These photos may be helpful to anyone who may have there Goldwing disassembled and needs a reference for reassembly.

Joe took these photos as he was disasembling his 1994 Hond Goldwing for paint. They came in handy when it was time to reassemble the bike as it is now take a look.

History Of The Goldwing

The Honda Goldwing motorcycle first saw the light of day at the Cologne Motorcycle Show in October 1974, as the flat-four cylinder, 999cc GL1000 Gold Wing and was released to the world for the 1975 model year. While this first production version of Goldwing was a success the fact was that the GL1000 didn't really fit properly into any particular motorcycle class. Weighing in at 584lbs dry, it was too heavy to be a sports bike or a cruiser of the day it was marketed as a touring model although the first wings did not have any of the touring essentials like bags and trunks radios etc. This was left to the aftermarket to make these accessories and they were very popular. Honda didn't make their own saddlebags and trunk available for the GL1000 until it's last year of production in 1979. A Honda fairing was not even an option until the GL1100 Interstate was released in 1980. Honda's claim that the GL1000 was a touring bike must have turned people away that wanted a machine ready for the job. In spite of a rocky start about the Goldwing's role in life, the GL1000 proved to be a very reliable motorcycle, quite capable of going very long distances without missing a beat.

1976 saw the standard GL1000 unchanged, apart from a badly needed grease nipple on the driveshaft. A limited edition LTD model was rolled out alongside the standard model and the LTD had some nice badges, pin striping, a better seat, flared mudguards, gold colored wheels and spokes and some more nice but otherwise unimportant cosmetics. The LTD version of the GL1000 was only available for that one model year.

1977 saw the first tentative model changes and the Goldwing got higher handlebars with neoprene grips, dual contoured saddle and chromed heat shields on the header pipes. Chromed upper engine mounting brackets were a nice touch. More importantly, the steering head bearings were now tapered rollers instead of ball types. Front & rear engine and rocker
covers were now thicker and this was designed to reduce noise. The fuel tank had an internal coating applied to prevent rust.

1978 had smaller carburetors, shorter valve timing and increased spark advance designed to give the GL1000 increased roll-on performance in top gear, which translated into slightly less top speed but more torque. The camshafts were severely detuned in order to improve low speed performance. The fuel, coolant temperature and voltage gauges were fitted to a pod and mounted on the tank. The kick starter was omitted this year and wire wheels were replaced with five spoke Com-stars. A fully chromed exhaust system, rear indicators moved from the frame to the rear mudguard and shocks with two-stage damping in addition to longer forks & springs.

1979 had minor changes CBX style tail light with two bulbs, rectangular indicators and brake fluid reservoir and black brake and clutch levers instead of the previous unpainted alloy ones. The weight reduced and some of the performance the model had lost in previous years was back but that was all as Honda got ready to release its new 1980 model.

1980 The GL1100 was announced. This was the first ever Japanese mass produced motorcycle to roll off the production line fully fitted out as a proper touring motorcycle. Full fairing, trunk and saddlebags on the Interstate model, the un-faired model was called the GL1100 Standard. The new frame was stiffened considerably to compensate for the extra weight of the Interstate. The larger 1085cc engine was still a flat-four, but gave more torque and also ran smoother and less truculently than the previous model, due in no small part to the smaller carburetors and electronic ignition. The suspension was air assisted handling and comfort. Honda made available luxuries as a full radio/cassette, CB radio and lots more.

1981 saw some minor tweaks and improvements, such as a reshaped saddle which was slightly lower than the 1980 model, the saddle could be adjusted forward and back by about 40mm, but this time with a press of a lever instead of the previous fiddling with Allen keys. The rear shocks could now take up to 57psi of air, this being the limit for the rest of the GL1100's production life. Orange & Gold pin striping this year, a scratch-resistant windshield and better instrument shielding to stop unwanted reflections on the windshield. Saddlebag liners were available for this year as well.

