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Interesting .... I'll have to grab a set for the future. :claps:

Hard to imagine the old girl starting any faster though?


:)

 

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westgl wrote:
"My brother in law wants to bring his bike (a 78' GL10, that has a 75'GL10 engine in it) over to my house in a few weeks so that we can do this MP08 Coil Conversion on his bike."

Please let us know if the conversion works on your brother in laws bike. My brother has a 79 with bad coils. the bike runs great until we pass a house with the sprinkler on or someone is washing their car, then it starts to run like crap. Any moisture in the air at all causes problems. We have been looking for a cure for years now.
 

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My 1200 pings pretty bad when accelerating hard up a steep hill. I wonder if this would help?
It might especially if you still have the original plug wires and caps. They tend to leak power being that old.
 

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+1:bow:
westgl wrote:
"My brother in law wants to bring his bike (a 78' GL10, that has a 75'GL10 engine in it) over to my house in a few weeks so that we can do this MP08 Coil Conversion on his bike."

Please let us know if the conversion works on your brother in laws bike. My brother has a 79 with bad coils. the bike runs great until we pass a house with the sprinkler on or someone is washing their car, then it starts to run like crap. Any moisture in the air at all causes problems. We have been looking for a cure for years now.
 

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There are Many More GL1500's out there than 4Cyl. goldwings,

Take advantage of the Volume of parts.
ttp://www.partzilla.com/parts/detail/h ... 7-013.html
This Honda 30510-KT7-013 COIL, IGNITION is used on these models and components:

1987 CBR1000F A CABLE HARNESS
1987 CBR1000F AC CABLE HARNESS
1987 CBR600F A WIRE HARNESS
1987 CBR600F AC WIRE HARNESS
1987 VF700C A WIRE HARNESS
1987 VF700C AC WIRE HARNESS
1988 CBR1000F A CABLE HARNESS
1988 CBR1000F AC CABLE HARNESS
1988 CBR600F A WIRE HARNESS
1988 CBR600F AC WIRE HARNESS
1988 GL1500 A IGNITION COIL
1988 GL1500 AC IGNITION COIL
1988 VF750C A WIRE HARNESS
1988 VF750C AC WIRE HARNESS
1989 CB400F A WIRE HARNESS
1989 CB400F AC WIRE HARNESS
1989 CBR600F A WIRE HARNESS
1989 CBR600F AC WIRE HARNESS
1989 GL1500 A IGNITION COIL
1989 GL1500 AC IGNITION COIL
1990 CB400F A WIRE HARNESS
1990 CB400F AC WIRE HARNESS
1990 CBR1000F A WIRE HARNESS
1990 CBR1000F AC WIRE HARNESS
1990 CBR600F A WIRE HARNESS
1990 CBR600F AC WIRE HARNESS
1990 GL1500 A IGNITION COIL
1990 GL1500 AC IGNITION COIL
1990 GL1500SE A IGNITION COIL
1990 GL1500SE AC IGNITION COIL
1991 CB750 A WIRE HARNESS
1991 CB750 AC WIRE HARNESS
1991 CBR1000F A WIRE HARNESS
1991 CBR1000F AC WIRE HARNESS
1991 CBR600F2 A F2 WIRE HARNESS 91-94
1991 CBR600F2 AC F2 WIRE HARNESS 91-94

