Contents • • • • • • • • • • • • • • • • • • • • • • • • • • • Gold Wing development [ ] In 1972 Honda assembled a design team to explore concepts for a new flagship motorcycle, something Honda R&D had deliberated over ever since the was introduced. The project leader was, who in the previous decade had designed Honda’s five- and six-cylinder engines (as well as the V12 engine for auto racing) and then helped with the development of Honda’s car business.

Aug 29, 2017. Honda Manuals. Manuals for several of the above models can be found here. Manual for Honda C50, C50M, S50 and C65, C65M, S65 here. Manual for Honda C100, Honda C102, Honda C110, Honda C111 Honda Early Cast Iron Pushrod 50cc Engine here. Document showing various early models of. 2002 Honda Goldwing Owners Manual READ ONLINE.

Irimajiri-san was thus an apt choice to create an amalgamation of disparate technologies—automobile engines and multi-cylinder race bikes. A related event was the introduction of the clean-burn auto engine at the 1972 Tokyo show. It was Honda's first liquid-cooled engine to go into production; Honda cars as well as motorcycles had all been air-cooled up to that time.

Soichiro Honda was not easily convinced that liquid-cooling was superior to air-cooled engines (which he had worked on for 50 years) but younger engineers eventually prevailed. Honda F1 racing RA273E 3-liter V12 engine designed by Shoichiro Irimajiri M1 prototype [ ] During its development in the late 1960s, the CB750 was called informally the 'King of Motorcycles' so it was fitting that Honda's next big thing would become known by the moniker 'King of Kings' at inception (as well as later on).

By the end of 1972, the project team had made a break with motorcycle tradition (and a complete change from Honda practice) in the form of an experimental prototype, known by the code name M1. Instead of a layout, the M1 motorcycle (still in the possession of Honda R&D today) has a, making it ideal for a driveshaft even though every prior Honda used a chain for the final drive. Rather than a or the M1 has a, and at 1470cc, it has twice the displacement of the. Instead of designing it for high-performance (although some of the engineers wanted to) the M1 engine was built to produce plenty of torque across a wide power band. Unlike every other Honda motorcycle of the time, the M1 engine used. The M1 engine puts out 80 horsepower (60 kW) at 6700 rpm, allowing for a top speed of 220 kilometres per hour (140 mph). Unconstrained by practicalities, this brainstorm from the project team was far from a production prototype.

On the contrary, the M1 was never meant to see the light of day. Nonetheless, the M1 must be seen as the primordial Gold Wing because so many of its basic and distinguishing features appear in the lineage.

The flat-six gives the M1 motorcycle a very low center of gravity, which enhances stability, but the length of this engine plus gearbox does not allow a comfortable riding position, which was so cramped that the project moved towards the concept of a more compact engine. 1979 GL1000 with Windjammer fairing on the The engine was modified in 1978 for the GL1000 K3 model, in order to make more torque available at lower engine speeds; the carburetors were reduced in size by 1 mm, the exhaust system was redesigned, and were altered. The kick-start mechanism was removed from the engine, and a reserve lighting module for the headlight and taillight (automatically switching to the second filament when one burns out) was removed from the electrics. A small instrument panel appeared on top of a restyled dummy fuel tank.

Wire-spoke wheels were replaced with Honda's new, but the existing tires with inner tubes remained. Dry weight grew to 601 pounds (273 kg) and the selling price went up to $3,200. 1979 marked the end of GL1000 development with the K4 model (the UK version was designated KZ). Dry weight increased slightly to 604 pounds (274 kg) and the selling price jumped to $3,700 for the last Gold Wing to be powered by a one-liter engine. There were only minor changes for this model year, except for the ComStar wheels; new ComStars had stronger steel spokes on aluminum rims instead of the original aluminum spoked wheels that precipitated a 1979 recall (for the 1978 model year).

During the final run of the GL1000 in 1979, Hondaline saddlebags and trunk were available, but Honda still did not offer a fairing. Honda sold more than 97,000 units of the GL1000 in the United States between 1975 and 1979. GL1100 [ ] Gold Wing GL1100. Honda GL1100 Interstate at the 2012 Christmas toy run in After five years of the GL1000, the second-generation Gold Wing was released in 1979 as a 1980 model, and the GL1100 would be continued through the 1983 model year. The GL1100 was manufactured in Japan until May 1980 when Honda started building 1981 models at the in Ohio (which had been making frames and parts for various models since 1974). Gold Wings would be built at a rate of 150 units a day for the years 1981-1983.

