Dwell
On all SOHC Fours, the point gap changes as the backing plate is rotated due the eccentricity inherent in its sloppy fit in the crankcase casting. The gap also changes when the 2&3 points are timed due the fact that the 2&3 assembly adjusts on a different center than does the backing plate. On the early 750s, you can add the off-center advancer stud to these problems.
Points life
Honda's condensors virtually never fail. Although badly pitted points may indicate bad condensors, more often it's something else. Poor grounds, for example. Check the engine mounting bolts by revving up the engine with a multimeter set to DC volts, wired to both the engine and frame. If there is any reading, start tightening things until there is none. Another thing that makes points wear quickly is how far they are from the condensors. Honda's in-line fours are blessed with condensors that couldn't be any closer to their points: they're right on top of them. The old points model Gold Wing however has condensors that are mounted some 2½ feet from their points, with the result enough electrical resistance to make a dramatic difference in point life on those models. 1975-1979 Gold Wings just eat up points.
Gold Wing coils
1975-1979 Gold Wing coils are actually 6 volt, but like the old air-cooled VW racing coil, work fine on 12 volts, with a commensurate increase in output and no loss of durability (like the ignitions in a lot of 50's-'60s cars, the GL1000's ignition is wired to start on 12 and run on 6, so the coils are quite durable). Remove the attached ballast resistor however and save it for the eventuality that you later opt for an aftermarket electronic ignition such as a Dyna, in which case you'll want to reinstall it to make the GL coils compatible with the aftermarket system.
