1983 Honda Big Red Motorcycles for sale

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1983 Honda Big Red

1983 Honda Big Red

$500

Johnston, Rhode Island

Year -

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Model -

Category -

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Posted Over 1 Month

1983 Honda Big Red , Needs piston rings oil gasket rear brake pads and neck bearings other small stuff rips when running $500.00 4012412443

1983 Honda Big Red

1983 Honda Big Red

$1,100

Suffern, New York

Year -

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Model -

Category -

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Posted Over 1 Month

1983 Honda Big Red , 1983 Honda Big Red , ATC 200E Original owner bought new, Light use Runs Great Electric start and pull start , High / low gears, kept indoors, well maintained $1,100.00 $1,100.00

2016 Honda Pioneer 1000-5 Deluxe Red (SXS1000M5D)

2016 Honda Pioneer 1000-5 Deluxe Red (SXS1000M5D)

$400

Ontario, California

Year 1983

Make Honda

Model Big Red 200E BIG RED

Category Trikes

Engine -

Posted Over 1 Month

1983 Honda Big Red 200E BIG RED, 1983 Honda Big red E The motor runs great turns on no hassle. It needs work cosmeticly. Great for parts or work. Has a tow hitch on back. Bridgestone hook tires in good condition. Pull start needs pull rope. Electric start works.their is No battery. Price negotiable. $400.00 9099861620

1983 Honda Big Red 200E

1983 Honda Big Red 200E

$4,999

Bristol, Connecticut

Year 1983

Make Honda

Model Big Red 200E

Category Trikes

Engine 200

Posted Over 1 Month

Collectors Dream, this Honda Big Red runs like it should. In storage for 38 years. The stickers are like brand new. This bike was hardly used. Serious inquiries only.

1983 Honda ATC 200E Big Red

1983 Honda ATC 200E Big Red

$1,000

Suffern, New York

Year -

Make -

Model -

Category -

Engine -

Posted Over 1 Month

1983 Honda Big Red , ATC 200E Original owner bought new, Light use Runs Great Electric start and pull start , High / low gears, kept indoors, well maintained $1,000.00

1983 Honda Big Red ATC 200E

1983 Honda Big Red ATC 200E

$350

Mansfield, Ohio

Year -

Make -

Model -

Category -

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Posted Over 1 Month

I bought this at a moving sale. Wasn't sure if I wanted to fix it up or part it out. Decided to just sell it as-is. It's a project ATC to restore or use for parts. It does run, but the carb is leaking. I rode it around my yard a couple times and that is it. Headlight glass is missing, rear bearings need replaced. Selling AS-IS.

1983 Honda XR  1983 HONDA XR200R with Shoei VFX red helmet and goggles

1983 Honda XR 1983 HONDA XR200R with Shoei VFX red helmet and goggles

$2,500

Barnegat, New Jersey

Year 1983

Make Honda

Model XR

Category Off Road Motorcycles

Engine 200

Posted Over 1 Month

This is an incredible specimen of a bike, selling locally so first come first served. I had 5 people contact me locally. Ive always been a big fan of the XR series bikes, Ive owned 3 of the 650 L bikes and a 400 cc for a little while and they start overtime and run forever. This is a great collectors item. The only real flaw for a 34 year old dirt bike is a tear in the seat. Ill split it with you. Ebay asked me to put salvage, it is not a salvage bike, it is mint for a 34 year old bike.

Honda : Magna 1983 honday magna low miles

Honda : Magna 1983 honday magna low miles

$3,000

Elmhurst, Illinois

Year 1983

Make Honda

Model Magna

Category Standard Motorcycles

Engine 750

Posted Over 1 Month

BOUGHT FROM A FRIEND THAT HAD THE BIKE IN INSIDE STORAGE FOR MANY YEARS. PLANNED TO CONVERT IT INTO A BOBBER STYLE MOTORCYCLE BUT NEVER GOT AROUND TO IT. I RODE THIS BIKE TO AND FROM THE TRAIN EVERY DAY FOR THE LAST FEW YEARS. ONLY 1.0 MILES AWAY. JUST BOUGHT A CAR AND MAKING ROOM IN THE GARAGE FOR CAR # 2.I PAINTED IT WITH BLACK MAT PLASTI DIP WHICH PEELS OFF EASILY. ALSO, I CHANGED THE HANDLE BARS. IF YOU WANT ORIGINAL PARTS I STILL HAVE THEM. STARTS RIGHT UP & RUNS GREAT! AWESOME ENGINEERING. Honda V65 Magna Claimed power: 116hp @ 9,500rpm Top speed: 137mph (period test) Engine: 1,098cc liquid-cooled DOHC 90-degree V4 Weight: 618lb (wet) Price then/now: $3,898/$2,000-$4,000Landmark. Watershed. Call it what you will, Honda’s 1983 V65 Magna marked a major departure in motorcycle design. For the first time, a Japanese motorcycle maker’s fastest, most powerful motorcycle had pull-back handlebars and its footpegs well in front of the seat. The Power Cruiser had been born.Sure, Harley-Davidson had been making foot-forward cruisers just about forever, and Yamaha had introduced the “special” stepped-seat, beach-bar look in the late Seventies, but it was Big Red that put serious power in the picture. The Honda V65 Magna was built around a 65ci double overhead cam V4 that delivered more than 100 horsepower to the back wheel, propelling the muscular missile to sub-11-second standing quarters at nearly 125mph.Not every pilot could pull off that party-piece, though. A 45/55 front-to-rear weight bias and laid-back riding position meant keeping the front wheel down was a challenge. And if the road threw you a curve, the lazy 30-degree rake, 63-inch wheelbase and light front end meant vague steering and a tendency to run wide. With the rider’s weight mainly butt-supported, road imperfections could jar the spine, while dialing back the fully adjustable twin shocks invited jacking from the shaft final drive. And although the thrust of the big V4 was seductive, it wasn’t all plain sailing: In city riding, Cycle magazine’s March 1983 test found a combination of too much driveline lash and under-damped CV carbs made for a “low-speed, jerk and lurch routine.” Even so, Cycle said it was the engine that was by far “the V65’s best feature, and motorcyclists who buy the V65 on looks will quickly find themselves enchanted by the 1100’s performance.” The source of this excitement was a 1,098cc liquid-cooled, 90-degree V4 with four overhead camshafts. Each pair of camshafts was driven from the center of the four-main-bearing crank by its own chain, opening four valves per cylinder at a narrow (for the time) 38-degree included angle via screw-adjustable rockers. Primary drive was by straight-cut gears using a split gear on the crankshaft to reduce lash and gear noise and a semi-slipper, diaphragm-spring clutch that allowed half of the plates to release during over-aggressive downshifting. A 6-speed gearbox (five plus overdrive, said Honda) drove the back wheel via two bevel gears and a shaft.The powerhouse breathed through four 36mm Keihin CV carbs drawing from an airbox set in a recess cut into the gas tank. This compromised fuel space, requiring a second tank hidden under the seat and fed by an electric pump. Not surprisingly, perhaps, all this performance and complexity came at a price: Ridden enthusiastically, the Magna’s fuel consumption could drop into the low 30s, and with just 4.5 gallons of fuel in both tanks (and no fuel gauge or reserve tap — just a low-fuel warning light) an unprepared rider could get caught short — including Cycle World’s April 1983 tester, who found out the hard way and had to push the big brute home.

