GL1000/1100/1200 Single Carb Conversion 2 Barrel 32DFT Progressive Runs Excellent - Page 7 - Steve Saunders Goldwing Forums

 24Likes
Reply
 
LinkBack Thread Tools
post #61 of 1292 (permalink) Old 09-09-2013, 02:45 PM Thread Starter
Senior Member
 
westgl's Avatar
 
Join Date: Apr 2008
Location: Central Point, Oregon, USA
Posts: 1,331
Garage
I like the Oil Cooler Idea in front of the Carb.

Maybe a ball valve, to turn on and off Oil diversion.

Cold Weather turn to on, Hot turn to off,

Or Maybe a air diverter to divert air away from intake air stream, so it can get cool intake air on a hot day.

Maybe the same diverter can have another purpose to provide rider heat as well, when cold, diverted when hot,

Or Ball valve, Oil cooler off/on positions, when Hot/cold

Current Bikes,
1983 GL1100 72K 32DFT Single 2-bbl Progressive Carb, and Runs Excellent,
1984 GL1200A 55K Reverse Trike Project, Single 2bbl. Progressive carb
1986 GL1200 Interstate, Now Naked, She just turned 43K
1988 GL1500/6 Phantom Grey 2-bbl SCC Trike Mustang GT Rearend, Rear Disc Brakes, HD Mufflers
2005 Burgman 650 20K
07' M109R 1855 miles 130hp 120ft lb torque Reverse Trike 99' Miata front suspension
2013 Honda NC700X 4k, AVG 77.68mpg
2015 Valkyrie, 4K miles Hot rod, Excellent bike
westgl is offline  
Sponsored Links
Advertisement
 
post #62 of 1292 (permalink) Old 09-09-2013, 02:50 PM Thread Starter
Senior Member
 
westgl's Avatar
 
Join Date: Apr 2008
Location: Central Point, Oregon, USA
Posts: 1,331
Garage
CM85

Have you done any MPG testing?

You have been riding yours way longer than I have and the newness has had some time to wear off.

With me I am a Kid with a new toy, I am Like a Throttle-Monkey

I like hearing that secondary opening.

Current Bikes,
1983 GL1100 72K 32DFT Single 2-bbl Progressive Carb, and Runs Excellent,
1984 GL1200A 55K Reverse Trike Project, Single 2bbl. Progressive carb
1986 GL1200 Interstate, Now Naked, She just turned 43K
1988 GL1500/6 Phantom Grey 2-bbl SCC Trike Mustang GT Rearend, Rear Disc Brakes, HD Mufflers
2005 Burgman 650 20K
07' M109R 1855 miles 130hp 120ft lb torque Reverse Trike 99' Miata front suspension
2013 Honda NC700X 4k, AVG 77.68mpg
2015 Valkyrie, 4K miles Hot rod, Excellent bike
westgl is offline  
post #63 of 1292 (permalink) Old 09-09-2013, 02:51 PM Thread Starter
Senior Member
 
westgl's Avatar
 
Join Date: Apr 2008
Location: Central Point, Oregon, USA
Posts: 1,331
Garage
R E V I S E D ! ! !

- - - Ride Report - - -

I will go over what problems i have found, One big problem that was all my fault.

First Off,

I want to say My 83' GL1100 With this Single Carb. Conversion is MUCH FASTER!! Than I first thought.

The previous Test Ride Report almost needs to be thrown out, do to Substantial Performance Increase.

Let me start,

I will admit to my stupid over site, that could have got me hurt.

Especially as Fast!! as this bike is Now!!

Color me Stupid,

Started bike, was ready to go for second ride (Note to self, Don't let Enthusiasm cloud your judgement).

Was going over in mind a pre-flight check list, that I usually, always do.

When i got to air in tires, i said you missed that yesterday, then said well tires are new should be ok, they could not have lost that much air, WRONG!!!.

Then i realized, I have not checked the Tire pressure on this bike since before i moved to the new house, More than 6-months ago.

Front tire 19-lbs
Rear tire 18-lbs

Have you ever driven a car when the tires are really low, feels like the get up and go, has been lost, that is the comparison here.

