An additional note while trying to dial the carb in for a smooth idle with the 55 idle jet, it does not dial in for use with the 1200 engine, I switched out the 55 Jet and replaced it with the 60 Jet and the smooth idle was achieved. More notes will be applied as discovered.
I did this conversion as well 3 weeks ago. Gl 1000 1978 bike runs great .l did not turn any screws for first week let the seals swell gaskets.only had to adust accelerator pump.gets solid 35 mpg😊
on the gl1000 carburettor there was a vacuum connector to a carburettor associated with the throttle back problem causing backfiring. In the GL1000 workshop manual it is referred to a a deceleration jet. If the system was blocked staring was difficult and throttling back was rough running and backfiring.
As I stated in my previous comment I changed the 55 idle jet to the 60 idle jet, Well the desired operations was still not met, so I replaced the 127 main jet with the 130 jet that came with the carb and things seemed to function much better so change both jets if received with the carb. I then redid the jet settings from zero, small idle jet 2,5 turns and the bypass jet 2 turns out, the 2.5 turns on the idle jet was running a bit rich, so I went to 3 turns out, adjusted the idle down to 11-1200 rpms and it was a bit jumpy on the gauge, took it for a test ride and the operation improved the more I rode it, stopped and did a few more adjustments on the volume jet turned it off and let it sit for a few, restarted it and it ran super smooth, for those with the 1200 take it for a ride so the carb can get use to the needs of the cylinders and adjust as needed, also there could be machine shavings still in the carb that needed to be cleared out for the jets to work properly. Would do a video on this but an explanation allows everyone to read what they need to know. Again great move to this conversion and will not look back, I will give my old carbs assembly to anyone wanting it, plus the extra set I brought last month for FREE, pickup or pay for shipping. Again THANKS for WATCHING
Update as of 1 Oct 23, switched back to the EMPI 34 PICT3 and changed the idle jet to a 50 and the main jet to a 120, no better performance would idle and had to pump the throttle to get the rpms up it would run fine and smooth at 3000 rpms but idling was again erratic and not stable, 4 Oct 23 changed the main jet to a 55 and the main jet to a 127.5 and will start the Bypass screw 2 turns out and the idle jet 2.5 turns out and adjust again to get the needed response for idle and higher rpms.
Update as of 21 Oct 23, still getting the hesitation during start off, adjusting the volume mixture did not help, today decided to increase the idle jet to a 65 which improved the response dramatically, took it on a test ride very little hesitation so therefore the hesitation is from the operation of the idle jet, I will either get a 75 or use my micro drill bits and bore the 65 out a bit more, will update again once completed if its not too cold here in Va.
Update as of 12 Sept 23, I installed the Solex H30/31 PICT, it was easier to tune but still the hesitation during riding, I found a way to adjust the carb while riding and I screwed the bypass screw counterclockwise adding more air to the system and the hesitation ceased but the rpms at idle went to 2000, was advised to starve it of fuel to lower the rpms, will update again after further adjustments, still have faith in the one carb system.
I did that a year ago I love my bike again after messing with those 4 carbs for years I could never get them tuned right. So I put the vw pic34 carb now it runs great.
Update: as of 3 Sept I received info that the 134-3 carb is the wrong carb for the 1200 conversion and was advised to install the H30/31 PICT Type 1234 for Bug, Bus Karma Kia 1500cc Beetle VW, which I ordered today on eBay, carb will arrive to me 9 Sept, I will update again on this installation with the new carb, recommend those to hold off on the 134 EMPI 3 Carb conversion until after my update after 9 Sept.
Also Can that Reed Control valve is a gimmick Honda added during that time to show they were doing something for air emissions, See my additional video on it running without it., again Thanks for Watching.
Hi. Thanks for the video. You gave so much info and we appreciate it! I have done the conversion on my 84 and I have terrible idle and the low end torque is completely gone. I'm being told that I need to get some sort of heater for the carb before I even begin to try to adjust it. Apparently they ice up on the inside. Have you been able to get yours running? are you using heat? Thanks again!
Thanks for watching, I have went thru several options and jets and carb adjustments, but I have my bike running and revs great sitting still but when power is added it bogs down, there are thousands of options to find the right sequence of air and fuel mixture, join the page of Classic Goldwings and see my segments called Single carb conversion under my usernane Chicken Wing and the pics of a heat deflector to keep the intakes warm.
Yes mine will idle fine and revs fine but to aid in the slowing of the intakes chilling is to let the engine warm up at a idle and also a heat shield won't hurt see the pics on what I did with a windshield heat shield double layered and a cardboard inner lining.