Trim V45

1983 Yamaha VENTURE ROYALE

1983 Yamaha VENTURE ROYALE

$4,999

Greenville, Texas

Year 2012

Make Yamaha

Model V Star 950 - Tourer

Category -

Engine -

Posted Over 1 Month

2012 Yamaha V Star 950 - Tourer, EXCITING USED YAMAHA V Star 950 - Tourer - CALL US FIRST! - Here at Louis Powersports we carry; Can-Am, Sea-Doo, Polaris, Kawasaki, Suzuki and Arctic Cat. Want to sell or trade your Motorcycle, ATV, UTV or Watercraft call us first! With lots of financing options available for all types of credit we will do our best to get you riding. Copy the link for access to financing. :// /financeapp.asp With HUNDREDS of vehicles available at one place give us a call and let us be your new home for powersports! Financing and warranties available on most models for ease of purchase and peace of mind. Louis Powersports 6309 Interstate Hwy 30 Greenville, TX 75402 903-454-4440 Mon-Fri 9am-6pm & Saturdays 9am-4pm Keywords: Kawasaki, Suzuki, Can-Am, CanAm, Can, Am, Sea-Doo, Sea, Doo, SeaDoo, Yamaha, Honda, Kubota, Cub, Cadet, Cacadet, Toro, John, Deere, JohnDeere, Used, New, Fast, Slow, Ranch, Farm, Farmer, Farming, Ranching, BRP, Bombardier, ATV, UTV, Motorcycle, Motor, Cycle, Harley, Harley Davidson, Davidson, Harley-Davidson, Utility, Vehicle, All, Terrain, 4, Wheeler, Four, 2, Wheel, Wheels, Two, Water, PWC, Watercraft, Speakers, Offroad, Off, Road, On, onroad, Lift, Kit, Liftkit, Big, Mud, Machine, Mudder, Highlifter, superATV, Super, Rock, crawler, Sand, Dune, Salt, Flat, ktm, indian, bmw, Aprilia, victory, kymco, go, cart, chopper, stretch, Brute, Force, BF, KVF, 750, 650, 360, 300, brute force, Teryx, Trex, t-rex, 800, 1000, 250, 850, 570, Sportsman, hawkeye, concours, concour, klr, klr650, side by, side by side, sidebyside, side, by, outlander, out, lander, commander, maverick, mav, kx, rm, kxf, rmz, rm-z, kx-f, pioneer, rhino, spyder, spider, slingshot, sling, shot, trike, 3 wheel, 3wheeler, spark, sparks, zx, zx14, zx14r, 1400, 1300, busa, hayabusa, mule, pro, fxt, fx, diesel, gas, ranger, RZR, razor, trailer, jet, ski, jetski, 1100, m50, m90, m, 50, 90, twin, gsx, gsxr, gsx-r, rancher, blue, green, red, white, orange, wildcat, wild, cat, Vulcan, 900, s, le, sl, slingshot sl, slingshot sl le, bagger, bags, fun, outdoor, eiger, kingquad, king, quad, 3 seater, three, two, fox, thor, gear, RS, rsx, xmr, mr, x, rancher, Rincon, General