I was doing 90mph, Yesterday, on way to Low tire pressure, i was lucky.

I thought the bike handled much better Before, like 6-months ago, anyway it is back and handle's great now, Very sportie handling with 38psi front, & 40 psi Rear.

Went and got Premium fuel topped off, as gas was also more than 6-months old, but had a stabilizer in it, and is stored in side, and out of the weather.

Temp out said 65 degrees,

Roll on performance with properly inflated tires is like Day & Night!!

This bike actually scared me a couple times, so i can put it into that category, because it is Much faster than before.

Performance has gone From good to GREAT!!!.

My suspension set up is;
Front
Progressive Fork springs, 2ea fork, spacer/Washers to get rid of suspension Sag, & Redline High Temp Synthetic ATF,
Rear
Rebuilt Stock Air shocks, with Redline synthetic ATF,

All balls tapered bearing, head stem bearings

Now that bike is Handling great, like it should, I took some Fast turns at much faster than posted speed limit and powered out of the turns.

I dont want to over rate it, But at the same time I dont want to under rate it either

Is it faster Now! than my 83' GL1100 was stock with the (OEM 4 carb Cod Catcher) YES!!!

I Noticed that Bike really set me back when i got on it.

I did a couple of standing starts, and revved the bike like a fast run with the bike in Oem configuration

I revved the engine up to, well it was close or to Redline.

I took it through the gears, revving it high all the way up.

It Moved Out Very Nicely!!, this is a performance Enhancement for sure.

Through out the rev range this bike with the 32DFT really impressed me.

I want to do a comparison
I want to ride my;
83' GL1100 with the single 2bbl. then after about 30 minutes, jump on my 86' GL1200

I would like to do another back to back comparison between my 98' GL1500 & GL1100-2 to see differences.

Back to Riding the GL11-2

Riding the GL11-2 today, It is much more powerful, & Much Faster than it was Yesterday.

Torque, Power, & Acceleration are Much Better today than Yesterday.
Down in the low range MORE Torque is a definite Increase to like GW 6cyl engines.
Mid range, the same, higher torque like a 6cyl.
High end is much better than yesterday.

This bike will really run, I am very Impressed!!

I had a nice straight long run, bike flew up to 100+ maybe closer to 105-110mph still had a lot to go.

If i had to guess, 120mph maybe, 5th gear on my 83' GL11-2 is a freeway flyer, gear, some of my roll on info from yesterday was in 5th gear and 5th gear is a freeway flyer, but a down shift to 4th gear, rev it up and your gone.

Going through the gears reeving the engine to 6k, or 7k + provides extreme acceleration.

I would hazzard to say that my GL11-2 is a much better ride in every way, as it is Mildly mannered, very easy to ride, yet really fast now, very smooth & More powerful over the Oem steaming pile o bull stein4.

Maybe with the GL12-2, seeing that it now has more torque, I wonder if I will have more parts breakage occurring.

I did install New Clutch plates 2 years ago, glad i did, now!

Only thing i can think of is, the OEM 4-carb Cod catcher , maybe De-Tuned from the factory? the reason of getting Rid of all that torque, maybe to keep the buying public safe, and there law suits, Much less.

More torque Makes more sense, with a big touring, heavy hauling bike, that may tow more weight.

It had to be the MFR's lawyers were involved in decision making, legal reasons?

Current Bikes,
1983 GL1100 72K 32DFT Single 2-bbl Progressive Carb, and Runs Excellent,
1984 GL1200A 55K Reverse Trike Project, Single 2bbl. Progressive carb
1986 GL1200 Interstate, Now Naked, She just turned 43K
1988 GL1500/6 Phantom Grey 2-bbl SCC Trike Mustang GT Rearend, Rear Disc Brakes, HD Mufflers
2005 Burgman 650 20K
07' M109R 1855 miles 130hp 120ft lb torque Reverse Trike 99' Miata front suspension
2013 Honda NC700X 4k, AVG 77.68mpg
2015 Valkyrie, 4K miles Hot rod, Excellent bike
westgl is offline  
Sponsored Links
Advertisement
 
post #64 of 1292 (permalink) Old 09-09-2013, 03:28 PM Thread Starter
Senior Member
 
westgl's Avatar
 
Join Date: Apr 2008
Location: Central Point, Oregon, USA
Posts: 1,331
Garage
What is really amazing to me is.