1991 GL1500A A IGNITION COIL
1991 GL1500A AC IGNITION COIL
1991 GL1500I A IGNITION COIL
1991 GL1500I AC IGNITION COIL
1991 GL1500SE A IGNITION COIL
1991 GL1500SE AC IGNITION COIL
1991 ST1100 A IGNITION COIL
1991 ST1100 AC IGNITION COIL
1992 CB750 A WIRE HARNESS
1992 CB750 AC WIRE HARNESS
1992 CBR600F2 A F2 WIRE HARNESS 91-94
1992 CBR600F2 AC F2 WIRE HARNESS 91-94
1992 GL1500A A IGNITION COIL
1992 GL1500A AC IGNITION COIL
1992 GL1500I A IGNITION COIL
1992 GL1500I AC IGNITION COIL
1992 GL1500SE A IGNITION COIL
1992 GL1500SE AC IGNITION COIL
1992 ST1100 A IGNITION COIL
1992 ST1100 AC IGNITION COIL
1992 ST1100A AC IGNITION COIL
1993 CB750 A WIRE HARNESS
1993 CB750 AC WIRE HARNESS
1993 CBR600F2 A F2 WIRE HARNESS 91-94
1993 CBR600F2 AC F2 WIRE HARNESS 91-94
1993 GL1500A A IGNITION COIL
1993 GL1500A AC IGNITION COIL
1993 GL1500I A IGNITION COIL
1993 GL1500I AC IGNITION COIL
1993 GL1500SE A IGNITION COIL
1993 GL1500SE AC IGNITION COIL
1993 ST1100 A IGNITION COIL
1993 ST1100 AC IGNITION COIL
1993 ST1100A AC IGNITION COIL
updated part # 30510-KT7-023
http://www.partzilla.com/parts/detail/honda/HP-30510-KT7-023.html

http://www.partzilla.com/search/?q=+30510-KT7-023+&x=11&y=12&viewall=y
275Items Found for 30510-KT7-023
 

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I see where someone is trying this mod on there brother in laws GL1000. I am wondering if this worked? The problem I see is the GL1000 has points and the others have electronic ignition. Wonder if that would make any difference? I am restoring a 1977 GL1000 and would like to upgrade the coils if it makes this kind of difference in starting and running.
 

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So if I put 1500 coils on my 1981 1100 other than the mounting it is plug and play for the wiring? Not sure if I'm reading right some people talk about a resistor.
 

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Same here, resistor or no resistor?? I plan to use the same wires and spark caps. Not the best looking but I want to try it identical to the 1500 OEM stuff.
 

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Fellas, he states it on page two of this thread and previously within this thread.
_______________________________________________________________

I urge you, as I did westgl within that same linked page, to consider using some resistance on the primary side of those coils.

Those coils are smaller than the stock coils and are electrically different.
They will not dissipate heat as effectively as the original coils due simply to their size ...amongst other factors.
 

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Captain Midnight85 thank you for the link to the thread, much better pictures.

So you are saying leave the resistor in place, it sounds like the only way you get hotter spark is to take it out. I bought some 1500 coils but my bike starts quickly and runs good with the old coils. Should I put the 1500 coils in or not? Last summer I cleaned the carbs which made a big difference, lowspeed circuit was partially clogged number one cylinder not firing at low speed. I also cleaned and put new grease in starter, starts almost immediatly now. Maybe1500 coils are not for me at this time. What would you do?
 

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Captain Midnight85 thank you for the link to the thread, much better pictures.

So you are saying leave the resistor in place, it sounds like the only way you get hotter spark is to take it out. I bought some 1500 coils but my bike starts quickly and runs good with the old coils. Should I put the 1500 coils in or not? Last summer I cleaned the carbs which made a big difference, lowspeed circuit was partially clogged number one cylinder not firing at low speed. I also cleaned and put new grease in starter, starts almost immediatly now. Maybe1500 coils are not for me at this time. What would you do?
I don't know if the intention of this thread is to replace a defective coil with a acceptable alternative or if it designed to give the impression of a performance upgrade over a fully functioning stock ignition.

I've a thread HERE giving my intended use of MP-06 coils which are single-tower variants of the dual-tower MP-08's. That thread (and project) is on-going...

I run GL1100 factory coils on my daily rider with superb results. I also run minimal resistance on the primary side; just enough to keep my Dyna III safe.

If I were you, I would keep the ignition stock and replace any defective parts with known good ones until you have a thorough and complete understanding of exactly how your ignition system works and relates to the rest of the engine. Many of these alternative solutions can be troublesome in practice if a working knowledge of the basics are not fully understood of the factory system. A complete diagnosis of your current ignition should be understood to find whatever the fault with the #1 cylinder either has or had. I don't know from what you've posted if the problem is fixed or even understood. Throwing parts at it that are not designed for it may not be the best solution right now. Some simple testing should be performed to see if the problem is a coil or some other associated part of the secondary side, ...like a boot resistor.