In May 1981 Goldwing production moved from Japan to Ohio, USA. This has to have been a very clever and well thought out move by Honda, creating jobs for Americans to produce their flagship motorcycle in the USA.

1982 GL1100 had some major improvements in the new Aspencade. This machine had an electrically operated air pump for the suspension, accessed from the top of the dummy tank, instead of the previous tire valve setup. Two-tone paintwork was applied to the Aspencade and all the GL1100's got smaller wheels 18" front, 16" rear and twin pot brake calipers. The wheel rims were now wider 2.5" front and 3"rear to allow for wider tires on all models. Self-cancelling indicators were fitted to all models for 1982. All GL1100's from 1982 got better crash bars which replaced the previous shin bashers The Aspencade also got vented stainless steel brake discs, two-tone seat and trunk pouches, the Clarion type 2 AM/FM stereo radio, digital dash, CB radio and a clock. The stereo, CB radio and air pump are available as options on the Interstate.

1983 was the final year of production for the GL1100 all models got flatter foot pegs, the passenger ones being slightly adjustable. The Aspencade now had eleven spoke aluminum wheels instead of the previous troublesome Com-stars, had the suspension pump controls mounted on the handlebars just below the dash and got linked brake system. The Aspencade now had an LCD dash with advanced for the time features. The choke lever was now operated by thumb on the left handlebar. Anti-dive forks (TRAC) helped considerably to reduce wallowing. Changes to the gearing saw better fuel economy, a shorter first gear
made the machine faster off-the-line. Changes to the forks helped prevent bottoming-out and stronger springs in the rear shocks meant that the bike could be ridden without any air in them. The self-cancelling indicators had some improvements to make them more reliable and the seat was redesigned to give the passenger more room. Locating the trunk both higher and further back gave even more space for passengers.

1984 The GL1200 arrived continued the trend set by it's predecessor. Competition from Yamaha's Venture no doubt hastened the development of the successor to the GL1100 and the GL1200 was Honda's answer. There was the unfaired Standard, the dressed Interstate and the top of the range Aspencade, which had the Type 3 audio system. New, stiffer frame with major improvements, bigger and more responsive 1182cc version of the flat-four engine with bags more torque and hydraulic valve adjusters, better suspension and handling were the main attractions on the new Goldwing. A hydraulic clutch was another
first for a Goldwing. Carried forward from the previous Aspencade were the now even better air suspension controls and linked brakes, and the new Aspencade had a more advanced audio system and upgraded LCD dash. The front wheel was a rather unusually small 16" and this gave the steering a very light and quick feel. The styling of the plastics was more aggressive than the GL1100, the fairing, trunk, saddlebags and lights all had a more square look which was evident on many motorcycles and cars for a while in the eighties. Four 32mm CV carburettors managed to give better response with a light feel, without the need for accelerator pumps. The GL1200 was the first Goldwing to drift away from the common Honda "parts bin" approach and most of the parts fitted to a GL1200 were unique to that machine and not fitted to any other Honda motorcycle.

1985 Honda drop the Standard un-faired Goldwing. Alongside the Interstate and Aspencade, Honda brought in the GL1200LTD for this year only. The LTD had computerized fuel injection, auto leveling rear suspension and a sophisticated trip computer. The fuel injection, while not entirely without it's faults in the real world, transformed the GL1200 into a real animal which made the carburetor models seem sluggish in comparison. The LTD was only available in two-tone gold/brown. From 1985, GL1200 alternator capacity was increased and the ignition pick-up coils were mounted at the front of the engine instead of the rear. An altered top gear made for smoother cruising in top and the fairing had better ventilation.

