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GL1100 Single Carb Install Installation of LD Wingnut's Single Carb Conversion Kit on a 1981 GL1100S (Standard) Goldwing

What you will need:
Two 10MM open end wrenches
Two 1/2 Inch open end wrenches
One 8MM open end wrench
10MM socket wrench
13MM socket wrench
Phillips Head screw driver
Standard screw driver

The Kit:
The kit comes with:
Air Filter
Hardware Kit:
Three hoses
Two 1/2 inch nuts
One 1/2 inch bolt and locknut
Four 2 inch clamps
Two 1/2 inch clamps
Three zip ties
One black wire with fittings
One Red wire with fittings

Replace the main jet by unscrewing the jet fitting from the carburetor.


Using a standard screw driver, unscrew the old jet from the back of the jet fitting and replace with the jet from the kit. Screw the jet fitting back into the carburetor.

Turn off the petcock.

Disonnect the spark plug wires from the spark plugs on both sides of the Goldwing and secure them out of your way.


Open the tank doors and remove the tool kit to expose the air box wing nut.


Remove the wing nut and airbox cover to expose the air filter.


Remove your Goldwings seat to expose the rear tank bolt and remove it.


Remove the left side and right side tank bolts.


Remove the tank cover by pulling the sides away from each other and wiggling the tank off the Goldwing.

Looking down into the airbox, you will see two bolts holding it in. Remove these bolts.


Grab the air box cover bracket and wiggle it while pulling to remove it.


Disconnect the left side air box hose at the splice.



Disconnect the right side air box at the splice.



Set aside.


Remove the distributor guards from both the right side and left side of the Goldwing.



Using a 10MM socket wrench, remove the left side right angle manifold intakes.


Carefully clean the cylinder opening and then stuff a clean rag in it to prevent debris from falling in. Cover the manifold openings with duct tape for preservation.


Do the same for the opposite side. After done, the manifold will lay on the the engine.


Disconnect the fuel hose from the fuel pump.


Disconnect the vent hose from the carburetor.


Disconnect the throttle pull cable by turning the the cable wheel with your finger till there is enough slack to remove the cable end.



Remove the throttle pull cable bracket.


Now repeat for the throttle push cable.

Remove the choke cable.

On the right side of the bike, remove the air break valve covers and springs.


Do not lose the springs unless you intend to throw out the old carbs.


From the left side of the bike tilt the right side of  the carbs/manifold down and stat to wiggle it out. This will take quite a bit of maneuvering so don't get discouraged.


Once out, you will see there is a lot of empty space.



Take the right side intakes and remove the OEM clamps and replce them with two of the provided 2 inch clamps from the hardware kit.


Re-install the intakes on the right side of the bike making sure to line up the clamps screw driver socket for easy access.

NOTE: Be sure to remove the rags you had in the cylincer holes first!


From the left side of the Goldwing, insert the manifold into the right side intakes.

NOTE: Make sure the cable bracket of the manifold is pointed towards the rear of the Goldwing.


Install the intakes on the right side of the Goldwing while insertiung the manifold into them.



Take the gasket from the hardware kit and install on the carburetor.


Lay the throttle cable out over the gas cap and seat mount.


Lay the carburetor with the throttle arm to the right side of the Goldwing on the seat mount. Feed the throttle cable through the throttle arm.


Take the 1.2 inch bolt and lock nut and place the locknut inside the "U" of the throttle arm. It will be very tight. Make sure the throttle cable is between the locknut and the bottom of the "U". Insert the screw and tighten.


Put the carb assembly in the manifold bracket making sure the gasket stays in place and the throttle arm is on the right side of the Goldwing.


Mount the throttle cable to the throttle cable bracket on the manifold. You will most likely have to run the lock system all the way to the back,


Use the two nuts from the hardware kit to bolt the carburetor to the manifold.


Follow the throttle cable back to the right side of the carburetor bay. You will find an intermediary throttle cable adjuster. Adjust this lock nut till you have enough play in the cable that the throttle arm idle tensioner rests against the choke cam.


Take the fuel hose from the hardware kit and attach it to the fuel port of the carburetor using one of the small clamps provided in the kit.


Attach the other end to the outlet of the fuel pump using the second small screw clamp from the hardware kit.


Attach the large hose from the hardware kit to the engine casing vent. I used the clamps from the old hose since none were provided in the hardware kit.


Mount your air filter to the carburetor using a phillips head screw driver. There is a Phillips heas bolt that screws through the filter into the top of the carb as well as a screw clamp that goes around the circumference of the filter throat which slips over the carb throat.

Mount the open end of the engine casing vent hose to the hose port on the underside of the airfilter casing. I used the clamps from the old hose since none were provided in the hardware kit.