Engines were still being built in Japan, but Honda began to market the machine as being made in America. The Gold Wing faced competition from Japan in the form of the with an, and especially in the that had a massive 1300cc with. Honda responded by increasing the displacement of the Gold Wing, and then followed-up by announcing the first Japanese. The new engine was more than just a GL1000 with a 3 mm larger, the alterations clearly emphasized torque over horsepower. The were modified to improve combustion at low and middle engine speeds, transmission gear ratios were changed and the final drive ratio shortened to make more torque available at highway speeds. The bore size for all four carburetors was again reduced by 1 mm, to 30 mm. The wheelbase was lengthened over that of the GL1000, and was added.

The GL1100 had an adjustable seat, and for the first time used tubeless tires, mounted on black reverse ComStar wheels. The Gold Wing, which would become known as the Standard model, weighed 589 pounds (267 kg) dry and sold for US $3,800. In spite of the fact that here were only minor changes to differentiate the GL1100 '81 edition from the previous year, the price went up to $4,100. All the 1982 Gold Wings had transmission ratios revised (again) to lower engine rpm at cruising speeds, new brakes with twin-piston calipers and wider tires on smaller wheels. Dry weight for the GL1100 '82 was 595 pounds (270 kg) and the price was $4,250. Transmission gear ratios were revised yet again for the 1983 Gold Wings to lessen engine speed on the highway. But the significant changes were not to the engine, they were to the running gear in this last year for GL1100s.

Cast aluminum eleven-spoke wheels replaced the ComStars. The front suspension was endowed with anti-dive forks with an integrated fork brace, and the rear suspension worked even with no air pressure. Honda's first, dubbed Unified Braking at the time, debuted in 1983; it engaged both front and rear brakes in unison when the brake pedal was applied.

Dry weight for the standard GL1100 inched up to 599 pounds (272 kg) and the price crept up to $4,300. GL1100 Interstate [ ] Honda went beyond the mechanical makeover of the naked Gold Wing in March 1980 by releasing the first Japanese turn-key tourer, the Interstate model (GL1100I) with a factory-installed, saddlebags and a removable trunk, plus a long list of optional extras including a stereo system. This bike was called the De Luxe model (GL1100DX) in some markets. The fairing was designed to protect both the rider and a passenger from the wind. Likewise, the saddlebags and trunk were intended to carry the baggage of two people. This made the Interstate significantly heavier than the standard model, with a dry weight of 672 pounds (305 kg), and more expensive at US $4,900.

The almost identical Interstate model for '81 was $5,100. The GL1100I '82 model offered more options, such as a new stereo, a 40-channel, and an on-board compressor to adjust the suspension air pressure. Dry weight was 679 pounds (308 kg) and the price was $5,450. The GL1100I '83 received the engine and running gear updates of the standard model; dry weight increased to 686 pounds (311 kg) and selling price to $5,550. Honda Gold Wing GL1100 Full-Dresser GL1100 Aspencade [ ] Starting in 1982, Honda offered three different Gold Wing models. With the introduction of the Aspencade (GL1100A) Honda took the full-dress tourer to a new level of luxury, with a larger seat, two-tone paint and more storage compartments, together with many options from the Interstate that were being included as standard. All three brake disks on the GL1100A were internally ventilated.

The additional items jacked up the dry weight to 702 pounds (318 kg) and the price to US $5,700. The GL1100A '83 received the same engine and running gear updates of the other models. The Aspencade also got new front and rear brakes, with internally ventilated front discs (only), as well as a digital LCD instrument panel and some additional amenities for rider and passenger.

Weight went up just a bit to 707 pounds (321 kg) but the price leapt to $7,000. GL1200 [ ] Gold Wing GL1200. Honda Gold Wing GL1200 Production 1983—1987 Assembly Marysville, Ohio 1,182 cc (72.1 cu in), / 75.5 mm × 66 mm (2.97 in × 2.60 in) 9.0:1 5-speed manual Steel F: Air-assisted, anti-dive telescopic fork, 5.5 in (140 mm) travel R:Air-assist shocks 4.1 in (100 mm) travel F: Dual, 2-piston calipers R: Single disc, 2-piston caliper F: 130/90-16 67H, R: 150/90-15 74H, 30 degrees/4.6 in (120 mm) 1,610 mm (63 in) Dimensions L: 2,355 mm (92.7 in) GL1200 Standard Seat height 780 mm (31 in) Fuel capacity 22 L (4.8 imp gal; 5.8 US gal). Honda Gold Wing GL1200 Full-Dresser In 1983 Honda was facing a challenge in the marketplace from a new full-dress tourer, the with its four valve per cylinder (as Yamaha's had challenged the GL1100 two years earlier). Honda hit back at the late that year by announcing a new 1984 Gold Wing that pushed its four-cylinder engine design to its limits. The bored and stroked boxer produced more power and torque; a new final drive ratio gave the GL1200 taller gearing in order to reduce noise and vibration.