1983 Honda V65 Magna — The First Power Cruiser

1983 Honda V65 Magna — The First Power Cruiser

$3,699

Fayetteville, North Carolina

Year -

Make -

Model -

Category -

Engine -

Posted Over 1 Month

Original condition low mileage runs great, always maintained and garage kept. 1983 Honda V65 Magna — The First Power Cruiser Honda V65 Magna Claimed power: 116hp @ 9,500rpm Top speed: 137mph (period test) Engine: 1,098cc liquid-cooled DOHC 90-degree V4 Weight: 618lb (wet) Honda’s 1983 V65 Magna marked a major departure in motorcycle design. For the first time, a Japanese motorcycle maker’s fastest, most powerful motorcycle had pull-back handlebars and its footpegs well in front of the seat. The Power Cruiser had been born. Sure, Harley-Davidson had been making foot-forward cruisers just about forever, and Yamaha had introduced the “special” stepped-seat, beach-bar look in the late Seventies, but it was Big Red that put serious power in the picture. The Honda V65 Magna was built around a 65ci double overhead cam V4 that delivered more than 100 horsepower to the back wheel, propelling the muscular missile to sub-11-second standing quarters at nearly 125mph. Not every pilot could pull off that party-piece, though. A 45/55 front-to-rear weight bias and laid-back riding position meant keeping the front wheel down was a challenge. And if the road threw you a curve, the lazy 30-degree rake, 63-inch wheelbase and light front end meant vague steering and a tendency to run wide. With the rider’s weight mainly butt-supported, road imperfections could jar the spine, while dialing back the fully adjustable twin shocks invited jacking from the shaft final drive. And although the thrust of the big V4 was seductive, it wasn’t all plain sailing: In city riding, Cycle magazine’s March 1983 test found a combination of too much driveline lash and under-damped CV carbs made for a “low-speed, jerk and lurch routine.” Even so, Cycle said it was the engine that was by far “the V65’s best feature, and motorcyclists who buy the V65 on looks will quickly find themselves enchanted by the 1100’s performance.” The source of this excitement was a 1,098cc liquid-cooled, 90-degree V4 with four overhead camshafts. Each pair of camshafts was driven from the center of the four-main-bearing crank by its own chain, opening four valves per cylinder at a narrow (for the time) 38-degree included angle via screw-adjustable rockers. Primary drive was by straight-cut gears using a split gear on the crankshaft to reduce lash and gear noise and a semi-slipper, diaphragm-spring clutch that allowed half of the plates to release during over-aggressive downshifting. A 6-speed gearbox (five plus overdrive, said Honda) drove the back wheel via two bevel gears and a shaft. The powerhouse breathed through four 36mm Keihin CV carbs drawing from an airbox set in a recess cut into the gas tank. This compromised fuel space, requiring a second tank hidden under the seat and fed by an electric pump. Not surprisingly, perhaps, all this performance and complexity came at a price: Ridden enthusiastically, the Magna’s fuel consumption could drop into the low 30s, and with just 4.5 gallons of fuel in both tanks (and no fuel gauge or reserve tap — just a low-fuel warning light) an unprepared rider could get caught short — including Cycle World’s April 1983 tester, who found out the hard way and had to push the big brute home. Read more: http://www.motorcycleclassics.com/classic-japanese-motorcycles/honda-v65-magna-zmmz12sozbea.aspx#ixzz3O9IkFGmJ

Honda : Gold Wing 1975 honda goldwing gl 1000 1 st year 40 th year goldwing now out sn 1139

Honda : Gold Wing 1975 honda goldwing gl 1000 1 st year 40 th year goldwing now out sn 1139