Attach the small hose from the hardware kit to the vacuum port of the carburetor.


Attach the other end of the vacumm to the vacuum port on the Goldwing.


Attach the ground wire for the electric choke to any convenient ground point.


Attach the power wire to the positive inlet of the fuse block. I had to supply my own power cable as the supplied cable was too short.


Tie off the right side airbox hose, throttle pull cable and choke cable so that they are out of the way using the zip ties supplied in the hardware kit.

Turn on the petcock (fuel cock). Start your bike. If it idles way too fast, kill the motor and adjust the throttle cable for more play. If it does not start at all, check that there isn't too much play in the throttle cable by starting the bike while manually moving the throttle arm.

05 Jan 2008 - Make A Seat Pan Liner

Bob Witte's Guide to Making a Seat Pan Liner For the JP Spyder

Since many of you have asked how to stop the rain from getting under the seat pan (Johnny Pag Spyder), I'll answer you.  Make a cover for that area out of fiberglass.  It is easier than you think.  The secret ingredients are:

(1) double stick tape
(2) heat shrink wrap
(3) PVA
(4) a can of Duplicolor's spray on truck bed liner.

I've done several similar projects myself and assure you that any odd sized area (even with things sticking up) can be bridged with a hand laid fiberglass cover.  Here how you do it with my home grown method.

Here's where to get what you'll need:  (1) PVA (Poly Vinyl Alcohol) comes in quarts & gallons and is available at fiberglass supply and pro paint supplier places.  It is used for mold releasing and overspray protection.  It's a thick green liquid, easily sprayable with one of those "spray cans" with the built in propellant from craft shops.  (2)  Heat shrink wrap.  Is also obtained at a craft shop.  It is the stuff you buy to do those fancy fruit baskets. (3) Get your double stick tape and spray on bedliner from Wally World.

Step by step:

1)   If anything protrudes above the perimeter of the frame tubes you are going to cover, lay one or more shop towels or face clothes over them before you mount the shrink wrap.  This will assure a bit of clearance between the new over and those items.

2)   Lay down a complete "track" of double stick tape around the area. This will be used to anchor the edges of the shrink wrap which forms the underside of your cover.  Next [i][b]carefully[/b][/i] mount the heat shrink wrap to your area.  Do your best to avoid wrinkles, but don't obsess over perfection.  The heat you next apply to the wrap will take up most if not all of them.  A hair dryer works well for this process.  Start in the middle and work your way around to the edges.  You want a nice, tight pull down on the surface.

3)   Next, cover as much of surrounding area with my favorite "over spray" mask, aluminum foil.  You want to catch any and all drips of fiberglass resin.  You don't want to screw up those nice paint jobs!  Trim away all excess with an Exacto blade.  I run along the outer edge of the double stick tape.  It gives a clean edge and helps prevent any cuts to the underneath tubing.  But don't fret too much about marks, because you are covering that with the new lid anyway.

4)  Next, get out your spray bottle of PVA and do a 3 or 4 layer of PVA over the shrink wrap and everywhere anywhere close to the work area.  PVA instantly and completely washes away with a water hose so don't worry about what it hits.  Light coat build ups are what you want.  Let each coat dry about 20-30 minutes.  Once that's done, I'd do 2 more layers to be sure you have really good coverage!

5)   If you are OCD about your bike make your first coat a paintable gelcoat, otherwise, brush on a layer of resin and let it harden.  Be sure to wrap around the tubing as far as you can so when trimmed back, it will have some "lips" around the edges.  This will allow the cover to "snap" into position and stay there with just one or two screws to hold it in place. 

6)   Once the first layer(s) of resin/gelcoat are hardened.  You can proceed to lay up the rest.  I'd do maybe 2 or 3 layers of mat and or fine cloth.  Once hardened, take away your foil, hose everything down and just peel it off your new cover.

7)   Trim away the excess and sand the edges to a nice finish.  Use regular body work techniques to finish the topside to whatever level of smoothness suits you and paint to match, or use the can of bedliner to "cover the sins" and yet give it a professional look.

It sounds more daunting than it is.  I've done maybe a dozen projects with this method and haven't lost a vehicle yet.  BTW, there's a real sense of pride when someone asks you where you got that cover and you can answer, "I made it by hand."

Good luck and have fun!!

18 Mar 2007 - Richards Videos

Richard goes to Hyosung a.k.a. "The Tunnel Video"

FithGear Customs GV250 Muffler Test Drive

FithGear Customs GV250 Muffler Install Test

Around Home

Onsite Report:
CBXMan Motorcycles

A day in the Poconos

By: William R. Ramby

One might consider a 140 mile round trip to a motorcycle dealership when it?s twenty degrees out, to be an exercise in frustration. Luckily, I don?t.