The difference in the way my bike now behaves and it's overall riding personality has changed drastically.

The Drivability/Rideability, kind of car like in the way it rides now

I really am liking it.

I just had the USPS just deliver to me a 32/34DFT Brand new carb.

Still has Holley Replacement warrantty Info tag attached and is plastic wrapped

It looks Identical to both the 740 and the 32dft and has the same tapered venturi in the throttle bore as the other two

I may leave on the electric choke

That is my new project GL1200 Reverse Trike carb

Current Bikes,
1983 GL1100 72K 32DFT Single 2-bbl Progressive Carb, and Runs Excellent,
1984 GL1200A 55K Reverse Trike Project, Single 2bbl. Progressive carb
1986 GL1200 Interstate, Now Naked, She just turned 43K
1988 GL1500/6 Phantom Grey 2-bbl SCC Trike Mustang GT Rearend, Rear Disc Brakes, HD Mufflers
2005 Burgman 650 20K
07' M109R 1855 miles 130hp 120ft lb torque Reverse Trike 99' Miata front suspension
2013 Honda NC700X 4k, AVG 77.68mpg
2015 Valkyrie, 4K miles Hot rod, Excellent bike
westgl is offline  
post #65 of 1292 (permalink) Old 09-09-2013, 06:13 PM Thread Starter
Senior Member
 
westgl's Avatar
 
Join Date: Apr 2008
Location: Central Point, Oregon, USA
Posts: 1,331
Garage
CM85

Air Intake heat
A dual snorkel air filter housing,

Like the VW air filter housing that you posted would work excellent

Current Bikes,
1983 GL1100 72K 32DFT Single 2-bbl Progressive Carb, and Runs Excellent,
1984 GL1200A 55K Reverse Trike Project, Single 2bbl. Progressive carb
1986 GL1200 Interstate, Now Naked, She just turned 43K
1988 GL1500/6 Phantom Grey 2-bbl SCC Trike Mustang GT Rearend, Rear Disc Brakes, HD Mufflers
2005 Burgman 650 20K
07' M109R 1855 miles 130hp 120ft lb torque Reverse Trike 99' Miata front suspension
2013 Honda NC700X 4k, AVG 77.68mpg
2015 Valkyrie, 4K miles Hot rod, Excellent bike
westgl is offline  
post #66 of 1292 (permalink) Old 09-09-2013, 06:49 PM
Banned
 
Join Date: Jul 2009
Location: Silo'd in SD, USA
Posts: 12,287
That 32/34 may be something very interesting. I'm curious as to the choke sizes. Do you know what they are?

My initial testing to find the best combination was with a DCD 28/36 using 23, 24, 26 and 27mm chokes. Jetting combinations were endless with that carb and those removable chokes. Still the best carb going in my opinion if properly set up.

The short of it I found was that the smaller the choke (on the primary) the better the performance. This was inline with what the Weber self-teachings was telling me on paper. That set me in motion looking for a new carburetor that had a small primary choke. I remembered badorderbob (Bob) posting of Tom's carbs and found what I needed through him.
The small secondary of Tom's carb wasn't much concern to me at the time because "ultimate performance" wasn't my goal, "overall performance" was. Aside from tuning, bolt-on-and-go was dream come true from where I started with this.

Back to the DCD, secondary choke size (and its required jetting) varied performance to extremes. A 36mm bore with a 27mm choke has that secondary hitting like a two-stroke in its powerband so long as the revs were up over 5K RPM on the primary when I hit it. The front wheel was coming up to third gear every time. A better rider could've pulled the front in fourth. My experience has a DCD 28/36 giving more high-performance than most would ever use.