1986 saw mainly cosmetic changes to the Interstate and Aspencade, the LTD was replaced by the SE-i, which came in Pearl White only and had little over the LTD except for Dolby noise reduction on the Panasonic Type 3 audio system (the Aspencade got the same audio treatment), an updated 500 watt alternator, a slightly better seat (which was also fitted to the Interstate and Aspencade) and different badges. The SE-i had ballooned out to over 770lbs. Many people who had bought the supposedly unique LTD the year before felt cheated by what looked like another LTD in the shape of the SE-i in a different color, the general feeling being that Honda were just cashing in again this year. An Aspencade badge on the saddlebags of the SE-i didn't go down too well with buyers who wanted their own unique Goldwing to be distinct from the "lesser" models. The carburetor models were back to 30mm CV's with accelerator pumps, although it made little noticeable difference to the
riding experience.

1987 was the final year of production for the GL1200 little change. The SE-i was gone and the Interstate and Aspencade got a much plusher saddle. The Aspencade now had cruise control and trunk mirror as standard, and the lower cowl (oil filter cover as Honda called it) and side vents seen on the SE-i were now fitted to the Aspencade. Color-matched riders foot peg accents with a nice chrome trim were also fitted to the Aspencade this year. The final drive and differential had been made much smoother and quieter and this translated into less chucking and jumping at trundling speeds. All of these improvements meant that the 1987 models were the quietest and best sorted GL1200's to date.


1988 the GL1500 finally was here this of course was a major new model and totally redesigned from the ground up. The GL1500 now had a silky smooth flat six cylinder engine of 1520cc and a reverse gear, real news for touring motorcycles in those days. This was the first mass produced six-cylinder motorcycle to have a reverse gear and was more in line with the intentions of Honda's 1470cc six -cylinder prototype M1 of 1972. The M1 had been an engineering exercise to see what could be achieved with the available technology of the day and it is possible that the GL1500 engine designers drew some inspiration from the earlier work. All new bodywork on the GL1500 almost enclosed the whole machine and the single key operation of the trunk and saddlebags, as well as the bodywork design on which not a single screw or bolt could be seen, showed that the Honda designers had spent a lot of time on this bike. The GL1500 was the quietest Goldwing yet, from the engine to the exhaust. The GL1500 was a colossal 793lbs, although riding the thing was so easy that it felt lighter than the GL1200. Air assisted rear suspension was fitted to the new machine. All of the switches lights, indicators etc. had been redesigned specifically for the GL1500.

1989 saw the ever popular Wineberry color return. The nice 1500/6 badge on the rear of the right saddlebag was lost forever, otherwise no major changes.

1990 saw some decent revisions, when the GL1500SE was placed alongside the GL1500. The SE had two-tone paint, trunk spoiler/light, windscreen vent, lighted handlebar switches, adjustable passenger footboards and foot warmer vents that looked better than they worked. Camshaft and carburetor modifications that year helped to eliminate chucking at trundling speed and the trunk and saddlebag lids were made to fit better in order to keep water out.

1991 saw the arrival of the Interstate, which was now the basic model. The Interstate was 40lbs lighter, due to the lack of reverse gear, cruise control and on-board air suspension compressor, more basic sound system and passenger foot pegs instead of boards. Interestingly, Honda lowered the seat height of the Interstate by almost an inch by skimming some of the foam, but didn't do so with the other models. Speaking of other models, the previous GL1500 was now the Aspencade. There was also an Anniversary model (for the 10th anniversary of Goldwing production in the USA), which was available in two-tone gold/brown.

1992 the Interstate got a slightly better specified audio system but no other real news to report then. This and the following couple of years were not exactly a time of inspiration for the Goldwing, although there was some refinement of the model. Perhaps the GL1500 design team can be forgiven for using up all their imagination on the initial model, leaving
little in reserve for future improvement.

1993 didn't see much change either, the SE getting the CB radio (previously an expensive Honda accessory) as standard. The cruise control now took it's reading directly from the camshaft, which made it more responsive and from now on the 1520cc engines all had needle roller bearings in the rocker arm pivots. Small improvements like this went a long way and tied up the loose ends.