I say less is more when it comes to carburetion but, ...I cannot apply that thinking to ignition coil size. Those small MP-08's are designed for newer, more efficient engines and the electrical load that an old 'Wing may put on them might not prove out so well in the long run. This idea of them is new and who has put any real mileage on them? I suppose they would've spoke-up by now...
If you would like to run 'em as a test-bed, then ohm them out and run them at about 10Vdc. That's what I would do if I were interested in these, a smaller coil.
If westgl is running them wide-open, ...then maybe he'll jump in and let us know how it is going for him.
I don't know of anyone with a long-term report or that has given a complete electrical specification of any MP-08 coil. Hard to design a ignition system without specification.

If anything, Dave043 has a proven alternative with superb results when it comes to ignition coil replacement that has long-term results. It has proven so well that an aftermarket supplier has picked up on it. May be that is your best alternative for a coil replacement; Dave043 alternative HERE

Good Luck. :)
 

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My bike is running very well since carb clean and starter cleaning, I thought after reading the thread about replacing coils with the 1500 coils. There was smoother running and even more throttle response and power to be gained. And it would be at minimal cost and easily done. I did buy the 1500 coil pack, but after more research I think I will leave my bike as is.

I do enjoy working on the bike, after having good results with the carb cleaning it has sort of become addicting. I keep looking for things I can do to make it better. Since getting it I've replaced one fork seal, the water pump, clutch cable, added stainless brake lines, rebuilt the brake calipers and rear master cylindar. I also had to replace the 7 volt resistor in the dash.

When I got the bike it had all the vetter fairing and luggage, I returned it to a naked wing again. I have a 2002 1800 but find myself wanting to ride the 1100 if I go out alone.
 

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And it would be at minimal cost and easily done.
Increasing sparkplug gap increases the required voltage to make the spark initiate. After the spark initiates, it requires a higher voltage to maintain it. In both instances the amperage requirements are increased.
I term this as a "hot" condition, ie; "running the ignition hot".
This hot coil condition is not good unless we do something to safeguard the ignition overall and its components in particular.
We can further the increase in plug spark voltage by increasing the primary voltage. This is where the ballast resistor comes into play. It regulates the input voltage to the coils via the primary winding which dictates the secondary voltage upon field collapse.
So, we can increase two things:
1) Sparkplug Gap
2) Primary Voltage

In doing this to a factory 1100 ignition, ...we must do more.

If we do not decrease the amount of secondary resistance we will not be able to dissipate the additional heat generated when increasing the load demand of the coils by running them hot.

What do we do?
1) We run non-resistor plugs.
2) We run low resistance ignition wire
3) We run non-resistor plug boots.

If we balance the primary and secondary portions of the ignition we can safely create:
1) Higher plug firing voltages
2) Larger spark area

Additionally, indexing the sparkplugs to each cylinders combustion chamber will aide in promoting combustion efficiency.

There are other mentionables that go into very fine detail. The above just notes the bullet points of optimizing what is already there in your factory ignition.
If doing a search here for further reading, and are interested in anything I've said, search my postings on what I've done to my 1000. I use the same coils you have on your bike and my ignition is top-shelf in performance.
It is very minimalistic in cost and has proven itself over many thousands of miles.

You should see easier, faster starting of a cold engine in doing the above stuff.
Unless you are putting more air and fuel into the combustion chambers then I doubt you will notice anything else on a healthy, stock engine.
 

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OK I read the thread and 85GL1200A

I looked at a Haynes schematic and found no resistors.

So I am guessing I need to simulate the resistance of the stock coils by either choosing a coil that has more or less the same resistance as the stock coils or...

Add a resister to them to get very close..

And that resistance is?

And how do I find the resistance of potential replacements (other than stock) without buying and measuring.
 
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