Fuel mileage can vary greatly. That's my experience with any of the two-barrel carburetors. Staying on the primary, and staying on it lightly will give the best results. Staying in that secondary will consume fuel at a higher rate than you might expect. I'm still collecting data on fuel mileage. It's an endless question to me from others and I truly don't understand why. I've never once kept track of MPG on any bike that I've ever owned. The more I burn the happier I am. In my attempt to appease all that ask, I've installed a trip computer to calculate that stuff for me at the push of a button. It's not that I am lazy in any way, I just want nothing to do with the mentality it takes to care about it. I feel like it robs me of some perceived freedom in doing it. I should know though, so I'm collecting numbers. Most of my riding is in-town hot-rodding type riding. Breaking the rear tire loose while coming off a red light and through a left hand intersection turn is my favorite thing to do lately. Stuff like that. I'm far from having great fuel mileage and my numbers aren't good right now because of riding like that. You and others will be better at getting better figures.
"Fuel mileage can vary greatly" is what I can tell you I know.

The pic below is of the Compu-Cruise trip computer and Hayden temp gauge. The trip computer has a cruise control feature, but is used for my nitrous arming instead. It has two powered outputs meant for cruise engagement that I use to turn on power to the solenoid relays. This doesn't affect the data collection for MPG though, so all is accurate there. I use the temperature gauge to primarily read various points of my manifold (and some other stuff).

I'm aligned with your thinking. The more I know the better I can tune my bike.
Attached Images
File Type: jpg 029.jpg (212.3 KB, 92 views)
File Type: jpg 012.jpg (228.1 KB, 92 views)
CaptainMidnight85 is offline  
post #67 of 1292 (permalink) Old 09-09-2013, 07:22 PM
Senior Member
 
badorderbob's Avatar
 
Join Date: Feb 2008
Location: Ft.Wayne, Indiana, USA
Year: 1981
Make: Honda Goldwing
Model: Gl 1100
Posts: 2,106
Garage
Hay Cap & West, been following this conversion with great interest! Been looking in to maybe buying the DFT carb, but is this a Weber,...Weber/Holley,... Holley carb? The only carb like this I came across was a Holley 32/32 for a 1981 Ford Escort Holley 5740 Carb,....would this possibly be the same your runing?? Bob



badorderbob is offline  
post #68 of 1292 (permalink) Old 09-09-2013, 07:32 PM Thread Starter
Senior Member
 
westgl's Avatar
 
Join Date: Apr 2008
Location: Central Point, Oregon, USA
Posts: 1,331
Garage
This 32/34DFT carb. does Not have number like the 22 22 like on the 32dft,

it has a number 9744 on the side,

there are only stamped number into metal, and ink stampings, and it does say on the side license Weber Italy

This carb also came with a 1/4" thick Phenolic base spacer plate.

Also it only has a Elec. Choke plate over the primary throttle bore (Not Both bores like the 32DFT)

and what looks like a couple of smog filters that are in some tubing

one say dist E3AE-DA
OTHER SAYS Carb D32E-AA

Look at the size difference between that 32/34DFT and the 38DGAS for comparison

Carb. Body family is the important thing it appears to me.

Pick the same family of carb. body you have the same basic parts closely matched

Toyota use to do the same thing with engines I bought the same family of enigne, i could go from a 1300cc engine to 2000cc engine, same form fit and function everything bolted up

This is a Manufacturers way of taking some that works good and save a lot of engineering costs to use in many applications

Quote:
Originally Posted by CaptainMidnight85 View Post
That 32/34 may be something very interesting. I'm curious as to the choke sizes. Do you know what they are?

My initial testing to find the best combination was with a DCD 28/36 using 23, 24, 26 and 27mm chokes. Jetting combinations were endless with that carb and those removable chokes. Still the best carb going in my opinion if properly set up.

The short of it I found was that the smaller the choke (on the primary) the better the performance. This was inline with what the Weber self-teachings was telling me on paper. That set me in motion looking for a new carburetor that had a small primary choke. I remembered badorderbob (Bob) posting of Tom's carbs and found what I needed through him.
The small secondary of Tom's carb wasn't much concern to me at the time because "ultimate performance" wasn't my goal, "overall performance" was. Aside from tuning, bolt-on-and-go was dream come true from where I started with this.

