will anythong from newer bikes interchange


Information and questions on GL1100 Goldwings (1980-1983)
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halcombrick
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Location: Lafollette, tennessee
Motorcycle: 1982 GL1100 Interstate

will anythong from newer bikes interchange

Postby halcombrick » Mon Jan 05, 2015 5:45 am



I have an 82 gl1100. Will the seat or other things interchange with newer bikes does anybody know ?


Rick, 82 GL1100 Interstate

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tom84std
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Re: will anythong from newer bikes interchange

Postby tom84std » Mon Jan 05, 2015 8:08 am

I had a 79 some years ago. A friend had a 1200, I don't remember the year. We tried to put my 79 seat on his 1200 and there were differences. It was not a straight swap. Enough difference that we decided against it.

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tfdeputydawg
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Re: will anythong from newer bikes interchange

Postby tfdeputydawg » Mon Jan 05, 2015 9:01 am

Maybe the spark plugs but, that's about it :D

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WingAdmin
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Motorcycle: 2000 GL1500 SE
1982 GL1100A Aspencade (sold)
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Re: will anythong from newer bikes interchange

Postby WingAdmin » Mon Jan 05, 2015 2:54 pm

There are quite a few parts that will interchange - mostly engine components, etc. - but likely not what you're looking for (seat, etc.).

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halcombrick
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Re: will anythong from newer bikes interchange

Postby halcombrick » Tue Jan 06, 2015 8:50 pm

what about starters? there is a 79 gl1000 at a junkyard near me with a lot of parts im using but will the starter interchange im needing one but cant rebuild mine its out of my league and cant afford a new one right now being on work comp so im thinking about gambling on the starter if it will work.
Rick, 82 GL1100 Interstate

robertdawber
Posts: 285
Joined: Fri Aug 07, 2009 9:24 pm
Location: Eliot, ME
Motorcycle: 1983 GL1100 Interstate

Re: will anythong from newer bikes interchange

Postby robertdawber » Fri Jan 16, 2015 9:17 pm

halcombrick wrote:what about starters? there is a 79 gl1000 at a junkyard near me with a lot of parts im using but will the starter interchange im needing one but cant rebuild mine its out of my league and cant afford a new one right now being on work comp so im thinking about gambling on the starter if it will work.

There is a great "How to" on rebuilding your starter under the How To Articles above. If you take your time and just go one step at a time you will be amazed at how helpful these are and what you can do. These have been a great resource for me over the years.

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RBGERSON
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Location: SCOTTSDALE, AZ
Motorcycle: 98 SE GL 1500
had every year from 75 to 83

Re: will anythong from newer bikes interchange

Postby RBGERSON » Sun Jan 18, 2015 8:38 am

75-83 gl's fuel pump, starter, shifter, handle bars, valve covers, complete heads but cams are different require timing changes, headers..but muffler hanger may need adjusting, carbs but not with peak performance, engines with a little mod to frame 1100 into 1000,

75-77 everything, most to 78/79 except plastics and wheels/brakes

78-79 everything most to 75-77 except plastics and wheels/brakes

80-83 everything except brake systems and wheels, 80-81 everything, 82 and 83 changes in brakes/wheels.

I think!!! I may have missed a few things but general the above is true.

here's some detailed 1000 stuff

GL1000 engine differences

We have had many discussions recently regarding the interchangeability of parts on the 1000 engines. Mixing and matching of 1000 parts happens all the time. Playing with the mix of engine parts is not as simple as “will it bolt up?” Odds are yes it will bolt up and yes it will probably run but that is not the whole story.

The 75 was produced with highest horsepower and peak performance of all the 1000’s and was rated at 84 HP. Each year a few things changed but the dramatic changes happened between the 1977 and 1978 model years. The most common place for these changes were the Carburetors. The changes were driven by the times as Emissions controls were becoming commonplace and by the development of the GL1000 as a touring machine. The Torque curve was flattened to provide more mid-range torque at the expense of some peak HP. Some reports had the 78/79 series as low as 79 or 80 HP.

Carburetion changed every year, the biggest change was from the 77 to the 78 models with the reduction of the venturi size by 1 mm and more changes in the jetting profiles. The CV slides also changed several times with the most dramatic of those changes happening between the 75 and 76 Model years. The 75 slides were shaped at the bottom so when they were raised the entire carb throat was open. The Carb linkage also changed between 75 and 76.

