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Discussion Starter #1
So thinking of swapping motors from the GL1000 to the GL1100

How much am I going to lose on the gearing ? is it noticeable ? I don't mind turning fewer RPMs on the super slab but the low end around town I don't like the idea of having less get up and go. I don't remember the 81 GL1100 being slow when I rode it in high school. (A LONG LONG TIME AGO)

My 77 got a 79 Engine before I got it so should I use those cams or get some 75 76s for the 1100, noticeable difference without tuning for it? will my carbs be OK with it or should I rebuild the 1100s ?

noticed something about the timing marks will be wrong too how do I go about timing it?

Anything I should change while the motor is out ? Clutch ? Assuming the stator is OK then I guess leave it alone ? Clean or replace the Neutral switch?

Duplicolor paint for the engine or something else and how bout clear coating it?

so many questions!

Just when I thought I was about DONE working on it and ready to ride it .......:brokedown::NO:
 

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Junior Grue
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If you use the engine output shaft and gears from the 1000 in the 1100 engine the gearing will remain the same.

For the camshaft swap I'd be real careful as with different lift, duration and valve sizes piston/valve collisions is a possibility.:frown2:
 

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On the gearing really not that much difference in the transmissions but the 1000 final drive is somewhat lower @3.40 compared to the 1100 3.10 so it would be rather snappy at low speed. Don't know on the cams. I would just go with the timing marks on the 1100 and see how it works. If your carbs are good use them. You might want to pull the clutch and give it a look and do an ohm test on the stator. I guess you found the duplicolor # for the paint and yes use the high temp clear coat.
 

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If you use the engine output shaft and gears from the 1000 in the 1100 engine the gearing will remain the same.

For the camshaft swap I'd be real careful as with different lift, duration and valve sizes piston/valve collisions is a possibility.:frown2:
Been lots of folks put 1000 cams in 1100s with no problems.
 

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Assuming you mean you're putting an 1100 motor in a 1000 bike, first gear is lower, fifth gear is higher in 1100's, more so in 82 and 83. Most guys who've done it, like it, period. IMHO, 75-77 cam's will give you more lively higher rpms, but 1100's are a nice mix, halfway between the 75-77's and 78-79's. The lower gearing of the 1000, (3.40) is partially offset by the taller tires. I am fairly sure the output shaft doesn't need to be swapped. Both 1000 and 1100's had a circlip to keep the shaft in place.
 

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I am fairly sure the output shaft doesn't need to be swapped. Both 1000 and 1100's had a circlip to keep the shaft in place.
Perhaps not but the gearing on that shaft is very different depending on year.

GL1000: (All) 0.83

GL1100: (80-82) 0.97

GL1100: (83) 0.90
 

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Perhaps not but the gearing on that shaft is very different depending on year.

GL1000: (All) 0.83

GL1100: (80-82) 0.97

GL1100: (83) 0.90
But both final reduction gears would have to be changed, meaning splitting the engine.
 

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Discussion Starter #8
OK Ill admit to being confused as hell right now...

Im from a car/airplane background and final drive being 3.10 on the GL1100 would not be as peppy as the GL1000s 3.4

now with Final Drive are we talking rear end ratio x the 1.0 of a typical auto trans before the overdrive of yesteryear or something else

Im seeing final drive as thats IT in 5th gear

ALL the GL1000s seem to have these ratios (got it from the NET so it must be right) but its all I have found

Primary reduction ratio: 1.708
Secondary reduction ratio: 0.825
First gear ratio: 2.500
Second gear ratio: 1.708
Third gear ratio: 1.333
Fourth gear ratio: 1.097
Fifth gear ratio: 0.939
Final reduction ratio: 3.400

These are from Crystal pistol on this site in this post http://www.goldwingfacts.com/forums/2-goldwing-technical-forum/384151-gear-ratio-difference-81-82-a.html

Looks like some changes through out the production of the 1100s, also rear tires changed ...

1980/81 used 130/90-17 68H

1982/83 used 140/90-16 71H



GL-1100 Gear Ratios:
Trans Primary
Trans Secondary
1st
2nd
3rd
4th
5th
Final Drive

All 1980 / 81:

1.708
0.973 *
2.500
1.667
1.286
1.065
0.909
3.091

In 1982 looks like changes in3 & 4 & 5 & final drive ratios from 1980 / 81:

1.708
0.973 *
2.500
1.667
1.250
1.000
0.829
3.100

In 1983 looks like changes in TransSecondary & 1st gear ratios from 1982. Trans primary affects overall gearing likefinal drive ratio would.

1.708
0.897 *
2.642
1.667
1.250
1.000
0.829
3.100

Looks to me like the Trans Primary and 2nd gear ratios were the only unchanged ratios over the 4 years.
Now being a Car guy I have NO idea what Trans Primary and Trans Secondary are ... but the gears I see show that the GL1100 will not be as peppy on the bottom end as the GL1000 but on the highway it will turn less revs for the same speed... am I misunderstanding something here?

and the First gear on ALL but the 83 are the same and the GL1000 has a lower over all gear ratio than all of them

what am I misunderstanding here?

