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Two Wheel Magazine 1975- Honda's GL1000, The Future
Cycle Illustrated, Nov. 1975- 2 Big Ones From Honda
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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)
SB 1000 #3 Pressurised Cooling System Tester 10-10-75 (3 pages)
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)
PB 1000-3 Changes to Right Front Engine Cover 1-5-77 (1 page)
SB 1000 #11 Final Drive Gear Case Cover Change 10-15-77 (1 page)
SB 1000 #12 New Main Bearing Caps 11-23-77 (1 page)
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
General Classic Goldwing Technical Forum
Need Some Help on Carbs
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<blockquote data-quote="82gl1100iwingman" data-source="post: 94541" data-attributes="member: 80"><p>I just rebuilt some carbs on a 77 GL1000. I have the carbs back together and on the bike. It starts, runs and accelerates fine with no load. While I was trying to sync the carbs, the bike had a hard time idling below 2000 rpms. It like to die below that and when it did, it would belch oil out the crankcase breather drain tube. There is no evidence of oil in the air filter box so it must be coming from the pvc valve. While I had the carbs out I looked down into the intake chamber and noticed lots of oily carbon on the valve. I am assuming this generally normally from the bike always being on the side stand. It did smoke a lot on start up but eventually cleared and ran clear out the left exhaust.</p><p></p><p>When I took the carbs apart I made the mistake and didn't pay attention to which air jet came out of which hole. According to the factory service manual the primary air jet is a #120 and the secondary jet is a #60. I ASSUMED the larger air jet so I put the larger jet in the secondary position. Another conundrum is the slow air jet is about the same size, so I am really questioning myself if I got all the right pieces in the right place and that this might be the culprit as to why I am getting the oil belching from the crankcase via the breather tube.</p><p></p><p>Any help would be appreciated</p><p>Thanks in advanced,</p><p>Brian</p></blockquote><p></p>
[QUOTE="82gl1100iwingman, post: 94541, member: 80"] I just rebuilt some carbs on a 77 GL1000. I have the carbs back together and on the bike. It starts, runs and accelerates fine with no load. While I was trying to sync the carbs, the bike had a hard time idling below 2000 rpms. It like to die below that and when it did, it would belch oil out the crankcase breather drain tube. There is no evidence of oil in the air filter box so it must be coming from the pvc valve. While I had the carbs out I looked down into the intake chamber and noticed lots of oily carbon on the valve. I am assuming this generally normally from the bike always being on the side stand. It did smoke a lot on start up but eventually cleared and ran clear out the left exhaust. When I took the carbs apart I made the mistake and didn't pay attention to which air jet came out of which hole. According to the factory service manual the primary air jet is a #120 and the secondary jet is a #60. I ASSUMED the larger air jet so I put the larger jet in the secondary position. Another conundrum is the slow air jet is about the same size, so I am really questioning myself if I got all the right pieces in the right place and that this might be the culprit as to why I am getting the oil belching from the crankcase via the breather tube. Any help would be appreciated Thanks in advanced, Brian [/QUOTE]
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Classic Goldwing Technical Forums
General Classic Goldwing Technical Forum
Need Some Help on Carbs
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