$1,475

Rockford, Illinois

Year 1975

Make Honda

Model Gold Wing

Category -

Engine 1000

Posted Over 1 Month

FIRST YEAR GOLDWING. The 40th ANNIVERSARY Goldwing just came out with Special Badging and Paint.Own the Inaugural bike. Low serial # 1139 bike out the door for Honda, Build date 2/75 EVERY THING WORKS. Ride it home, even to the West Coast or Key West. New rear tire and battery. We are including Replacement SPEEDOMETER and Tachometer since the original ones are weak, no extra charge. They are perfect, keep the original since the early bikes all had a problem with the meter faces. Honda's Goldwing GL1000. The Honda Goldwing first saw the light of day at the Cologne Motorcycle Show in October 1974, as the flat-four cylinder, 999cc GL1000. While this first production version of the now famous Goldwing was ultimately deemed to be a success (it was after all the birth of a legend), it's place in the world of motorcycling was not entirely cast in stone at the beginning. Part of the reason for this was the fact that the GL1000 didn't really fit properly into any particular motorcycle class, even though it was officially tagged as a tourer. Weighing in at 584lbs dry, it was far too heavy to be called a sports bike and the upright sitting position also helped to kill of any such sporting pretensions. The rear coil spring suspension wasn't up to the job of handling all the weight when the rider was pushing it through heavy going, such as the winding country roads that all bikers love (at least occasionally) to tackle. The total absence of touring kit fitted as standard didn't help the official touring image either, although Honda did offer a top fairing as an accessory throughout the production life of the GL1000. Nevertheless and in spite of all the confusion about the Goldwings role in life, the GL1000 proved to be a very reliable motorcycle, quite capable of going very long distances without missing a beat and after a while the aftermarket fairing & pannier suppliers started to cater for the requests of those who wanted to use the GL1000 for more than just popping down to the shops or Sunday morning posing at the local meet. This is what finally gave the Goldwing it's place in the motorcycling world, it became a touring motorcycle more by accident than design and Honda, always keen to keep an ear to the ground, listened to what the customers wanted (just as well too or they might have killed the Goldwing off before long, not least because expected sales of the Goldwing in the first year of production were less than 10% of what Honda had predicted) and started planning the next incarnation of what has turned into a legend in the world of touring motorcycles. 40 Years of Premier Sport Touring Performance AUTHOR American HondaPOSTED Sep 04, 2014POSTED IN Street Gold Wing Timeline In the world of motorcycling, technology presses forward at such a furious pace that very few models survive a span of a couple dozen years. But for more than three-and-a-half decades, the Gold Wing® has done much more than merely survive: This remarkable machine has continued to create and define an entire segment of the motorcycling experience, raising standards and expectations time and time again. The following timeline provides a glimpse into the many milestones that have made the Gold Wing the icon it is today. 1975 GL1000 GOLD WING The original Gold Wing was much, much more than just a new motorcycle. Powered by a revolutionary 999cc liquid-cooled horizontally opposed four-cylinder engine, the Gold Wing opened new possibilities never before considered by the experts in the enthusiast press, much less the consumer public in general. What to make of this open-class machine with world-class power and cross-country capabilities? Gold Wing customers took to the open road in droves, and helped inspire an industry-wide paradigm shift toward long-distance motorcycling. 1976 GL1000 GOLD WING LTD A new model marks the Gold Wing’s second year as Honda graces the GL1000 Limited Edition with an assortment of special features, including gold striping, special LTD sidecover badges, chromed radiator shroud and screen, quilt-patterned seat, plus gold wheels and spokes. 1979 With more than 80 percent of Gold Wing production being exported to North America, a vital need arose to build a production plant in the U.S. Although Honda had been building overseas plants for more than 25 years, the move to America in the 1970s was risky. To most consumers, Honda’s quality was its strongest selling point, and building in America could jeopardize this hard-earned reputation—not just for the Gold Wing, but for all Honda products for decades to come. Nevertheless, Honda forged ahead, and on September 10, 1979, the first Honda of America Manufacturing (HAM) plant begins production as a group of 64 associates completes the first 10 Honda motorcycles built in Marysville, Ohio. Within three months, Honda’s top managers had sufficient confidence in HAM’s capabilities to proceed with building an automobile plant in 1979—the first Japanese car builder to do so in the U.S. 1980 GL1100 GOLD WING Five years of continuous consumer input culminate in the introduction of the GL1100. More than a rehashed GL1000 with 10 percent greater displacement, the new Wing incorporates deliberately planned modifications that guide it away from the superbike realm and place it squarely into the touring category. The new 1085cc engine now favors torque rather than horsepower, a longer wheelbase provides more room for both pilot and passenger, and a new air-assisted suspension system gives the Gold Wing its most supple, comfortable ride to date. GL1100 GOLD WING INTERSTATE The GL1100 also introduced another innovation that was arguably more important than its mechanical changes. Since the Gold Wing’s long-distance prowess had inspired the creation of an entire aftermarket of bolt-on touring accessories, Honda’s engineers clearly envisioned a new direction toward a turnkey, fully dressed luxury machine. In 1980, the innovative Interstate fulfilled that vision as the first Gold Wing available fully equipped with factory-installed fairing, saddlebags and trunk, plus the option of a stereo sound system. Turnkey touring, Gold Wing style, is born. 1982 GL1100 GOLD WING ASPENCADE In quick succession, Honda introduces the concept of luxury touring with the Aspencade. Amenities abound in standard trim, including LCD instrumentation, stereo, CB, on-board air-compressor and thoughtful touches such as the handy storage pouches in the passenger backrest. At the same time, through the use of Redpages in its advertising, Honda underscores its technological edge. 1984 GL1200 GOLD WING ASPENCADE The GL1200 brought the Gold Wing to the outer limits of the four-cylinder engine’s performance and sophistication. The added power and torque of the larger 1182cc engine made the Gold Wing the king of its class in 1984, with a combination of smoothness and low-rpm acceleration that couldn’t be matched. The addition of hydraulic valve adjustment now made the Wing virtually maintenance-free. At the same time, chassis improvements made the big Wing feel amazingly agile, and open-road comfort was superlative. 