudding." I grew to hate that phrase so I am amazed that I am referencing it today, but Paul and the rest of the gang has built one hell of an ignition system!!! In the past when I was riding up the same hills that I rode on today, I would be grabbing the clutch and going for 4th or even 3rd gear. Not anymore! Now I just give it a twist and the bike just accelerates away. It is nice to know that a bike with 113,000 miles on it still has the power in reserve. So yeah, to quote my Scout Master, the proof is in the pudding. It may be something that is best felt by the seat of your pants, but that's where it needs to be felt.
 
I can tell you starting is easier, idle is much smoother, and all around performance is brisk. Much of this is thanks to multiple sparking and our coil design.

I am interested in more information about why the idle is smoother. It is one of those silly things I have wondered about my bike; I have to use the choke to start the bike every time except when the operating temp is up on the engine. It only takes about a minute with the choke on to settle and then after the engine warms to operating temp idle settles out even more. I just do not understand why? (carbs and ignition still scare me!)

Don't get me wrong, the bike starts and runs like a champ, just don't understand why I need to choke every time! (Even in 90 degree ambient air temps.)
 
well me after having what i got now ... never again cv carbs ... never again stock ignition ... in my opinion even the best cv carbs lack low end performance by design ... c5 ignitions is best thing out out there ...it operates in boundries that no other oldwing ignitions can even dream about ... i dont care who sets them up ... the parts are incapable of providing this period ...nice bike cndwing.....
 
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