The four Keihin 32 mm CV carburetors were larger than those on the GL1100 engine, on the other hand, they were the same size as the '75-'76 GL1000 carbs. Incorporating hydraulic actuation for the clutch, in addition to for the valves, made the new engine virtually maintenance-free. In order to make the Gold Wing more nimble, front and rear wheel diameters contracted (and tire widths expanded) one more time. The GL1200 was built on a new, stronger frame and despite all the improvements, the claimed dry weight of the naked bike remained unchanged at 599 pounds (272 kg), and it was priced at $4,800 for the 1984 model year. 1984 was the one and only year for the GL1200 Standard (which was not exported to Europe) for the reason that sales had decreased in favor of the Interstate and Aspencade models.

This led to the decline of aftermarket manufacturers such as the. The GL1200's competitors were becoming more numerous. Last of the big Japanese manufacturers to do so, Suzuki finally entered the marketplace in 1985 with their full-dress tourer, the with a, four valves per cylinder,. In 1986 Yamaha enlarged the Venture's V4 engine to 1300cc, and Kawasaki introduced the ZG 1200 Voyager XII with a four-valve, DOHC,. With three versions of the Gold Wing boxer motor spanning a dozen years, by 1987 further development of the flat-four engine was regarded as being constrained by the law of diminishing returns. Had been increased twice to generate more torque, but this also made each more intense.

During the same time period, gear ratios had been raised to decrease engine RPM ( and reducing vibration as well as noise levels) which in turn made pulses through the drivetrain seem rougher to the rider because firing intervals were farther apart. The obvious way to deliver power more smoothly (as had demonstrated with the M1 engine) was to step up from four cylinders to six. GL1200 Interstate [ ] Having introduced the full-dress Interstate with the GL1100, Honda used the GL1200I '84 to refine the Gold Wing's fairing so that it would come across as a basic part of the bike and not as an afterthought. The new model Interstate (still called De Luxe in Europe) had an automotive-style instrument panel up front and increased luggage capacity in back: 38 liters (1.3 cu ft) in each saddlebag plus another 63 liters (2.2 cu ft) in the trunk. Dry weight for the 1984 Interstate was 697 pounds (316 kg), and its price was $6,200. Despite giving the Gold Wing taller gearing the year before, in 1985 Honda shortened the overall gearing to improve performance.

There were many small changes to the GL1200I '85 but atypically its price was the same as it was the previous year, and at 699 pounds (317 kg) its weight was basically stable. The GL1200I '86 got more small updates, but the significant change was that all Gold Wing engines were being produced in Honda's plant from July 1985. Claimed dry weight for the 1986 Interstate was unchanged; however, its price increased to $6,700. The GL1200I '87 got a new seat design with three-stage foam; neither weight nor price increased for 1987, the last year of the four-cylinder Gold Wing Interstate. GL1200 Aspencade [ ] The GL1200A '84 had all the features of the GL1200I, plus a new Panasonic audio system that combined AM/FM radio, cassette player and an intercom between the rider and passenger.

Unlike the analog instruments of the Interstate, the Aspencade had a dashboard with an LCD digital display. The GL1200A also had foot boards for the passenger instead of footpegs. Claimed dry weight for the 1984 Aspencade was 723 pounds (328 kg), and its price was $7,900. The price was unchanged for 1985, and the Aspencade received the same updates as the Interstate model for that year. Dry weight for the Aspencade was 728 pounds (330 kg) in both '85 and '86.