Back to the DCD, secondary choke size (and its required jetting) varied performance to extremes. A 36mm bore with a 27mm choke has that secondary hitting like a two-stroke in its powerband so long as the revs were up over 5K RPM on the primary when I hit it. The front wheel was coming up to third gear every time. A better rider could've pulled the front in fourth. My experience has a DCD 28/36 giving more high-performance than most would ever use.

Fuel mileage can vary greatly. That's my experience with any of the two-barrel carburetors. Staying on the primary, and staying on it lightly will give the best results. Staying in that secondary will consume fuel at a higher rate than you might expect. I'm still collecting data on fuel mileage. It's an endless question to me from others and I truly don't understand why. I've never once kept track of MPG on any bike that I've ever owned. The more I burn the happier I am. In my attempt to appease all that ask, I've installed a trip computer to calculate that stuff for me at the push of a button. It's not that I am lazy in any way, I just want nothing to do with the mentality it takes to care about it. I feel like it robs me of some perceived freedom in doing it. I should know though, so I'm collecting numbers. Most of my riding is in-town hot-rodding type riding. Breaking the rear tire loose while coming off a red light and through a left hand intersection turn is my favorite thing to do lately. Stuff like that. I'm far from having great fuel mileage and my numbers aren't good right now because of riding like that. You and others will be better at getting better figures.
"Fuel mileage can vary greatly" is what I can tell you I know.

The pic below is of the Compu-Cruise trip computer and Hayden temp gauge. The trip computer has a cruise control feature, but is used for my nitrous arming instead. It has two powered outputs meant for cruise engagement that I use to turn on power to the solenoid relays. This doesn't affect the data collection for MPG though, so all is accurate there. I use the temperature gauge to primarily read various points of my manifold (and some other stuff).

I'm aligned with your thinking. The more I know the better I can tune my bike.
Attached Images
File Type: jpg P1020015 1 comp 77k.jpg (43.0 KB, 140 views)
File Type: jpg P1020016 1 comp 77k.jpg (37.5 KB, 129 views)
File Type: jpg P1020017 1 comp77k.jpg (33.1 KB, 131 views)
File Type: jpg P1020018 1 comp 77k.jpg (45.9 KB, 131 views)
File Type: jpg P1020019 1 comp 77k.jpg (45.4 KB, 128 views)
File Type: jpg P1020020 1 comp 77k.jpg (39.8 KB, 118 views)
File Type: jpg P1020021 1 comp 77K.jpg (44.7 KB, 116 views)

Current Bikes,
1983 GL1100 72K 32DFT Single 2-bbl Progressive Carb, and Runs Excellent,
1984 GL1200A 55K Reverse Trike Project, Single 2bbl. Progressive carb
1986 GL1200 Interstate, Now Naked, She just turned 43K
1988 GL1500/6 Phantom Grey 2-bbl SCC Trike Mustang GT Rearend, Rear Disc Brakes, HD Mufflers
2005 Burgman 650 20K
07' M109R 1855 miles 130hp 120ft lb torque Reverse Trike 99' Miata front suspension
2013 Honda NC700X 4k, AVG 77.68mpg
2015 Valkyrie, 4K miles Hot rod, Excellent bike
westgl is offline  
post #69 of 1292 (permalink) Old 09-09-2013, 07:35 PM Thread Starter
Senior Member
 
westgl's Avatar
 
Join Date: Apr 2008
Location: Central Point, Oregon, USA
Posts: 1,331
Garage
Bob

You cant find them on a modern Weber site for sale.

Only the 32/36DGV will come up, i am not sure i want to use that one as for all the tuning and troubles i will stay away from that one.

Especially since the 32/DFT & 32/34DFT i s available new.

I cant imagine the difference between the 32DFT & 32/34DFT being even a measurable difference in performance.

Even the 740, 24/25 I would imagine would be very close in performance to both of the DFT carbs.

Well comparing the 24/25 to the 32/34 primary is a 7mm difference, secondary is 9mm difference.

I am not sure if the difference would be a advantage or a dis-advantage.