1994 was no different, apart from the usual new color options and it is testament to the design of the GL1500 that Honda could get away with no major modifications for so long. The GL1500 was so far ahead of the competition in design and specification that it was still selling like hot cakes. Indeed, the Goldwing was Honda's second best-selling motorcycle in the USA in 1994. Nevertheless, the Goldwing community was becoming impatient for change and the presence of Honda folks at major US rallies this last year handing out questionnaires was an indication that something new was at least being thought about.

1995 model year saw some real change. On the surface, new 20th. Anniversary badges, a new chrome screen garnish, slimmer side panels to make it easier for the short legged to get their feet down and some other styling refinements looked like not a lot had changed. But under the surface Honda had managed to make the suspension both lower and stiffer and this improved the handling no end. Also, with some foam shaved from the saddle, the SE and Aspencade were now 40mm lower than before, which finally made them the same height as the Interstate. These changes gave the Goldwing a new lease of life, although there were many who had expected major changes, like better brakes or fuel injection.

1996 The next two years saw no more real changes apart from the Interstate being discontinued in 1996. A recall to have the bank angle sensor replaced was announced this year and applied to all GL1500 models back to 1988.

1997 saw the SE's lower underbelly panels color matched to the main panel color, helping to make the Goldwing look more streamlined. Symbols instead of text on the handlebar switchgear made it easier to read them no matter where you came from.
Some important but invisible changes inside the engine were carried out too. The clutch was stronger and some of the components from the Valkyrie engine (main bearings, piston & ring sets, valve springs, con-rod bolts) were now shared with the Goldwing. The Valkyrie final drive was fitted to the Goldwing as well, as was much of the gearbox which gave marginally cleaner and smoother shifting.

1998 saw quite a few cosmetic differences, nine in fact. The Aspencade and SE got a new clear plastic headlamp and clear indicators (these were only on the American market models though, Europeans were fobbed off with the old lights and indicators), white faced instruments, new fishtail type exhaust tips that altered the exhaust sound, two-tone saddle with better back support for the pillion passenger, new rocker covers with "1500" gouged into them instead of the previous classy logo strip (which had previously been gold plated on the SE's), a skimpier engine guard (the older one would have hidden the ugly new rocker cover if it had still fitted) and badges that looked more aggressive than before. These cosmetic changes gave the ageing GL1500 a much sleeker look, although such things as the rear lighting setup and flat looking rear-end were beginning to look a bit fussy in the new age of curves and flowing lines.

1999 by now everyone was awaiting the much anticipated new Goldwing, which had been rumored for the last three years. Nevertheless, the recent cosmetic changes to the Goldwing were sufficient to keep sales up.

2000 model year saw the GL1500 enter the 21st Century alive and well a disappointment to all those rumoring about a new wing. This was not what was expected for the Goldwings 25th anniversary. The only differences were that Honda had dropped the unpopular white faced instruments back to black for 2000 and the SE got chromed rocker covers. There was also a nice 25th anniversary badge. The long awaited new Goldwing was announced in April of that year GL1500's successor.

2001 The GL1800 was finally announced for the model year. Honda managed to once again to completely redesign the Goldwing from the ground up. Honda built an all new aluminum frame which comprised only 31 parts, compared to the previous models 130 and the new frame weighed 25lbs less than before. The new frame was much stiffer than before (a 77% increase in torsion rigidity and 119% increase in lateral rigidity) and combined with an engine both bigger at 1832cc's (118 bhp and 125 lb./ft. of torque) and 4lbs lighter than before, this meant that the GL1800 weighed 40lbs less than the GL1500. The frame was produced by Kaiser Aluminum and was designed in conjunction with Honda of America Mfg. in a project that started in 1998. The frame was produced in Kaiser's extrusion plant in London, Ontario and from 2000 they started supplying the extruded sections of the GL1800 frames to the Honda plant in Marysville, Ohio. Honda technicians welded the sections
together manually. The whole look of the Goldwing had now changed from big comfy touring bike to a more sporty long distance machine designed to appeal to the younger rider as well as existing Goldwing owners. Big news also was the
inclusion of fuel injection and the option of ABS brakes. Slightly slimmer bodywork dragged the design into the new Millennium, yet Honda had managed to make the seat much bigger. The seat height and diameter of the wheels remained the same as before, but the tires were wider and for only the second time on a Goldwing they were not supplied by Dunlop, but Bridgestone. Honda's efforts resulted in a machine that went and stopped far better than most people had dared to hope and riding it gave the impression that it was far lighter than the GL1500, rather than a mere 40lbs. Available colors for 2001 were Illusion Red, Black, Pearl Hot Rod Yellow and Pearl Apollo Blue.

