first time owner of a goldwind 1500 se


Information and questions on GL1500 Goldwings (1988-2000)
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jhartl
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Location: medford, wi
Motorcycle: 1994 Goldwing 1500 SE

first time owner of a goldwind 1500 se

Postby jhartl » Thu Feb 20, 2014 2:11 pm



the bike is 20 years old and has 50k on it.Should the timing belts be change because its a 1994 model. The bike is in excellent shape and is there some other thing that should be check out.I don't have any good pictures off it yet . jhartl



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cbx4evr
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Re: first time owner of a goldwind 1500 se

Postby cbx4evr » Thu Feb 20, 2014 4:19 pm

Should the timing belts be change because its a 1994 model.


Yes, unless you have a detailed service history showing when the belts were last changed.
"It´s a friggen motorcycle, it´s not supposed to be comfortable, quiet or safe. The wind noise is supposed to hurt your ears, the seat should be hard and riding it should make you s**t your pants every now and then. "

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virgilmobile
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Re: first time owner of a goldwind 1500 se

Postby virgilmobile » Thu Feb 20, 2014 4:53 pm

Check out this similar post....viewtopic.php?f=10&t=20656

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silverado6x6
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And 17 other bikes, 5 more Goldwings, 3 Ventures, 2 Vmax

Re: first time owner of a goldwind 1500 se

Postby silverado6x6 » Fri Feb 21, 2014 5:13 am

The Goldwing engine is more of a car motor than a bike engine, break one of those belts you may lose some valves. I have replaced many Ford Escort timing belts and the earlier ones almost guaranteed you would bend some valves if the belt broke, same situation on a Goldwing, its not difficult actually, get Gates belts.
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virgilmobile
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Motorcycle: 1988 GL1500 I
Previously owned
78 GL1000
81 GL1100
82 GL1100 I
83 GL1100 I
83 GL1100 standard
84 GL 1200 I

Re: first time owner of a goldwind 1500 se

Postby virgilmobile » Fri Feb 21, 2014 7:57 am

Generally if a timing belt breaks in any wing it totals the engine.
Unless it breaks while cranking.
The valve usually pokes a hole in the piston.

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RBGERSON
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had every year from 75 to 83

Re: first time owner of a goldwind 1500 se

Postby RBGERSON » Fri Feb 21, 2014 1:52 pm

New belts, change brake and clutch fluid, replace both sub filters for cruise control and ???, air filter too..maybe, check stator output,
HAD LOTS OF GOLDWING 75-83
NOW INTO 1500'S..RIDING A 1998 SE

FAIR WINDS,
RB

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WingAdmin
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Re: first time owner of a goldwind 1500 se

Postby WingAdmin » Fri Feb 21, 2014 2:01 pm

RBGERSON wrote:New belts, change brake and clutch fluid, replace both sub filters for cruise control and ???, air filter too..maybe, check stator output,


GL1500 doesn't have a stator, at least in the sense it's thought of in the four cylinder wings. It has an external air-cooled alternator.

The ??? filter you mention is for the PAIR (Pulse Secondary Air Injection System) air injection solenoids.

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ct1500
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Re: first time owner of a goldwind 1500 se

Postby ct1500 » Sun Feb 23, 2014 2:35 am

There is a sub filter on the 15 motor and is used by the Air Jet Controllers for driveability/emissions/altitude use only. The PAIR or Secondary Air System uses filtered air from the air cleaner and is a separate system from the AJC's.
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WingAdmin
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1982 GL1100A Aspencade (sold)
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Re: first time owner of a goldwind 1500 se

Postby WingAdmin » Sun Feb 23, 2014 9:30 pm

ct1500 wrote:There is a sub filter on the 15 motor and is used by the Air Jet Controllers for driveability/emissions/altitude use only. The PAIR or Secondary Air System uses filtered air from the air cleaner and is a separate system from the AJC's.


You're 100% correct - I had always assumed all of the solenoids used the sub air filter as a source, but looking at the diagrams, the PAIR solenoid pulls its air from the air cleaner, not the sub air filter.

PAIR Circuit
PAIR Circuit


Air Jet Circuit
Air Jet Circuit

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ct1500
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Re: first time owner of a goldwind 1500 se

Postby ct1500 » Mon Feb 24, 2014 10:28 pm

Carbs worked good for 75 yrs and it was not until the era of fuel mileage/emissions regulations that their shortcomings would soon bring about their demise. Although precision devices they could not compensate quickly enough for rapidly changing engine throttle and driving demands which only electronics through fuel injection could accomplish.

The biggest problem with a carb was under deceleration with closed throttle resulting in high manifold vacuums drawing in fuel only to go out the tailpipe unburnt, running emissions sky high with excess fuel consumption thrown in. Years ago you could actually see it being the blackish smoke out the tailpipe of a car on decel after a heavy acceleration.

The Air Jet Controllers was a Honda developed stop gap type of thing which every manufacturer dealt with one way or another. Cars used a dashpot or kicker to slow sudden throttle closings to base idle minimizing the highest vacuum conditions.

The carbs on the Honda have 4 fuel circuits for various running functions with the electric Air Jets controlling 2 of them being idle and main. Fuel is picked up through the jet(s) into its passageway, within this passageway are air bleeds which have a controlled vacuum helping to raise the fuel up mixing with and emulsifying the now air/fuel mix prior to being discharged into the venturi stream. The Air Jet Controllers which are normally closed will open at certain times (decel/high manifold vacuum) allowing outside air to draw in from the sub filter into the air bleed circuits reducing their internal vacuum and thus reducing the amount of fuel drawn in from the liquid fuel jet in the bowl which would ultimately go into the engine and straight out the tailpipes.


This is what I do
Local and need repair help with your 1500, Valkyrie or ST please PM


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