In 1986 Dolby noise reduction was added to the audio system, which was replaced with an improved Panasonic system in 1987. The price was $8,500 for both years. In its final year, the GL1200A got the same seat upgrade as the GL1200I '87 model and some amenities that had been optional were made standard, increasing the dry weight of the Aspencade to 743 pounds (337 kg). Fuel-injected models [ ] In 1985 Honda marked the tenth anniversary of the Gold Wing by launching a gold-painted, $10,000 Limited Edition model (GL1200L) luxuriously equipped with cruise control, auto-leveling rear suspension, an electronic and a four-speaker audio system. The significant development was that the GL1200L was furnished with Honda's system, previously used on the turbocharged and (variants of the ).

Also known as the LTD, 5372 units were built and sold only in North America. Claimed dry weight for the GL1200L was 782 pounds (355 kg). To a limited extent, the Limited Edition turned out to be a sham when the SE-i (Special Edition—injected) debuted in 1986, as essentially a repainted GL1200L selling for $2 less than the '85 model.

The SE-i had the same Dolby audio system as the GL1200A '86 and was only available in the US. This was the only year for the SE-i because the high cost of the fuel injection system forced Honda to return to carburetors for 1987.

GL1500 [ ] Gold Wing GL1500. 1992 Gold Wing GL1500 Aspencade A new design team began work on the fourth-generation Gold Wing in 1984.

Honda describes prototype testing as involving sixty developmental stages, and building fifteen different test bikes, including one made from a GL1200 frame coupled with the original M1 engine so that a six-cylinder could be compared to a four-cylinder head-on. This early '70s prototype had an influence far beyond what the M1's initial designers could have expected.

New Gold Wing engine design goals were smoothness, quietness and enormous power. Ultimately, a redesigned Gold Wing made its debut at the 1987, 13 years after the original GL1000 was first shown to the public at the same venue, and the GL1500 brought the most changes seen to the Gold Wing series since its inception. The biggest difference was that the was replaced with a. Although the GL1500 still used carburetors, there were just two large 36 mm CV supplying all six cylinders, the first time any Gold Wing had less than one carb per cylinder. Honda also enclosed the entire motorcycle in plastic, giving it a seamless appearance. The seat height was lowest yet on a Gold Wing, the passenger back rest and trunk were integrated, and a central mechanism locked the trunk lid and saddlebags.

Rear suspension air pressure was adjusted by an on-board compressor. One major innovation was the addition of a 'reverse gear', which was actually a creative use of the electric starter motor linked to the transmission. Because of the size and weight, Honda felt that some people would have problems backing it up.

The new Gold Wing had grown in nearly every dimension. A larger windshield, longer wheelbase, two more cylinders, more horsepower, more bodywork, more electronics, more accessories and more mass: 794 pounds (360 kg) dry. Options include a passenger audio control and rear speakers, CB radio, auxiliary lights and exterior trim. In another first for the GL1500, 1988 was the year Honda exported Gold Wings from the US to Japan for the first time. The US price was $9,998.

For 1989 Honda modified the brake discs, and raised the price by $1,500. Brake discs were modified again in 1990, as were the carbs and camshafts, without a price increase. The claimed GL1500 dry weight for '90 was 798 pounds (362 kg). In addition, a Gold Wing 15th Anniversary Special Edition model (GL1500SE) made its debut in 1990 The following year, to celebrate the 10th Anniversary of American-made Gold Wings, every bike produced for 1991 came with a numbered plaque and anniversary edition insignia.

There were three '91 models: Aspencade indicated the regular GL1500 model; the luxurious Special Edition from the year before carried on as the SE model; and the Interstate name denoted a stripped-down model. GL1500 with the dashboard visible GL1500 Aspencade [ ] When the Honda of America Manufacturing (HAM) plant in produced its 500,000th vehicle in 1991, it was a Gold Wing Aspencade.

The claimed dry weight for the GL1500A '91 was 800 pounds (360 kg); the asking price was $12,000, and then $12,300 for 1992. Honda began offering extra cost paint options, and Honda Canada inaugurated Canadian Edition Gold Wings in '92. Beginning in 1993, all GL1500 pivoted on needle bearings, and the was updated to directly read crankshaft speed for enhanced precision; the GL1500 '93 cost $12,400. 1994 was the seventh year of GL1500 production (longer than any of its forerunners) and nothing significant changed except the asking price: GL1500A '94, $13,000. 1995 was the 20th Anniversary of the Gold Wing. American Honda published a special hard-cover book. All 1995 models got commemorative emblems, cosmetic changes, a thinner and narrower seat and suspension improvements which reduced ground clearance, contributing to an even lower seat height (offsetting the weight gain).

