GL1000 project............

[Byrdman]

Okay, I've been playing with the old Goldwing engine/tranny for a few weeks now! While I could separate the transmission and clutch assembly from the cylinders, the layout would stink for use with a diesel engine.

So, the new step is to use a small (2 or 3 cylinder) engine with a stubshaft. Install a Comet torque-a-vertor on the shaft and run that to an independent jackshaft. On the other end of the jackshaft, I'll run a chain back to the bikes original driveshaft that comes off of the back of the engine. Of course there will be all kinds of shaft supports needed.

The torque-a-vertor will obviously control the clutching and "gear changes". The jackshaft will allow me to somewhat center the engine in the frame and the final set of gears/chain will allow me to adjust final drive gearing.

Anyone understand what I'm thinking? I'm sure I've done an awful job of describing what I'm envisioning!

[andrewaust]

Bugger! It would have been a much easier job to use as much of the original drive train as possible.

I thought about the plan you had, sorta getting my head around what you are thinking. Would a BMW box or similar be easier to adapt then using a lot of shafts etc. Just thinking the drive train is as strong as its weakest link.

Still it would be interesting to see what you have in mind with a diagram/mud map!

I'll have a look-see at a link I know http://www.bikebandit.com/ and see if they have a few exploded views of various in-line engine transmission motorcycles.

I'm waiting for a mate to drop the covers off his VT 1100 to see how its all mated up with the engine and transmission. I know the CX 500 had the engine and transmission in the same casing - Damn.

The VT 1100's are still pulling big bucks, so I don't think I'll be doing any new conversions for a while





Cheers


Andrew

[Rick]

Byrdman,
I understand exactly what you're describing. I toyed with the same idea for a few years myself, but eventually gave up on it. I had a few Guzzis over the years, and was familiar with them so thought about going that route.

[Byrdman]

Kind of like this.

As viewed from the top of course.

[oilburner]

Here's a picture of my Daihatsu D950 mated to a BMW gearbox using an adapter I made up myself. This picture and several others of the project currently being displayed on the dieselkrad website at:
http://dieselkrad.info/dieselmotorraede ... avery.html
Avery

[andrewaust]

Thanks for posting the diagram up Byrdman, it's what I thought you were getting at. Would be good to have part of the transmission system enclosed somehow if you were going to go that way?

Avery! Looks like a very neat setup - well done. This is something I think I'll look into if I start a multi cylinder conversion.

Firstly - I'd have to get through the red tape here! That's going to be the most time consuming and expensive part, something I probably won't be able to manage for some time. It's totally ridiculous



Cheers


Andrew

[LocomotiveBreath]

What you all are doing is the same as I'm doing but with a Honda GL1800 final drive and a centrifugal clutch instead of the CVT. Also I see a fellow member (cdog) has done the same seen in our forum @ http://tinyurl.com/yscq7w

I have parts machined up for those that might be interested in doing the GL1800 final drive, they are cheap (see: http://tinyurl.com/yrbrcs ), bullet proof, and come with 316mm ventilated floating disc with a split port caliper for actuation either from front, rear, or both braking.

If any are interested, feel free to contact me. http://img452.imageshack.us/img452/7277/dscf0007ax3.jpg

Also note, the GL1800 final drive have a standard 2.75:1 ratio also I have heard 2.86:1 also, I have five (5) complete setups and I think they are worth looking at. Also they are one sided, and have a 5 on 100mm bolt pattern.

Dave