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Sidecar Bob wrote:3rd report: The Labrador trip was delayed so I reached 200 Km before we left. A few days before I left I realized that oil was dripping from the oil filter cover. The bolt was tight so maybe I had dislocated the o-ring and pinched it somehow. Well, it wasn't that bad so I thought maybe I'd leave it for a couple of weeks after I got back but when I finally took it out again last Friday after sitting for 3 weeks the oil was fairly pouring out around the filter cover so instead of going for a ride I headed back home immediately to change the oil right away.

I've never seen this before: I use non-original oil filters from eBay that come with o-rings. When I installed one in the new engine before installing it in the bike the o-ring it protruded from the groove as it should in order to seal properly but when I removed the ring it was significantly smaller and much stiffer and it was obvious that it could not possibly seal properly. I compared the o-ring that came with the second filter with a Honda one and it was already stiffer and smaller so I installed the new filter with the Honda o-ring (I replaced the o-ring on the bolt with one I liked better too) and after a short ride yesterday there are no drips so that had to be the problem.

Sidecar Bob wrote:Yes. The combination of 1000 engine and 1100 final drive resulted in overall gearing more than a gear higher than stock, which was wonderful on 2 wheels. I live in a rural area so most of my driving is on 80 Km/h roads in high gear where the lower RPM resulted in substantially better the mileage. The only negatives were that I always had to gear down to pass cars, to drive through towns with 50 Km/h speed limits and occasionally on a long steep hill. And that it didn't pull away quite as fast (still faster than most cars) but if you aren't drag racing that isn't a problem. Oh, and the 1100's wiring doesn't short the ballast resistor when starting so it will have to crank just a bit longer to start it (unless you change to GL1500 coils without the ballast).

The 1000 engine bolted into the 1100 frame and connected to the 1100 driveshaft with no modification. All I had to do was figure out how to mount a couple of generic automotive condensers in place of the 1100's spark units and how to connect the points ignition into the 1100's harness.