The GL1500A was at its heaviest in '95; the claimed dry weight would stay at 802 pounds (364 kg) until the end of this model. The GL1500A '95 price rose significantly to $14,000.

The 1996 Aspencade received an upmarket audio system that had been exclusive to the GL1500SE. The price of the GL1500A '96 rose to $14,700. Yet another milestone was reached in mid-1996 when a Gold Wing Aspencade was the millionth Honda motorcycle made in America to roll off the assembly line at the. The GL1500 family got bigger when Honda created the first GL1500C Valkyrie in May, 1996 (for the 1997 model year). The Valkyrie was the first naked GL since 1984. 1997 GL1500s received engine, transmission and final drive improvements first introduced on the GL1500C; Aspencade price rose slightly to $14,900. A 1998 Gold Wing styling makeover extended to the engine with redesigned, but no price increase.

Honda commemorated 50 years in America by adding 50th Anniversary emblems to all 1999 Gold Wings; the GL1500A '99 price increased to $15,100. The 2000 Gold Wings had chrome-plated, Canadian and American models also had gold-plated 25th Anniversary emblems marking 25 years since the first GL1000 debuted for the 1975 model year. The final GL1500 Aspencade model sold for $15,200. A complete redesign of the began In January 2000 to build the next Gold Wing, and stories soon came out in the motorcycle press that the Gold Wing itself was being redesigned. The GL1500 had been in production for 13 model years, which was as long as all of the four-cylinder Gold Wings combined; moreover, GL1500 engine continued to be used in the Valkyrie through the 2003 model year.

GL1500 SE [ ]. Honda Gold Wing GL1500SE in, southern France The original 15th Anniversary Special Edition model had a vented windshield, additional lights, upgraded sound system, two-tone paint with special insignia, adjustable passenger floorboards and adjustable foot pegs as well as foot heaters for the rider. In 1990 it sold for $13,500 and weighed 807 pounds (366 kg) dry. The GL1500SE '91 was essentially unchanged, though weight and price were up a bit at 809 pounds (367 kg) and $14,000.

Hitherto optional rear speakers and CB radio became standard on the GL1500SE '93; boosting both its weight—813 pounds (369 kg)—and its price, $14,700. The GL1500SE '94 price was $15,300 and the GL1500SE '95 20th Anniversary model jumped to $16,300. The GL1500SE '96 took another jump to $17,400. The GL1500SE '97 with powertrain updates cost $17,600. The restyled GL1500SE '98 was up to $17,800. Honda marked its 50th Anniversary in 1999 without a GL1500SE price increase, and the American-made GL1500SE '99 that was exported to Japan got a two-tone paint job. More significantly, the export model got an exhaust air-injection system along with carburetor modifications in order to pass Japan's new emission regulations.

The 25th Anniversary GL1500SE in 2000 had a price increase to $17,900. Claimed dry weight from 1995 to 2000 was 816 pounds (370 kg). GL1500 Interstate [ ] The GL1500I '91 model had its weight and price cut by eliminating the reverse gear, cruise-control, the passenger footboards, and by replacing the audio system with a small Kenwood radio. The seat was lowered by 0.8 inches (20 mm).

Claimed dry weight for the 1991 Interstate was 760 pounds (340 kg) and it cost $9,000. In 1992 the Kenwood radio was, in turn, replaced by a new Panasonic 25-watt-per-channel sound system with intercom. Weight for the GL1500I '92 rose slightly to 767 pounds (348 kg) and its price to $9,200. The Intersate had a 1993 price increase to $9,600 and then again to $10,000 for 1994. As with the other 20th Anniversary models, the cost of a GL1500I '95 jumped appreciably to $11,200.

The last GL1500I was the 1996 model selling for $11,900. Claimed dry weight for '95 and '96 was 769 pounds (349 kg).

The Interstate model was discontinued, replaced in 1997 by the Valkyrie Tourer (GL1500CT) as well as the 1999 Valkyrie Interstate (GL1500CF). GL1800 Gold Wing The 2001 GL1800 was the first new model in 13 years. The engine was for this model increased to 1,832 cc (111.8 cu in), and. At the same time, the weight of the bike decreased from that of the GL1500. This was done by making the frame out of high-strength aluminium. This was an frame, and was composed of only 31 individual parts (almost half the number of the previous frame). Braking was an option, added because of the increased power of the new engine, from 74 kW (99 bhp) to 87 kW (117 bhp).