Today I bundled up like an Eskimo and piled into my car to go pay a visit to CBXMans Motorcycles in Edwardsville , Pennsylvania . Edwardsville is in the Pocono Mountains and at this time of year is quite cold. The drive up from Easton , Pennsylvania was pretty nice. The weather was clear and the air clean. I was looking forward to my visit with Dennis McCartney, the owner and proprietor of

To understand Dennis and his dealership you have to go back a bit in time. Dennis started out with a love for Honda CBX motorcycles and was in the wholesale building supply business. After 30 years in the building supply business he sold it and formed, a company that restores and sells 1979 thru 1982 Honda CBX Motorcycles and accessories. Dennis?s love of the CBX is no small thing either. Dennis carries a full line of new and reconditioned parts. He even went to the extraordinary measure of matching paint colors and having the factory original decals reproduced. The decals were no small matter. Better than the original in that they last much longer, the project took eight months to complete. Ok, enough background at this point, back to the basis of this article.


I finally arrived at CBXMans Motorcycles before they were open. However I was expected and was met at the delivery door by Kathleen Hollock, the Business and Office Manager for CBXMans. Kathleen walked me back to the offices where I met the crew of CBXMans. There was Dennis, of course, plus I met Donna Davis, Parts and Accessories Manager, and Beth Hollock (yes, they?re related), Vehicle Sales and Shipping. I was a bit surprised, yet pleased, to see that so many women were in positions of vital importance to Dennis?s business, but not for the reason you might think. It?s not really an issue of women in the workplace but, rather, that the motorcycle business is usually a male dominated business. Let me tell you, these ladies know their stuff!

After the initial meet and greet, Dennis and I got a cup of coffee and began our tour. We started off with the new CBX parts department. It is pretty extensive seeing as this bike hasn?t been produced since 1982. It?s something Dennis is proud of, and rightly so.

The Showroom:

Next we visited the showroom. Now this was what I was here to see. The showroom was filled with scooters, ATV?s, and yes, the purpose for my visit, the ?Alternative Cruisers?. Lined out in a row for me were the Daelim 125, the Kymco Venox, and a Vento Rebellion. Normally, Dennis would also have had a Vento V-Thunder and a United Motors Renegade, but, alas, none were in stock at the moment.

Dennis is also one of the newer members of the Hyosung family of dealers and will soon have Hyosung?s GV models in stock. ?I?m very excited about the Hyosung motorcycles? Dennis told me, ?I love the build quality, and the wiring is very clean.? When I asked how Dennis came to be a Hyosung dealer, he said, ?A friend of mine had asked me if I had looked into Hyosung?s bikes lately. I hadn?t so I got on my computer and did my research. At one point I think I had been on the computer for 14 straight hours looking at everything I could find. This line of bikes seemed a perfect fit so I contacted Ed Couture of Hyosung and applied to be a Hyosung dealer.? CBXMans plans to carry a full line of accessories and performance kits for the full Hyosung lineup and will ship to anywhere in the lower 48 states.

The Bikes:

Dealim Daystar VL 125:

First up was the Dealim Daystar VL 125. Despite being a 125cc motorcycle, this bike was very impressive. The size and weight felt really good, and the standard footboards made for very comfortable seating. According to Dennis, this bike runs like a fine Swiss watch. The Daelim has a large gas tank at 4.5 gallons and single cylinder engine. From what I was told, the small engine has good pull and is very peppy. I couldn?t test that comment for myself however. Because of the weather we couldn?t ride, but I look forward to the day when I get my shot at this one. When I do, you can be sure I will report my findings.

Vento Rebellion 200:

Following that was the Vento Rebellion 200. While this bike comes with a goodly amount of accessories standard, and looks good on the web, I must admit that I was disappointed and a bit put off when seeing it in person. This offering from Vento follows the classic cruiser configuration, but certain design features left me feeling I was on a scaled down replica of a cruiser. The gas tank, when seen from astride this bike, seems to be shaped more like a beach ball than the standard teardrop configuration which made me feel crowded in the saddle. The gap between the front of the tank and the base of the handlebars left me with the impression that the tank was out of proportion with the rest of the bike. It was definitely hard for me to get comfortable on it. Overall this bike just had that ?small? feel to it.