Oh and I thought the whole reason for this was to avoid splitting the engine
 

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But you are keeping the 1000s 3.4 final drive ratio, which is lower than the 1100s 3.10 which without taking a calculator to it looks like about the same overall.
 

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Discussion Starter #10
OK so the final drive is just like the rear end in a car.... that's where I lost it. Im thinking thats literally your final ratio
So you multiply that number by the Trans gear to get the actual final drive ratio if I remember correctly?

so on the Final drive ratio for the GL1000 I get 3.4 x .939 = (taking shoes off counting piggies) 3.19

with the 82 GL1100 final will be 3.4 x .829 = 2.82

off the top of my head thats probably about 3-400 RPM difference at 75 ish which is great

and looking at the rest of the gears, after the tire calculations are added in ......thats gonna be .....yea not something I should lose sleep over

OK thanks

So general consensus is

dont worry about gearing.

Change to 1975 76 cams

use my carbs

use clear coat

then , RIDE it like I stole it

Sweet
thanks
 

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Seems like all those ratio numbers are meaningless without factoring in tire size.
The tire size will remain the same so it doesn't need to be figured into the equation.
 

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Three rim sizes, multiple tire sizes available, enough to find one that will please. Lester made lots of 16", some rarer 18" rims. Stock is 17".
 

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Discussion Starter #14
Yea Im running a 16" Lester, DIdnt know Lester made anything but 16", One of these days when I get this bike worked out I may just find a 17" or 18" rear wheel for this thing. Im 6' tall and frankly its a little on the low side for me, not to mention the cornering clearance ...well......SUX and getting it on the center stand is a real PITA even with correct technique. Wonder if I can upsize the tire on the Lester enough to get a meaningful difference in diameter without effecting handling or clearance problems on the width....HMM more research

As Dave said the tires wont be changed any time soon so there really is not a point in working them into it.
 

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Some have gotten a 150/80/16 on a Lester. I had a 140/90/16 and had to give the swingarm some hammer lovin to make it fit. An 18" will allow the easiest figment, but with a 3" Lester, manufacturers don't recommend more than 150. I couldn't find a 150 in 18" except for dirt.

The 17" stock 1000 rim is just 2.5" wide. It could be respoked to a wider rim.
 

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For what's worth using a 80 to 82 GL1100 engine with no gearing modification will increase your RPM at 70MPH from about 4,050 to about 4,750.

It's up to you whether you can live with that.:grin3:
 

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Discussion Starter #17
For what's worth using a 80 to 82 GL1100 engine with no gearing modification will increase your RPM at 70MPH from about 4,050 to about 4,750.

It's up to you whether you can live with that.:grin3:
OK Ken you are gonna have to explain that....

GL1000 has a final drive of 3.4

Fifth gear on the GL 1000 is .939 X 3.4 = 3.1926

Fifth gear on the GL 1100 is .829 x 3.4 = 2.8186

Unless I missed some multiplier in the tranny, its going down not up.
 

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They have a secondary gear also. I think you need to figure the primary and secondary ratios in as well. Honda swapped them around a little. It may not be as high as he said, but it will be more. I never heard of anyone who regretted putting an 1100 into a 1000.

I did the 1200 swap to a 1000, and it sang pretty high with the 1000 final drive. I was fortunate to have an 18" Lester to keep it closer, but this summer I dropped in a 1200 swing arm with a 1500 final drive.
 

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The fly in the ointment is that the secondary reduction gear which went from 0.825 for the 1000 models, to 0.973 for the 1100 models through 82, then back to 0.897 in 83. So the overdrive gearing gain is negated by the secondary reduction gear.

Oldboy went to a lot of trouble to see if transmission gears, primary and secondary reductions could be changed. They can't.

I can send a link to the differences if you want. They used to be here also and probably still are---somewhere.
 

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OK Ken you are gonna have to explain that....

GL1000 has a final drive of 3.4

Fifth gear on the GL 1000 is .939 X 3.4 = 3.1926

Fifth gear on the GL 1100 is .829 x 3.4 = 2.8186

Unless I missed some multiplier in the tranny, its going down not up.
I went over the numbers again and I was a little high, it should have been about 4,600 RPM.

The fifth gear of 0.829 is for the 1983 with overdrive. Is that what you have?
You're also missing the secondary reduction between the transmission and engine output.

Try these numbers
Fifth X Final X Secondary

GL1000
0.939 X 3.4 X 0.825 = 2.634

GL1100 80-82
0.909 X 3.4 X 0.973 = 3.007

GL1100 83
0.829 X 3.4 X 0.897 = 2.528

I have a copy of the gearing spreadsheet Steve (SuperSkypilot) made when doing the B-Girl which makes it easy to change ratios and see what happens.

Private Message me with an email address if you want a copy.
 
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