The 2006 model had an optional. Other 2006 options were an in-dash called, with audio information provided through the speakers and headset cables, and a rider comfort package including seat heaters controlled from the dash, heated handlebar grips, and engine-air vents (able to be opened and closed by a lever on the left side dash) located in front of the driver's foot pegs. The 2010 model year was the last to be produced in the United States. The 2011 model year was not produced. Manufacturing shifted to Japan in 2012. 2012 Gold Wing GL1800 model for Japanese market, with windshield wiper '1st Gen' and '2nd Gen' GL1800s [ ] Some retailers of aftermarket add-ons/replacements parts group all GL1800 models into two categories (example: ).

They describe all GL1800s made from 2001-2010 as 'First Generation' or '1st Gen,' while GL1800's made in 2012 or 2013 are described as 'Second Generation' or '2nd Gen.' This is somewhat misleading because, in terms of complete Gold Wing evolution, the GL1800 itself is actually the 5th generation. As mentioned above, there was no 2011 model year produced. Honda made subtle changes to the made-in-Japan 2nd Gen GL1800. Restyled bodywork makes the fairing and saddlebags look to be less bulbous, even though the saddlebags hold more than before and the fairing was modified to better protect the rider's legs, as well as to improve the foot-warming vents. The trunk and fairing pockets, when combined with the new saddlebags, offer the rider more than 150 litres (5.3 cu ft) of storage. The instrument cluster has a brighter display screen, as well as the latest satellite and, and a new six-speaker audio system with and connectivity.

2018 GL1800 [ ] Honda has redesigned the 2018 model with two versions the standard model replacing F6B bagger now just Gold wing and top trunk version Gold Wing Tour. With a aim to make the new bike more technologically advanced, more compact and lighter weight. With a sportier new appearance the new bike is about 90 pound lighter than the previous 2017 model.

There is a completely redesigned engine with four valves per cylinder and bore/stroke of 73 mm × 73 mm (2.9 in × 2.9 in), a new frame with a Double Wishbone front suspension resembling the Duolever from, also a automatic transmission option. Valkyrie [ ]. 'Limited Edition' Valkyrie Rune In 1997 Honda brought back an incarnation of the 'Standard Gold Wing,' renamed the in the US, and called F6C in the rest of the world. It had a higher performance engine, based on the GL1500, in a -style frame. The Valkyrie Tourer version had a windshield and saddlebags. A more touring-oriented version was introduced in 1999 as the Valkyrie Interstate with a full fairing, saddlebags and trunk. These models were dropped due to slow sales, leaving the standard Valkyrie, which was discontinued after the 2003 model year.

In 2004 Honda released a 'Limited Edition' model, the Valkyrie Rune, complete with 1,832 cc (111.8 cu in) engine and unique styling. The Valkyrie engine is based on the Gold Wing engine, but has solid lifters instead of hydraulic lifters, six carburetors instead of the Goldwing's two (carbs ≤ 2000, FI ≥ 2001), more aggressive camshafts, a free flowing exhaust, and altered ignition timing to increase performance. Valkyrie revival [ ] At the 2013, Honda revealed a new naked version of the GL1800, the 2014 Valkyrie, using the same 1832cc six-cylinder engine as the Gold Wing but weighing 70 kg (150 lb) less. The new Valkyrie has increased rake and trail, front and rear suspension revised for the reduced weight, 50/50 weight distribution and large tires after the fashion of sport-bikes. Going beyond the genre, the Valkyrie's puts it clearly into the muscle bike class.

It's expected to be on sale by Spring, 2014, for about $17,000 for the base model (the model with an will cost more). F6B 'Bagger' [ ] In 2013 Honda brought out a new variation on the traditional Gold Wing, itself being available in two models, The F6B and F6B Deluxe.

The F6B is basically a greatly stripped down version of the 'standard' Gold Wing with most of the chrome trim being 'blacked out', giving the F6B a look that should appeal to many cruiser buyers. It is affectionately known as the Bagger. The rear trunk has been eliminated and the windshield is much smaller. The seat is changed for both the passenger and the rider with the most obvious difference being that the passenger no longer has the oversize backrest - a result of the removal of the trunk.

The F6B Deluxe does, however, come with a small passenger backrest as standard equipment. The basic design is, otherwise, the same as the full blown Gold Wing except that there is no reverse gear and early models did not have cruise control.