I have the same problems on my GL 1100 with single carb done by previous owner . Terrible performance . Going back to the old carbs . Anyone that I've spoken to about single carb has had nothing but trouble , don't do it .
what jet sizes are you using? i have the same carb on my gl1200 came with same 60,55 jets. bike runs way too rich with either idle jet. this carb is for a 1600cc motor. should i try a 45 or 40 idle jet to run leaner?
Bw3xe, I just installed a 55mm idle jet and a 120mm main jet, it idles fine but getting it to rev up higher you have to pump the throttle slowly, so what my next move is to install the main jet to a 145 mm, I also have a 130 Solex but The EMPI seems more promising, I may have to look on eBay to find a 145 mm jet, I also have a 130 jet. I feel your frustration but after asking numerous people about their fix, they can't remember because it has been 5 or more years ago, keep in touch as I try various methods to come to a desired conclusion.
i think your right i think it has something to do with the jet size i saw on ebay they have a jet kit im thinking about ordering it and trying different jets. i also have a pict 30 carb thats a little smaller but i havent tried it yet since the pict 34 seems like a better carb. i just read in a forum that the pict 34 is for a 1600cc engine@@max1chase166
@@EL-bw3xe After letting it run yesterday and some hesitation near 2000 rpms, I will increase the main jet from the 120 to the 127.5 and see how it does after that, Keep in contact so we can solve this mystery 😁😁😁
I plugged the line on the ECM on the bike and left the vacumn ports on the carb plugged., thanks for watching, the knack to fine tune these carbs is to ride it under gearing pressure so the carbs can react to the need.
I saw the kit for sale on You Tube, but unless you have the equipment to tune it perfectly it's going to be a problem, I went back to thec4 carbs and rolling mine again.
An additional note while trying to dial the carb in for a smooth idle with the 55 idle jet, it does not dial in for use with the 1200 engine, I switched out the 55 Jet and replaced it with the 60 Jet and the smooth idle was achieved. More notes will be applied as discovered.
I did this conversion as well 3 weeks ago. Gl 1000 1978 bike runs great .l did not turn any screws for first week let the seals swell gaskets.only had to adust accelerator pump.gets solid 35 mpg😊
on the gl1000 carburettor there was a vacuum connector to a carburettor associated with the throttle back problem causing backfiring. In the GL1000 workshop manual it is referred to a a deceleration jet. If the system was blocked staring was difficult and throttling back was rough running and backfiring.
Thanks for the feedback, I did this video on a 84 1200, That info will help others, Thanks and Thanks for watching
As I stated in my previous comment I changed the 55 idle jet to the 60 idle jet, Well the desired operations was still not met, so I replaced the 127 main jet with the 130 jet that came with the carb and things seemed to function much better so change both jets if received with the carb. I then redid the jet settings from zero, small idle jet 2,5 turns and the bypass jet 2 turns out, the 2.5 turns on the idle jet was running a bit rich, so I went to 3 turns out, adjusted the idle down to 11-1200 rpms and it was a bit jumpy on the gauge, took it for a test ride and the operation improved the more I rode it, stopped and did a few more adjustments on the volume jet turned it off and let it sit for a few, restarted it and it ran super smooth, for those with the 1200 take it for a ride so the carb can get use to the needs of the cylinders and adjust as needed, also there could be machine shavings still in the carb that needed to be cleared out for the jets to work properly. Would do a video on this but an explanation allows everyone to read what they need to know. Again great move to this conversion and will not look back, I will give my old carbs assembly to anyone wanting it, plus the extra set I brought last month for FREE, pickup or pay for shipping. Again THANKS for WATCHING
I will take the old set of carbs. How do I get intouch
@@Bikesndstuf sorry but a guy came and picked them up a day later for his bike.
After the conversion. Please 🙏 does it run smoothly and fast
One correction on replacing the main jet, it is screwed all the way in and Not backed off 2 turns like I stated, sorry for slip of tongue.
Please where can I buy the Volkswagen carburetor and what make and year of Volkswagen cab.
Update as of 1 Oct 23, switched back to the EMPI 34 PICT3 and changed the idle jet to a 50 and the main jet to a 120, no better performance would idle and had to pump the throttle to get the rpms up it would run fine and smooth at 3000 rpms but idling was again erratic and not stable, 4 Oct 23 changed the main jet to a 55 and the main jet to a 127.5 and will start the Bypass screw 2 turns out and the idle jet 2.5 turns out and adjust again to get the needed response for idle and higher rpms.
Update as of 21 Oct 23, still getting the hesitation during start off, adjusting the volume mixture did not help, today decided to increase the idle jet to a 65 which improved the response dramatically, took it on a test ride very little hesitation so therefore the hesitation is from the operation of the idle jet, I will either get a 75 or use my micro drill bits and bore the 65 out a bit more, will update again once completed if its not too cold here in Va.