1985 GL1200 LIMITED EDITION Honda marks the Wing’s 10th anniversary in two significant ways. First, with the Gold Wing so firmly entrenched within the touring realm, Honda decides to drop the standard, unfaired GL1200. Second, an ultra-luxurious Limited Edition arrives, complete with computerized fuel injection, four-speaker sound system, cruise control, auto-leveling rear suspension, a comprehensive electronic travel computer and special two-tone metallic gold paint. Following the success of its Marysville Motorcycle Plant, Honda constructs an engine plant in nearby Anna, Ohio, to build Gold Wing engines. Just as Marysville’s success paved the way for Honda’s auto manufacturing in America, the Anna Engine Plant moved from manufacturing GL engines alone to building powerplants for Civics and Accords. At Anna, all the casting, forging, machining and heat-treating processes necessary to turn raw materials into finished, sophisticated engines reside under one roof. As one associate proudly observes, “We do what seven Honda plants do in Japan.” 1988 GL1500 GOLD WING In 1984 a new design team began planning the next Wing. The new machine had to be superior in every aspect: extremely quiet and silky smooth, yet extremely powerful with superior handling. The GL1500 got there—the hard way. Thousands of hours were spent in testing 15 different machines in 60 prototype stages—the most comprehensive model development project in Honda’s history. These efforts culminated in a six-cylinder luxury motorcycle of such surpassing excellence it would establish a touring benchmark that would dominate motorcycling for more than a decade. 1993 The next-generation GL begins to take shape under the guidance of Masanori Aoki, a sportbike enthusiast who has already headed up development of high-performance bikes including the CBR250RR, CBR400RR and the CBR®600F3. “We set out to keep 80 percent of the Gold Wing’s touring capability,” Aoki said. But he also added, “My job is to add more fun factor, to build a Gold Wing with the kind of acceleration and handling people normally associate with sporting machines.” After considering flat-four, flat-six and flat-eight engine configurations and displacements up to 2000cc, customer response overwhelmingly points to a flat-six of about 1800cc displacement. In 1998, a full-scale model is created. 1996 The one-millionth Honda motorcycle made in America rolls off the Marysville assembly line. Appropriately enough, the millionth model is a Gold Wing; this commemoration is altogether fitting, since the success of the Gold Wing and that of Honda in America are inextricably intertwined. 2000 In January 2000, the Marysville Motorcycle Plant is thoroughly redesigned to build the new Gold Wing. As part of this process, the engine production line is transferred from Anna to Marysville to facilitate the new Gold Wing production. The Gold Wing’s new era officially begins when the first complete GL1800 rolls off the Marysville assembly line on October 10, 2000. 2001 GL1800 GOLD WING The word “new” cannot do justice to the GL1800. Two numbers alone tell a big story: 118 bhp and 125 lb./ft. of torque. Don’t try to find other bikes that compare, because there aren’t any. In terms of power, the new Gold Wing is literally in a class of one. Likewise, the list of long-legged mounts offering a box-section aluminum frame begins with the word “Gold” and ends with “Wing.” And that’s only the beginning. Before the GL1800 was completed, Honda would patent no less than 20 technological innovations that were incorporated into this amazing high-performance luxury motorcycle. 2005 GL1800 GOLD WING The 30th anniversary Gold Wing comes in a slew of colors, including Pearl Yellow, White, Metallic Silver, Dark Gray Metallic, Bright Blue Metallic and Candy Black Cherry. Special 30th anniversary color-matched badging on the front fairing, rear trunk and dash cover also distinguish the ’05 model, as does a 30th anniversary color-matched key, 30th anniversary opening ceremony on the LCD display, and unique carbon-fiber seat pattern on pearl yellow and metallic silver colors. To date, more than 500,000 Gold Wings have been produced. 2006 GL1800 GOLD WING In 2006, the most potent Gold Wing ever produced now elevates luxury motorcycling to unprecedented highs. A six-speaker premium audio system with 80 watts per channel comes standard on every new GL1800, and riders may also opt for a satellite navigation system with color screen, a Cold-Weather Comfort Package and an industry-first fully integrated motorcycle airbag. 2012 Manufacture of the Gold Wing shifts to the ultra-modern facility in Kumamoto, Japan, where production on a gigantic scale will see as many as 1800 motorcycles produced in a single day. The new 2012 Gold Wing brings upgraded styling along with a dazzling array of sophisticated electronic amenities including a next-generation GPS navigation system with user-friendly programmability for sharing favorite ride routes, which can be accessed online via computer, plus a built-in MP3/iPod® interface for the new SRS CS Auto™ technology surround-sound system. The 2012 Gold Wing also boasts increased luggage capacity, greater protection from wind and weather, revised suspension settings for enhanced ride compliance, and unparalleled comfort for both rider and passenger. In addition to its power-laden yet refined drivetrain and delightfully sporty handling, packages for ABS and airbag do much to further the Gold Wing’s reputation as the most celebrated touring machine in motorcycle history.2015 To celebrate 40 years of this incredible machine, all 2015 Gold Wing models come with special badging and embossed seats. Also, our two-tone Red/Black model features special blacked-out trim and all models get a redesigned front fascia and air intake, blacked-out headlight garnish and new instrument panel fonts Manufacturer: Honda......Model: Gold Wing GL1000, GL1000LTD, GL1000 StandardYears Made: 1975-1980 (- 1983 Australia)Luxury Tourer 999cc Boxer-FourSeat: mm/"Weight: 584+lbsHP: 78-84Torque: 76Top Speed: 120mphMPG: 40New Cost: $2,470 (1975) - $3,250 (1978) - $3,499 (1980) - $3,649 (1983)Average Used Costs:Low$1,678Medium$2,350High$2,800