For 2018 this model is now just called the standard Gold Wing. Download Film Keramat 720p there. See also [ ] • • and • • •, and Notes [ ].

TROUBLESHOOTING The following check list of possible operating troubles and their probable causes will be helpful in keeping a motorcycle in good operating condition. More than one of these conditions may be causing the trouble and all should be carefully checked.

ENGINE Starter Motor Does Not Operate or Does Not Turn Engine Over 1. Ignition switch not in ON position. Engine run switch in OFF position. Discharged battery, loose or corroded connections (solenoid chatters). Starter control circuit, relay, or solenoid faulty. Electric starter shaft pinion gear not engaging or overrunning clutch slipping. TSM/TSSM Bank Angle Sensor tripped and ignition switch not cycled OFF then ON.

Engine Turns Over But Does Not Start 1. Fuel tank empty or fuel supply valve turned off. Fouled spark plugs.

Engine flooded with gasoline as a result of over use of enrichener. Vacuum hose to automatic fuel supply valve disconnected, leaking, or pinched. Discharged battery, loose or broken battery terminal connections.

Engine lubricant too heavy (winter operation). Spark plug cables in bad condition and shorting, cable connections loose or cables connected to incorrect cylinders. Loose wire connection at coil, battery, ECM connector or ignition control module connector.

Ignition timing incorrect due to faulty coil, ECM, ignition control module or sensors (MAP, CKP). Starts Hard 1. Spark plugs in bad condition or have improper gap or are partially fouled. Spark plug cables in bad condition. Battery nearly discharged. Loose wire connection at one of the battery terminals, coil, ECM connector or ignition control module connector.

Download Game Warrior Orochi 2 Pc Rip. Carburetor controls not adjusted correctly. Water or dirt in fuel system and carburetor. Intake air leak.

Fuel tank vent hose and vapor valve plugged, or carburetor fuel line closed off, restricting fuel flow. Enrichener valve inoperative. Engine lubricant too heavy (winter operation). Ignition not functioning properly (possible sensor failure). Faulty ignition coil. Valves sticking. Starts But Runs Irregularly or Misses 1.

Spark plugs in bad condition or partially fouled. Spark plug cables in bad condition and leaking. Spark plug gap too close or too wide. Faulty ignition coil, module, or sensor. Battery nearly discharged. Damaged wire or loose connection at battery terminals, coil, ECM connector or ignition control module connector. Intermittent short circuit due to damaged wire insulation.

Water or dirt in fuel system, carburetor or filter. Fuel tank vent system plugged or carburetor vent line closed off. Carburetor controls misadjusted. Air leak at intake manifold or air cleaner.

Damaged carburetor. Loose or dirty ECM connector or ignition control module connector. Faulty Sensor(s): Manifold Absolute Pressure (MAP) and/or Crank Position (CKP).

Incorrect valve timing. Weak or broken valve springs. Damaged intake or exhaust valve. A Spark Plug Fouls Repeatedly 1. Fuel mixture too rich or enrichener left on too long. Incorrect spark plug for the kind of service. Piston rings badly worn or broken.

Valve guides or seals badly worn. Pre-Ignition or Detonation (Knocks or Pings) 1. Fuel octane rating too low.

Faulty spark plugs. Incorrect spark plug for the kind of service. Excessive carbon deposit on piston head or in combustion chamber. Ignition timing advanced due to faulty sensor inputs (MAP and/or CKP). Overheating 1. Insufficient oil supply or oil not circulating. Insufficient air flow over engine.

Heavy carbon deposit. Ignition timing retarded due to faulty sensor(s): Manifold Absolute Pressure (MAP) and/or Crank Position (CKP).

Leaking valve. Valve Train Noise 1. Low oil pressure caused by oil feed pump not functioning properly or oil passages obstructed.

Faulty hydraulic lifters. Bent push rod. Incorrect push rod length. Rocker arm binding on shaft. Valve sticking in guide. Chain tensioning spring or shoe worn.

Excessive Vibration 1. Wheels and/or tires worn or damaged. Engine/transmission/rear wheel not aligned properly. Primary chain badly worn or links tight as a result of insufficient lubrication or misalignment.

Engine to transmission mounting bolts loose. Upper engine mounting bracket loose. Ignition timing advanced due to faulty sensor inputs (MAP and/or CKP)/poorly tuned engine. Internal engine problem. Broken frame. Check Engine Light Illuminates During Operation 1. Fault detected.