Kymco Venox 250:

Finally came the bike I had really been itching to lay the old Mark I eyeballs on, the Kymco Venox. This bike is large. I don?t mean it looks big, I mean it is big and long and feels it. From the huge fuel tank to the wide seat, this bike screams, ?I?m big!? What truly impressed me though was the fact that when I rolled the bike out to take a picture of it, while sitting astride it, I reached down to the floor to get the fiberboard that CBXMans uses under the kickstand to avoid scratching the floor. While this may not seem like that big a deal, it could have been potentially, and financially, disastrous because I did it without thinking. But here?s the catch. I?m 5 foot, 5 inches tall. Think about it for a moment. Sitting on this bike, I was able to reach down to the floor and pick up the board with nary a wobble or bobble of the bike. Remember, I said this bike is big. Yet it felt so naturally stabilized that I didn?t even think when I reached down to the floor! My only quibble with this bike was the solid rear wheel. To me it seemed to detract from the appearance of the bike itself. Kymco would have done better to put the same design of wheel that they used on the front on the back also. Overall though, I really am looking forward to riding this bike!

Looking at the pictures of me sitting on the three different bikes you can get an idea of the seating positions offered by them. The Venox position was very comfortable laid well back of centerline. The Daelim was about center point, if a little back of it, and still comfortable. The Vento, the most uncomfortable of the bunch, was just forward of centerline. While all were about the same height, surprisingly it was the 125cc Daelim that was the tallest. At least when I sat on them straight up, it was the only one I couldn?t comfortably flat foot.

The Non Cruisers:

CPI GTR 150:

There was another bike to see at CBXMans that interested me. This was one of the new hybrid scooter / motorcycles that really don?t have a category name that I?m aware of. The CPI GTR 150, designed in Austri and built built in Taiwan and China , is very impressive in the looks department if you?re into sport bikes. Even I, a dedicated cruiser guy, was impressed by its looks and qualities. Fully automatic with a 150cc, liquid cooled, scooter engine, this bike, as sold by CBXMans, will do 70MPH easy. The wheels are large and the bodywork really leaves you in mind of a larger bike. For the geeky among us (charter member number 10487) the cockpit display is absolutely fascinating with a boot up sequence that is really frosty.

Daelim Roadwin 125:

Another interesting hybrid was the Daelim Roadwin. Whereas the CPI machine was more like a fully faired sport bike, this 125cc bike was more in the naked sport bike mold. To my surprise, when I sat upon it, it felt entirely comfortable. I was surprised because I have never really liked sitting on a sport bike. Generally the tank bulge tends to throw off my sense of balance. And the foot behind pegs is just something I?ve never taken a shine to. Somehow this Daelim managed to get around my preconceptions and made me feel at home. Not to tall, and proportioned well this bike had an even, balanced, feel to it that left me very impressed. According to Dennis, who is quite a bit taller than me, this bike will move right along and is a blast to ride. ?This bike is really fun to ride and corners very well? he told me. I believe him.

After our tour of the showroom, it was time to visit the main storage and reconditioned parts warehouse. Now you?ll notice I said warehouse. I don?t know about many of you, but every dealer I have ever been to have had what they termed a ?warehouse?. Generally it?s not much more than a very large room. This now, this, was a warehouse in the truest sense of the word. Let?s just say it was big enough to ride a motorcycle in if you kept it to a fairly straight line. And the amount of reconditioned CBX parts the Dennis keeps on hand is truly impressive. We went through it a bit and I came away impressed with his organization of parts.

Here I met Bobby Kadosk, Paint, Prep, and Quality Control Specialist, and Bill Zuchoski, Motors Expert. Bobby was prepping a mini dirt bike to be picked up by the customer in a day or two, and Bill was bringing in a colossal ATV from the motor shop. We had a nice chat over lunch and throughout the rest of the visit, discussing the various motorcycles and their qualities. I came away with the opinion that these guys know their business, and are very professional.

Along with everyone I met today, there are two others I did not get to meet. There?s Mickey Cohen, Chief of Mechanics and Quality Control. Also there is High School student Dylan Olerta that works afternoons. From what I understand, if you?re an OCC devotee, if you picture Cody, this is his twin in enthusiasm and ability. All in all, a very skilled, and talented, crew.

And so ended my day. I thoroughly enjoyed myself, getting to sit on, and take pictures of, some really cool bikes. I got to talk to some people who share with me a common passion of motorcycles. I really want to thank Dennis McCartney, and his crew, for opening the shop to me and taking time out of their busy schedules to accommodate my visit. I look forward to going back there to go over the Hyosung line in a few weeks. They were very friendly and open and it was a pleasure to spend time with them.

Dennis is planning a spring event wherein the many bikes he sells will be on display for comparison and has invited to be his guest at the event. We plan to be there so we can bring reports to you, the reader. Of course, we?ll do our best to have fun while we?re at it.

378 Main St .
Edwardsville , PA 18704
Phone: 1-866-699-7982

Office & Showroom Winter Hours

Monday: Closed
Tuesday: 11-6
Wednesday: 11-6
Thursday: 11-6
Friday: 11-6
Saturday: 10-3
Sunday: Closed
On The Web: 24/7 @

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