Update as of 12 Sept 23, I installed the Solex H30/31 PICT, it was easier to tune but still the hesitation during riding, I found a way to adjust the carb while riding and I screwed the bypass screw counterclockwise adding more air to the system and the hesitation ceased but the rpms at idle went to 2000, was advised to starve it of fuel to lower the rpms, will update again after further adjustments, still have faith in the one carb system.
I did that a year ago I love my bike again after messing with those 4 carbs for years I could never get them tuned right. So I put the vw pic34 carb now it runs great.
I did this on my gl1100 but I have to rev it pretty high to get off the line? How's your experience?
Update: as of 3 Sept I received info that the 134-3 carb is the wrong carb for the 1200 conversion and was advised to install the H30/31 PICT Type 1234 for Bug, Bus Karma Kia 1500cc Beetle VW, which I ordered today on eBay, carb will arrive to me 9 Sept, I will update again on this installation with the new carb, recommend those to hold off on the 134 EMPI 3 Carb conversion until after my update after 9 Sept.
So what did you with the 4 hose's that come off each intake under the intake boot. I forgot about them and not sure what to do with them.
See my video on 84 Goldwing reed control valve jet issues, thanks for watching.
@@max1chase166 I will tonight when I get home. Thank you!!
Also Can that Reed Control valve is a gimmick Honda added during that time to show they were doing something for air emissions, See my additional video on it running without it., again Thanks for Watching.
Hi. Thanks for the video. You gave so much info and we appreciate it! I have done the conversion on my 84 and I have terrible idle and the low end torque is completely gone. I'm being told that I need to get some sort of heater for the carb before I even begin to try to adjust it. Apparently they ice up on the inside. Have you been able to get yours running? are you using heat? Thanks again!
Thanks for watching, I have went thru several options and jets and carb adjustments, but I have my bike running and revs great sitting still but when power is added it bogs down, there are thousands of options to find the right sequence of air and fuel mixture, join the page of Classic Goldwings and see my segments called Single carb conversion under my usernane Chicken Wing and the pics of a heat deflector to keep the intakes warm.
See the other video of Choice of carbs and jets, hope it helps.
Yes mine will idle fine and revs fine but to aid in the slowing of the intakes chilling is to let the engine warm up at a idle and also a heat shield won't hurt see the pics on what I did with a windshield heat shield double layered and a cardboard inner lining.
I have the same problems on my GL 1100 with single carb done by previous owner . Terrible performance . Going back to the old carbs . Anyone that I've spoken to about single carb has had nothing but trouble , don't do it .
what jet sizes are you using? i have the same carb on my gl1200 came with same 60,55 jets. bike runs way too rich with either idle jet. this carb is for a 1600cc motor. should i try a 45 or 40 idle jet to run leaner?
Bw3xe, I just installed a 55mm idle jet and a 120mm main jet, it idles fine but getting it to rev up higher you have to pump the throttle slowly, so what my next move is to install the main jet to a 145 mm, I also have a 130 Solex but The EMPI seems more promising, I may have to look on eBay to find a 145 mm jet, I also have a 130 jet. I feel your frustration but after asking numerous people about their fix, they can't remember because it has been 5 or more years ago, keep in touch as I try various methods to come to a desired conclusion.
i think your right i think it has something to do with the jet size i saw on ebay they have a jet kit im thinking about ordering it and trying different jets. i also have a pict 30 carb thats a little smaller but i havent tried it yet since the pict 34 seems like a better carb. i just read in a forum that the pict 34 is for a 1600cc engine@@max1chase166
@@EL-bw3xe After letting it run yesterday and some hesitation near 2000 rpms, I will increase the main jet from the 120 to the 127.5 and see how it does after that, Keep in contact so we can solve this mystery 😁😁😁
will do! ill let you know what i figure out with my gl1200 next few days@@max1chase166
What about the vacuum line to computer did you end up using it or did you discontinue it
I plugged the line on the ECM on the bike and left the vacumn ports on the carb plugged., thanks for watching, the knack to fine tune these carbs is to ride it under gearing pressure so the carbs can react to the need.
What is the model number of the vw carburator?
It is a EMPI 34 PICT 3 carb, Thanks for Watching
I got 1200 sitting for 15yrs showroom condition but the carbs ! I will like to do the comvertion where do l get the kit?
I saw the kit for sale on You Tube, but unless you have the equipment to tune it perfectly it's going to be a problem, I went back to thec4 carbs and rolling mine again.
The single carb conversion will never work nearly as well as properly tuned honda 4 carb set-up, watch a Randall Washington (Randakk) video.
Not entirely true mine works quite well with a single vw beetle Chinese knock off carb. Right out of the box.
😂
I think I will stick to my factory carbs
I went back to the factory carbs because the one carb conversion is very picky
don't do it , terrible performance .
I went back to the 4 carbs again.