Check trouble codes for more information in service manual. Oil Does Not Return To Oil Pan 1. Oil pan empty. Oil pump not functioning. Restricted oil lines or fittings. Restricted oil filter.

Oil pump misaligned or in poor condition. O-ring damaged or missing from oil pump/crankcase junction (also results in poor engine performance).

Engine Uses Too Much Oil Or Smokes Excessively 1. Oil pan overfilled.

Restricted oil return line to pan. Restricted breather operation. Restricted oil filter. Oil pump misaligned or in poor condition. Piston rings badly worn or broken. Valve guides or seals worn.

O-ring damaged or missing from oil pump/crankcase junction (also results in poor engine performance). Plugged crankcase scavenge port. Engine Leaks Oil From Cases, Push Rods, Hoses, Etc. Imperfect seal at gaskets, push rod cover, washers, etc. Restricted breather hose to air cleaner.

Restricted oil filter. Oil pan overfilled. Lower rocker housing gasket installed incorrectly (upside down). Restricted oil return line to tank. Low Oil Pressure 1. Oil pan underfilled. Faulty low oil pressure switch.

Oil pump O-ring damaged or missing. Bypass valve stuck in open position. Ball or clean-out plug missing or leaking in cam support plate. O-ring missing from cam support plate. High Oil Pressure 1.

Oil pan overfilled. Bypass valve stuck in closed position.

ELECTRICAL SYSTEM - Alternator Does Not Charge 1. Voltage regulator/rectifier module not grounded. Engine ground wire loose or broken.

Faulty regulator-rectifier module. Loose or broken wires in charging circuit. Faulty stator and/or rotor. Alternator Charge Rate Is Below Normal 1. Weak or damaged battery.

Loose connections. Faulty regulator-rectifier module.

Faulty stator and/or rotor. Speedometer Operates Erratically 1. Contaminated speedometer sensor (remove sensor and clean off metal particles). Loose connections.

CARBURETOR Floods 1. Dirt or other foreign matter between valve and its seat.

Inlet valve sticking. Inlet valve and/or valve seat worn or damaged. Float misadjusted. Leaky or damaged float. Excessive “pumping” of hand throttle grip. Shifts Hard 1.

Primary chaincase overfilled with lubricant. Clutch dragging slightly. Transmission lubrication too heavy (winter operation). Shifter return spring (inside transmission) bent or broken. Bent shifter rod.

Shifter forks (inside transmission) sprung. Corners worn off shifter clutch dogs (inside transmission). Jumps Out Of Gear 1. Shifter rod improperly adjusted. Shifter drum (inside transmission) damaged. Shifter engaging parts (inside transmission) badly worn and rounded. Shifter forks bent.

Damaged gears. Clutch Slips 1. Clutch controls improperly adjusted. Insufficient clutch spring tension. Worn friction discs. Clutch Drags Or Does Not Release 1. Lubricant level too high in primary chaincase.

Clutch controls improperly adjusted. Primary chain badly misaligned. Clutch spring tension. Clutch discs warped. Clutch Chatters 1. Friction discs or steel discs worn or warped.

HANDLING - Irregularities 1. Improperly loaded motorcycle. Non-standard equipment on the front end such as heavy radio receivers, extra lighting equipment or luggage tends to cause unstable handling. Damaged tire(s) or improper front-rear tire combination. Irregular or peaked front tire tread wear. Incorrect tire pressure.

Shock absorber not functioning normally. Loose wheel axle nuts. Tighten to recommended torque specification.

Excessive wheel hub bearing play. Rear wheel out of alignment with frame and front wheel. Steering head bearings improperly adjusted. Correct adjustment and replace pitted or worn bearings and races. Loose spokes (laced wheel vehicles only).

Tire and wheel unbalanced. Rims and tires out-of-round or eccentric with hub. Rims and tires out-of-true sideways. Rear fork pivot. BRAKES - Brake Does Not Hold Normally 1. Master cylinder reservoir low on fluid.

Brake system contains air bubbles. Master cylinder or caliper piston seals worn or parts damaged. Brake pads contaminated with grease or oil. Brake pads badly worn. Brake disc badly worn or warped.

Brake drags – insufficient brake pedal freeplay. Brake fades due to heat build up – brake pads dragging or excessive braking. Brake fluid leak when under pressure.