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It'll all be good once you get rid of them 4 carburetors and go to a single Weber.

Then, and only THEN, can you say to yourself, "Hmmm, is it all good?"

I rode my 1000 around with S&W's. Had a valve that coould dump all the air and do the low-rider thing. Had a electric pump with a small storage tank that pumped 'em back up near as fast as it lowered. Didn't seem to contribute to the demise of the shocks. The shocks have internal bump-stops. The fact that they were 35+ years old contributed more to my swap to CM450 shocks. Bike sat low with them airless S&W's. Sat real low. Kinda miss it...
 

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84 gl1100 ? didn't think they made that year 1100 !:lash:
It's a rat-bike. Might be a whole lotta years in it. Confusion happens in just trying to keep it going with whatever bike is handy to keep it going with.

Help the new guy out. ... ;)
 

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The sportster shocks are not designed for the weight of the wing and will bottom out at every bump, even if they were the right length and fitment to be able to mount onto the wing.
Many people run Sportster shocks on old 'Wings.
I run CM450 shocks. I never have them bottoming out two-up and carrying camping stuff. If it's a theory, then yeah, one would think they should bottom out but, they don't in reality.

I'm 175/180, she's 125, and about 50lbs. worth of stuff. That puts us close to the 360lb mark that Honda says is the limit for weight with the '78 GL1000.
I'm running shocks meant for a bike with a combined weight limit of 400lbs.

360lbs. for a GL1000
400lbs. for a CM450
425lbs. for a XL1200

Figure that out, ...the CM450 bit. Makes sense really. The bike is huge in other parts of the World where it is primary transportation, ...hauling goats to market and such.
 

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Just some pics of the various shocks ride heights.
1, 3 & 4 with the S&W's, 2 with the CM shocks and the last compares the two.
The S&W's were at a normal ride height.
The CM450 shocks have preload on highest setting.
 

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