---------------1975---------1976---------1977---------1978---------1978EC---------1979
Venturi bore
Diameter----32mm-------32mm-------32mm-------31mm--------31mm----------31mm

Main Fuel Jets
Pri-------------65-----------62-----------62------------60-----------60--------------60
Sec-----------125----------120----------120-----------120----------120-------------120

Slow Fuel Jet-35-----------35------------35------------35-----------35--------------35

Main Air Jets
Pri------------120----------120-----------120-----------120----------140-------------140
Sec------------60-----------60-------------60------------60-----------60--------------60

Slow Air Jet--110----------115-----------110-----------120----------130-------------130


The Cams, Valve timing, ignition timing, and exhaust system also all changed between the 77 and 78 model years.

The Camshaft peak intake lift was reduced from 37.07- 37.23 in 1977 to 36.72-36.88 in 1978

This reflects the Valve timing changes driven by the reshaping of the cams.
Camshafts-------------1975 - 1977-----------1978 – 1979
Intake opens:----------5 Degrees BTDC-------5 Degrees BTDC
Intake closes:----------50 Degrees ABDC------35 Degrees ABDC
Exhaust opens:---------50 Degrees BBDC------40 Degrees BBDC
Exhaust closes:---------5 Degrees ATDC-------5 Degrees ATDC

The initial Ignition Timing point changed from 5 BTDC in the 75-77 models to 10 degrees BTDC on the 78/79 models. Also the timing advance curve was redesigned by the use of a different timing advance unit mounted behind the points plate. This resulted in the peak advance of 32 degrees being reduced to 27 degrees on the 78/79 model.

The exhaust was completely redesigned in 78 to a 3 piece muffler unit from the single piece Horseshoe. The lack of exhaust noise of the earlier models was a complaint for many owners. The redesign in 78 increased the noise and changed flow characteristics to further the progression toward the touring engine profile and away from the sport/performance model of the earlier years.

Those are the changes that were performance related. Numerous other small changes were made during the various production runs to address other issues. The cases were slightly modified starting in 78 in an effort to mask certain engine noises. And the rear cover was modified in 78 also, removing the kick-starter option.


Everything above is factual to the best of my knowledge. This next part is my advice/opinion/observations.

Each year we get hit with questions like “will my 79 run better with 77 carbs” or “can I improve the performance of my 78 by running 75 heads” or “will my 76 be faster if I switch to straight pipes” or “a guy told me…….” etc etc etc etc etc etc……

If you are trying to get a bike running and all you have are 77 carbs to put on a 79 go for it. Will it run? Yes it will, will it run correctly? No it will not, will it be adequate? Well that is entirely up to you. If you ruin a head and need to replace it then replace it with the same series i.e. 75-77 or 78/79. Do not buy the first one you see on Ebay just because you can’t wait any longer. If you want to bolt on 75 parts to a 78/79 to improve performance then you need to do the whole thing. Carbs, Timing Index, Timing Advance, and Cams. Doing anything less will likely result in a loss of performance vice any supposed gain.

The Engineers that designed these bikes had test equipment we can only dream of, and data built on years of tests and decades of educated experience. The intricacies of ignition timing, fuel air mix, valve timing, combustion chamber flow dynamics, exhaust scavenging all have to be balanced. Bottom line is that I do not doubt that performance improvements can be made to the stock setup, but the odds of getting the right combination by bolting up pieces parts from another model are miniscule. Unless you really really really know what you are doing if you want to get maximum performance from your GL1000 keep it stock and in good tune.
HAD LOTS OF GOLDWING 75-83
NOW INTO 1500'S..RIDING A 1998 SE

FAIR WINDS,
RB

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82aspen
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Re: will anythong from newer bikes interchange

Postby 82aspen » Sun Feb 01, 2015 10:40 am

some interchanges that may or may not involve mods include:

-front end swaps, 1000-1100-1200, maybe even 1500 cos it uses the same bearings, but, haven't seen one done, there are even 'all balls' conversion bearings for 1800

-folks have gone with all kinda other diff make model front ends, kawi, suzi, honda sabre/magna & sport bikes, yami (just recently v-star), including inverted or ud, means wheels galore options

-1200 16" front wheel will go in 1100s & 78&up 1000s

-choice of comstar or spokes wheel swaps on any 1000, any comtar can also be converted to spokes

-1000 will take 1100 & 1200 swingarms, will also take a 1200 wheel pumpkin combo,

-1000 will take 1100 bags and mountings, i've seen 1200 bags on 1100, 1800 bags on 1000

-1100 & 1200 front discs bolt up,

-engine, heads & cam swaps

Old Fogey
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Re: will anythong from newer bikes interchange

Postby Old Fogey » Mon Feb 02, 2015 4:59 am

82aspen wrote:some interchanges that may or may not involve mods include:.......


Not trying to put anyone down, but the vast majority of the changes listed above require considerable engineering skills, mechanical expertise.............and money.
Interchange to me means exactly that; that a part will be more or less a direct swap.


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