Trim GL1000

Honda : Gold Wing 1975 HONDA GOLDWING GL1000  1st Year  40th year Goldwing now 4 sale

Honda : Gold Wing 1975 HONDA GOLDWING GL1000 1st Year 40th year Goldwing now 4 sale

$1,875

Rockford, Illinois

Year -

Make -

Model -

Category -

Engine -

Posted Over 1 Month

FIRST YEAR GOLDWING. The 40th ANNIVERSARY Goldwing just came out with Special Badging and Paint.Own the Inaugural bike. Low serial # 1139 bike out the door for Honda, Build date 2/75 EVERY THING WORKS. Ride it home, even to the West Coast or Key West. New rear tire and battery. Honda's Goldwing GL1000. The Honda Goldwing first saw the light of day at the Cologne Motorcycle Show in October 1974, as the flat-four cylinder, 999cc GL1000. While this first production version of the now famous Goldwing was ultimately deemed to be a success (it was after all the birth of a legend), it's place in the world of motorcycling was not entirely cast in stone at the beginning. Part of the reason for this was the fact that the GL1000 didn't really fit properly into any particular motorcycle class, even though it was officially tagged as a tourer. Weighing in at 584lbs dry, it was far too heavy to be called a sports bike and the upright sitting position also helped to kill of any such sporting pretensions. The rear coil spring suspension wasn't up to the job of handling all the weight when the rider was pushing it through heavy going, such as the winding country roads that all bikers love (at least occasionally) to tackle. The total absence of touring kit fitted as standard didn't help the official touring image either, although Honda did offer a top fairing as an accessory throughout the production life of the GL1000. Nevertheless and in spite of all the confusion about the Goldwings role in life, the GL1000 proved to be a very reliable motorcycle, quite capable of going very long distances without missing a beat and after a while the aftermarket fairing & pannier suppliers started to cater for the requests of those who wanted to use the GL1000 for more than just popping down to the shops or Sunday morning posing at the local meet. This is what finally gave the Goldwing it's place in the motorcycling world, it became a touring motorcycle more by accident than design and Honda, always keen to keep an ear to the ground, listened to what the customers wanted (just as well too or they might have killed the Goldwing off before long, not least because expected sales of the Goldwing in the first year of production were less than 10% of what Honda had predicted) and started planning the next incarnation of what has turned into a legend in the world of touring motorcycles. 40 Years of Premier Sport Touring Performance AUTHOR American HondaPOSTED Sep 04, 2014POSTED IN Street Gold Wing Timeline In the world of motorcycling, technology presses forward at such a furious pace that very few models survive a span of a couple dozen years. But for more than three-and-a-half decades, the Gold Wing® has done much more than merely survive: This remarkable machine has continued to create and define an entire segment of the motorcycling experience, raising standards and expectations time and time again. The following timeline provides a glimpse into the many milestones that have made the Gold Wing the icon it is today. 1975 GL1000 GOLD WING The original Gold Wing was much, much more than just a new motorcycle. Powered by a revolutionary 999cc liquid-cooled horizontally opposed four-cylinder engine, the Gold Wing opened new possibilities never before considered by the experts in the enthusiast press, much less the consumer public in general. What to make of this open-class machine with world-class power and cross-country capabilities? Gold Wing customers took to the open road in droves, and helped inspire an industry-wide paradigm shift toward long-distance motorcycling. 1976 GL1000 GOLD WING LTD A new model marks the Gold Wing’s second year as Honda graces the GL1000 Limited Edition with an assortment of special features, including gold striping, special LTD sidecover badges, chromed radiator shroud and screen, quilt-patterned seat, plus gold wheels and spokes. 1979 With more than 80 percent of Gold Wing production being exported to North America, a vital need arose to build a production plant in the U.S. Although Honda had been building overseas plants for more than 25 years, the move to America in the 1970s was risky. To most consumers, Honda’s quality was its strongest selling point, and building in America could jeopardize this hard-earned reputation—not just for the Gold Wing, but for all Honda products for decades to come. Nevertheless, Honda forged ahead, and on September 10, 1979, the first Honda of America Manufacturing (HAM) plant begins production as a group of 64 associates completes the first 10 Honda motorcycles built in Marysville, Ohio. Within three months, Honda’s top managers had sufficient confidence in HAM’s capabilities to proceed with building an automobile plant in 1979—the first Japanese car builder to do so in the U.S. 1980 GL1100 GOLD WING Five years of continuous consumer input culminate in the introduction of the GL1100. More than a rehashed GL1000 with 10 percent greater displacement, the new Wing incorporates deliberately planned modifications that guide it away from the superbike realm and place it squarely into the touring category. The new 1085cc engine now favors torque rather than horsepower, a longer wheelbase provides more room for both pilot and passenger, and a new air-assisted suspension system gives the Gold Wing its most supple, comfortable ride to date. GL1100 GOLD WING INTERSTATE The GL1100 also introduced another innovation that was arguably more important than its mechanical changes. Since the Gold Wing’s long-distance prowess had inspired the creation of an entire aftermarket of bolt-on touring accessories, Honda’s engineers clearly envisioned a new direction toward a turnkey, fully dressed luxury machine. In 1980, the innovative Interstate fulfilled that vision as the first Gold Wing available fully equipped with factory-installed fairing, saddlebags and trunk, plus the option of a stereo sound system. Turnkey touring, Gold Wing style, is born. 1982 GL1100 GOLD WING ASPENCADE In quick succession, Honda introduces the concept of luxury touring with the Aspencade. Amenities abound in standard trim, including LCD instrumentation, stereo, CB, on-board air-compressor and thoughtful touches such as the handy storage pouches in the passenger backrest. At the same time, through the use of Redpages in its advertising, Honda underscores its technological edge. 1984 GL1200 GOLD WING ASPENCADE The GL1200 brought the Gold Wing to the outer limits of the four-cylinder engine’s performance and sophistication. The added power and torque of the larger 1182cc engine made the Gold Wing the king of its class in 1984, with a combination of smoothness and low-rpm acceleration that couldn’t be matched. The addition of hydraulic valve adjustment now made the Wing virtually maintenance-free. At the same time, chassis improvements made the big Wing feel amazingly agile, and open-road comfort was superlative. 