They are all Webers, that have been licensed out to different manufacturers

But to do a search, they may be only listed by the Licensee, they may not list the MFR which is weber

Weber Carb body Family

Seems that the
one carb. family is the larger higher fuel rate
32/36DGV progressive
38DGAS syncronous

Another different carb family
740 24/25
32DFT 32/32
32/34DFT 32/34
28/32 i think this is it? i have to do more intel on this one, does not look like availability is good, maybe European?

Current Bikes,
1983 GL1100 72K 32DFT Single 2-bbl Progressive Carb, and Runs Excellent,
1984 GL1200A 55K Reverse Trike Project, Single 2bbl. Progressive carb
1986 GL1200 Interstate, Now Naked, She just turned 43K
1988 GL1500/6 Phantom Grey 2-bbl SCC Trike Mustang GT Rearend, Rear Disc Brakes, HD Mufflers
2005 Burgman 650 20K
07' M109R 1855 miles 130hp 120ft lb torque Reverse Trike 99' Miata front suspension
2013 Honda NC700X 4k, AVG 77.68mpg
2015 Valkyrie, 4K miles Hot rod, Excellent bike
westgl is offline  
post #70 of 1292 (permalink) Old 09-09-2013, 07:51 PM Thread Starter
Senior Member
 
westgl's Avatar
 
Join Date: Apr 2008
Location: Central Point, Oregon, USA
Posts: 1,331
Garage
cm85

I can measure the choke on that 32/34 DFT

I will cut a piece of cardboard hold in down in the choke with some very small extended needle nose keep cutting till i get the correct size then measure it

Then check that gauge against the 32DFT for a compare we know the 32DFT is a 22mm choke.

I did the one eye closed close as i can tell measurement, with a 6 inch scale that is also metric

The 32/34DFT is the same as the 32DFT 22mm choke.

While I was out in the shop for fun i found the carb. plastic top that came with the 32DFT it fit on the 32/34DFT, and is now wearing it, till it is mounted on the GL1200 engined Reverse Trike project.

Current Bikes,
1983 GL1100 72K 32DFT Single 2-bbl Progressive Carb, and Runs Excellent,
1984 GL1200A 55K Reverse Trike Project, Single 2bbl. Progressive carb
1986 GL1200 Interstate, Now Naked, She just turned 43K
1988 GL1500/6 Phantom Grey 2-bbl SCC Trike Mustang GT Rearend, Rear Disc Brakes, HD Mufflers
2005 Burgman 650 20K
07' M109R 1855 miles 130hp 120ft lb torque Reverse Trike 99' Miata front suspension
2013 Honda NC700X 4k, AVG 77.68mpg
2015 Valkyrie, 4K miles Hot rod, Excellent bike
westgl is offline  
Reply

  Steve Saunders Goldwing Forums > Forums > Goldwing Technical Forum > Altered Induction

Quick Reply
Message:
Options

Register Now



In order to be able to post messages on the Steve Saunders Goldwing Forums forums, you must first register.
Please enter your desired user name, your email address and other required details in the form below.

User Name:
Password
Please enter a password for your user account. Note that passwords are case-sensitive.

Password:


Confirm Password:
Email Address
Please enter a valid email address for yourself.

Email Address:
OR

Log-in










Thread Tools
Show Printable Version Show Printable Version
Email this Page Email this Page



Similar Threads
Thread Thread Starter Forum Replies Last Post
2 barrel carb conversion and Vance and hines exhaust.pics Cyclebuster Altered Induction 10 07-31-2012 10:46 PM
GL1000 single carb conversion. Weber 32/36 & VW type 3 manifold. huzbum Altered Induction 9 01-02-2012 06:51 AM
Wanted: Holley carb for CI single carb conversion 77GL1000Wing For Sale/Wanted Forum 1 05-04-2011 10:19 AM
Single Carb Conversion for GL1000 and GL1100 Wings Dubswing General Motorcycle Discussion Forum 0 07-02-2009 01:35 PM

Posting Rules  
You may not post new threads
You may not post replies
You may not post attachments
You may not edit your posts

BB code is On
Smilies are On
[IMG] code is On
HTML code is Off
Trackbacks are On
Pingbacks are On
Refbacks are On

 
For the best viewing experience please update your browser to Google Chrome