1985 GL1200 LIMITED EDITION Honda marks the Wing’s 10th anniversary in two significant ways. First, with the Gold Wing so firmly entrenched within the touring realm, Honda decides to drop the standard, unfaired GL1200. Second, an ultra-luxurious Limited Edition arrives, complete with computerized fuel injection, four-speaker sound system, cruise control, auto-leveling rear suspension, a comprehensive electronic travel computer and special two-tone metallic gold paint. Following the success of its Marysville Motorcycle Plant, Honda constructs an engine plant in nearby Anna, Ohio, to build Gold Wing engines. Just as Marysville’s success paved the way for Honda’s auto manufacturing in America, the Anna Engine Plant moved from manufacturing GL engines alone to building powerplants for Civics and Accords. At Anna, all the casting, forging, machining and heat-treating processes necessary to turn raw materials into finished, sophisticated engines reside under one roof. As one associate proudly observes, “We do what seven Honda plants do in Japan.” 1988 GL1500 GOLD WING In 1984 a new design team began planning the next Wing. The new machine had to be superior in every aspect: extremely quiet and silky smooth, yet extremely powerful with superior handling. The GL1500 got there—the hard way. Thousands of hours were spent in testing 15 different machines in 60 prototype stages—the most comprehensive model development project in Honda’s history. These efforts culminated in a six-cylinder luxury motorcycle of such surpassing excellence it would establish a touring benchmark that would dominate motorcycling for more than a decade. 1993 The next-generation GL begins to take shape under the guidance of Masanori Aoki, a sportbike enthusiast who has already headed up development of high-performance bikes including the CBR250RR, CBR400RR and the CBR®600F3. “We set out to keep 80 percent of the Gold Wing’s touring capability,” Aoki said. But he also added, “My job is to add more fun factor, to build a Gold Wing with the kind of acceleration and handling people normally associate with sporting machines.” After considering flat-four, flat-six and flat-eight engine configurations and displacements up to 2000cc, customer response overwhelmingly points to a flat-six of about 1800cc displacement. In 1998, a full-scale model is created. 1996 The one-millionth Honda motorcycle made in America rolls off the Marysville assembly line. Appropriately enough, the millionth model is a Gold Wing; this commemoration is altogether fitting, since the success of the Gold Wing and that of Honda in America are inextricably intertwined. 2000 In January 2000, the Marysville Motorcycle Plant is thoroughly redesigned to build the new Gold Wing. As part of this process, the engine production line is transferred from Anna to Marysville to facilitate the new Gold Wing production. The Gold Wing’s new era officially begins when the first complete GL1800 rolls off the Marysville assembly line on October 10, 2000. 2001 GL1800 GOLD WING The word “new” cannot do justice to the GL1800. Two numbers alone tell a big story: 118 bhp and 125 lb./ft. of torque. Don’t try to find other bikes that compare, because there aren’t any. In terms of power, the new Gold Wing is literally in a class of one. Likewise, the list of long-legged mounts offering a box-section aluminum frame begins with the word “Gold” and ends with “Wing.” And that’s only the beginning. Before the GL1800 was completed, Honda would patent no less than 20 technological innovations that were incorporated into this amazing high-performance luxury motorcycle. 2005 GL1800 GOLD WING The 30th anniversary Gold Wing comes in a slew of colors, including Pearl Yellow, White, Metallic Silver, Dark Gray Metallic, Bright Blue Metallic and Candy Black Cherry. Special 30th anniversary color-matched badging on the front fairing, rear trunk and dash cover also distinguish the ’05 model, as does a 30th anniversary color-matched key, 30th anniversary opening ceremony on the LCD display, and unique carbon-fiber seat pattern on pearl yellow and metallic silver colors. To date, more than 500,000 Gold Wings have been produced. 2006 GL1800 GOLD WING In 2006, the most potent Gold Wing ever produced now elevates luxury motorcycling to unprecedented highs. A six-speaker premium audio system with 80 watts per channel comes standard on every new GL1800, and riders may also opt for a satellite navigation system with color screen, a Cold-Weather Comfort Package and an industry-first fully integrated motorcycle airbag. 2012 Manufacture of the Gold Wing shifts to the ultra-modern facility in Kumamoto, Japan, where production on a gigantic scale will see as many as 1800 motorcycles produced in a single day. The new 2012 Gold Wing brings upgraded styling along with a dazzling array of sophisticated electronic amenities including a next-generation GPS navigation system with user-friendly programmability for sharing favorite ride routes, which can be accessed online via computer, plus a built-in MP3/iPod® interface for the new SRS CS Auto™ technology surround-sound system. The 2012 Gold Wing also boasts increased luggage capacity, greater protection from wind and weather, revised suspension settings for enhanced ride compliance, and unparalleled comfort for both rider and passenger. In addition to its power-laden yet refined drivetrain and delightfully sporty handling, packages for ABS and airbag do much to further the Gold Wing’s reputation as the most celebrated touring machine in motorcycle history.2015 To celebrate 40 years of this incredible machine, all 2015 Gold Wing models come with special badging and embossed seats. Also, our two-tone Red/Black model features special blacked-out trim and all models get a redesigned front fascia and air intake, blacked-out headlight garnish and new instrument panel fonts Manufacturer: Honda......Model: Gold Wing GL1000, GL1000LTD, GL1000 StandardYears Made: 1975-1980 (- 1983 Australia)Luxury Tourer 999cc Boxer-FourSeat: mm/"Weight: 584+lbsHP: 78-84Torque: 76Top Speed: 120mphMPG: 40New Cost: $2,470 (1975) - $3,250 (1978) - $3,499 (1980) - $3,649 (1983)Average Used Costs:Low$1,678Medium$2,350High$2,800

Suzuki : GS '84 GS1100GK drops 100 lbs!  BAGGER to SPORTS BIKE Fully sorted, ride anywhere

Suzuki : GS '84 GS1100GK drops 100 lbs! BAGGER to SPORTS BIKE Fully sorted, ride anywhere

$4,400

Akron, Ohio

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Posted Over 1 Month

MAN YOU GOTTA HAVE A LITTLE FUN IN LIFE ONCE IN A WHILE! (Special thanks to client Kevin S for inspiring this conversion. He dreamed up how he wanted the bike to look and turned the nut-cases of Akron Suzuki Works loose on the project). This bike has done less than 1000 miles since it's conversion and reconditioning. You are essentially getting a heavy-duty GS1100G with some nice cosmetic upgrades plus nut and bolt level re-do of a very solid base machine. It is so much lighter and more nimble with the sport fairing. The best part from a buyer's standpoint is you are getting a very well-sorted out ride for this year and beyond. Most of the bikes we see offered this time of year need a lot of work to be reliable for that vacation trip or daily commute--try getting something worked on this time of year at your favorite shop. This one is ready to hop on and go somewhere! Several bidders enquired about the original luggage and rear box. Those parts are not available but I do have a nice set of Krauser Panniers and a rear box that could be fitted to this bike. The Krausers have keys and are removable just like the original GK bags. This Auction item GS1100GK was a full dresser, factory touring bike designed to compete with Honda's bagger-cruiser tanks in the early 80's. No offense to the baggers out there but it seems to me if you bolted two of those big boys together you'd wind up with your dad's Oldsmobile. There is a "before" photo included and one showing the body-works which were removed. (these parts are NOT included in the auction, they were sold as part of the project). The 'surgery' included removal of the panniers and rear box, a big honking fairing, one of Suzuki’s uglier seat efforts (and Suzuki made some duzies). Underneath all that plastic, there lay a very sturdy machine. Unusual for the day was the air-adjustable rear suspension (which was retained), solid front end with “G” geometry (rather than the kicked out “L” spec that didn’t aid handling), a best-in-industry shaft drive, decent 3-rotor brakes. The balance of the photos show how we did that. The project was fun for us here at Akron Suzuki Works since we got away from the constraints of restoration work to create a mildly customized take on an unusual donor platform. The client was pleased with the results and rode the bike last season but a move to garage-less new digs dictates a sale of the bike. We have the PA title ready to transfer to the new owner. NOTE ON PRICING: The buy-it-plus-build-it cost on this bike was about $7500. We are expecting a lot less but if somebody asks "what's the most your will take" I've got a number. I did set a reserve price on this one (well below $7500). I don't reveal reserve prices so please bid what you think is fair. We understand here that you, the market, decides what everything is worth and the client has to decide if he agrees. Bidders can rest assured that a GS from Akron Suzuki Works is going to be as well-sorted as you are likely to find out there. If your buddy tells you he "got one off Craig's list just like this one" you have my permission to give him a rabbit punch in the adam's apple. Here's how it all went down... The GK shed nearly 100 lbs by the time we deleted the body works and swapped the heavy, double-walled OE exhaust for the tidy V&H 4 into 1 piece (with standard baffle) which also provided a nice improvement to sound. It's loud enough to be heard in traffic but not make enemies in the neighborhood. The massive stock fairing was replaced with a vintage Greer sport fairing with a half-high windscreen which re-directs the air sufficiently to take the load off for all day interstate work while offering a weather protection for colder or (yikes) wetter conditions. We fabricated aluminum brackets to mount the fairing and turn signals and adapted the front harness to suit. A period round headlight from an 1100E was fitted using aftermarket stainless steel fork tube mounts. Original rear air suspension units were retained. The seat was cut down and re-profiled to match a small parcel rack-- we fabricated mounting brackets. The seat was finished with a custom leatherette cover. The GK got a thorough functional updating—carbs overhauled with choke circuits richened to improve cold starting. Pilots and mains were tweaked for the header; charging system re-wire and updated, new battery, forks overhauled with new seals and upgraded to 20 wt fork oil to slow dampening. Free sag set to right-on 24mm with about 13 psi of air over the new oil. The Continental tires still have good tread but are starting to show their age on the sidewalls. They could be run out for a few thousand miles if interstate cruising is your game but handling would gain from fresh rubber. We went with a high temp matt black engine paint and freshened up the side covers with new stickers and a strip and polish on the alloy covers. Painted body bits and pieces—stands, motor mounts, brake torque arm, etc. were removed and powder coated or repainted. A center stand ‘bumper’ was fabricated to keep the stand from bouncing against the exhaust. So, how does she run? Pretty sweet. Starts instantly even on cool mornings after sitting a week (thanks to some carb tweaking) pulls smoothly and evenly to red line, no engine or tranny noises, no crank whirring, clutch basket rattle, smooth shifting and period correct braking and cornering. Other reconditioning notes: --complete strip and refinish of tank, fender and all body plastic plus plastic.—the seat re-profiling lowered the passenger ‘hump’ but still provides comfortable lumbar support for the rider.--charging system got a new stator and all connectors were replaced (its spot on for both amperage and voltage)—mini signals replaced the stock blinker units which were built into the fairing and bags.--full fluid service including middle and final drive cases, oil/filter, brake fluid.--brakes flushed front and back, calipers repaired and pads replaced as required--all electrical (except fuel level indicator in tach) and mechanical functions verified to be working correctly--brake lamp switches, horn, signals, dash display, side stand down warning light, neutral light, gear selection indicator.--cases stripped of clear coat, polished—fuel petcock was rebuilt, new diaphragm (fuel flows when petcock senses vacuum so no worries about fuel leaks). Nit-pics--exhaust system is solid, sounds very nice, shows typical discoloring on the header pipes.--a few blems here and there in the mostly original frame paint—tach displays correctly but the fuel gage built into the tach doesn’t work. The fuel sender in the tank is working so it’s a matter of finding a replacement tach. The odometer works fine though, so just reset that at fill up and you’ll track fill ups fine. --front brakes are solid and progressive but put out a pretty good squeal at the end of a stop. I haven't heard this very often on GS brakes and I'm assuming it is related to not having been ridden much and will subside with use. ABOUT AKRON SUZUKI WORKSIf you are new to our auctions, we are a 2-bay GS-specialty shop. Our crew includes a mechanical engineer and a dealership trained Suzuki mechanic who has built and tuned just about everything GS. We have particular expertise in carb tuning and modification, suspension tuning, charging and electrical systems. It's been a while since we offered a bike on eBay as we frequently get calls to see "if we have any interesting GS' around". We usually do so a lot of our bikes never make it to auction. That's about to change, however, as we have at least 4 bikes which will be listed in the coming days including a GS1150, an '83 GS1100E, an 82 GS 1100G, and an '82 GS550 Katana. I have to get pics uploaded to our photo server. But first, let me tell you about this GK auction bike. There couldn't be many shops around with a nearly exclusive focus on GS bikes from ’80-’83. We do concourse Suzuki restorations for clients (see GS Resources website Aug 2010 Bike of the month) as well as repairs and upgrades and we often wind up taking bikes back in from clients as trades which we offer at auctions--which is the case with this bike. The bike has a clear PA title in or client’s name but we have the bike here in our shop in Akron, OH. I’m particularly careful to provide accurate descriptions as we have sent bikes and parts to Europe, Canada, South America and all over the US--I know buyers don’t like surprises. We offer 12 yrs of feedback as our best reference. We incorporate Suzuki factory service bulletins that have been issued over the years and incorporate a few tricks of our own to improve reliability, safety and performance. We prefer genuine Suzuki OE parts where available including filters and gaskets because they typically are better made, fit better and last longer. We select after-market parts based on experience with what works best. Regarding GS bikesIf you are new to the GS bikes they are quite durable and reliable and better after a few tweaks to the carburation and electrical systems that we do here. Suzuki used a roller bearing crank assembly with a low pressure/high volume oil pump making bottom end failures almost impossible (yeah, I know, anything can be over-revved). The CDI ignitions were maintenance free, shaft drives were quiet and durable, the handling and braking was above average then and up to todays requirements if the bike is set up and serviced correctly. Regarding Fuel and AdditivesRegular unleaded gas is fine as these remarkable engines had compression ratios below 10:1 yet still could deliver 50 mpg. I do recommend use of Red Line SI-1 Complete Fuel system cleaner (on the web at redlineoil.com) which helps keep the small diameter pilot jets and carb passages varnish free. I use a couple oz. each gas fill up. I tore down my own 50-k mile 1100G and the intake manifold and valves were spotless.Oil additives are un-necessary and some can damage the clutch fiber plates. Good quality motorcycle-specific 10-40 non-synthetic oil works fine. Regarding GS Electric SystemsIts my contention that the OE stators and rectifier/regulators were adequate--many of the bikes we work on still have their original stators and rectifier/regulators. The problems are often the result of the connections between components and deteriorating grounds. We replace the bayonette connectors with long-shank, double-crimped connectors which we then shrink wrap to prevent further problems. Please Note: Our prices will obviously be higher than most of the GS bikes you see on eBay. If you can do the work yourself described here, you don’t need us but I do have a loyal customer following of riders who mostly just want to ride and not worry about the details that we tend to here. I base the price largely on the amount of time and materials we have into the bikes. We do contract restorations or repairs for fussy clients and we’re frequently retained to inspect bikes for collectors. Contact me for particulars. Besides the current auction bike I have several 1983 GS1100E’s including a 6k mile, 1-owner, never seen rain example) a 10k GS1100 G and a 6k GS550 Katana which you’ll see on Ebay soon. However, a vintage bike is typically not going to be as reliable as a newer bike and if you are a stickler for cosmetic details you may not be happy with a bike that has some blems. Of course you know by now that any used vehicle is sold as-is/where-is without warrantee expressed or implied.