2002 saw no major changes. The GL1800 was too new to do more than tweak here and there. Three new colors were introduced (Pearl Sunburst Orange, Stream Silver and Illusion Blue-also known as Pearl Chromium Purple) alongside Black, Illusion Red and Pearl Hot Rod Yellow with Pearl Blue being dropped after only one year. The Goldwing was still available with or without ABS brakes. The full Honda range of accessories was available and the aftermarket to their credit had managed to add many more bits and pieces to their product ranges.

2003 arrived and the GL1800 continued to be improved on. No major model or name changes, the ever popular Candy Red (different shade to the GL1500, the new color was called Durango Red) made a welcome return this year. Stream Silver, Black, Pearl Hot Rod Yellow and Illusion Blue were retained. Another orange color was introduced, this time a darker Jupiter Orange. The early CD player problems appeared to have been fixed and the Bridgestone tires that cupped and wore out at worryingly low mileages have been replaced by Dunlop's. The overheating issue that affected some GL1800's was now being attended to with the US Service Bulletin 13. Announced in September, a US recall for certain VIN numbers to inspect and repair/strengthen the lowest cross member of the frame was of more significance for some owners. A European recall for this issue in early October indicated that the problem was more widespread than it seemed earlier in the year.


2004 No major changes this year either. Lighted handlebar and radio switches and a vent in the windshield were about it. The rear brake caliper got a heat shield between it and the exhaust muffler. New colors in the shape of Flare Red, Kelly Magenta, Pearl Challenger Brown and Titanium. For some odd reason known only to Honda, Magenta was cancelled almost immediately after dealers got the 04's so there should only be a few hundred available and Arctic White had been added to the line-up instead. Candy Red
and Black are retained for this year.

2005 For the Goldwings 30th anniversary the only changes were anniversary badges and key and some new colors. Colors for 2005 were Pearl Yellow, Arctic White, Metallic Silver, Dark Gray Metallic, Bright Blue Metallic and Candy Black Cherry. Flare Red, Pearl Challenger Brown and the ever popular Candy Red were casualties this year and Black was also dropped. The Silver and Pearl Yellow bikes get the same saddle pattern as the Flare Red had in 2004 and there was a different opening ceremony on the display of all 2005 models as well.

2006 This time there were some big changes and refinements. The GL1800 for 2006 came in four variations, which caused confusion for many buyers at the time. The first was with the Premium Audio package, which had six speakers and an 80 watts per channel external amplifier. The Gold Wing Audio/Comfort package model added (in addition to the audio package mentioned) heated grips and a heated saddle (separate controls for front and back) and warm air flaps in the lower exhaust cowls similar to those found on the GL1500SE. The Audio/Comfort/Navi package added a flash-card based GPS system to the other options, GPS being a long overdue and welcome addition, although it wasn't available on European models for 2006. The top of the line model was the Audio/Comfort/Navi/ABS package. An airbag system was promised during the 2006 production run. In reality, this might mean that we might see airbags in September 2006, for the 07 model year.
Other changes included larger radiators and cooling fans, better rubbers between the engine guards and exhaust cowls, new rear trunk and saddlebag lights (the saddlebag lights won't fit pre 2006 models but the trunk lights will), face lifted meter panel and instruments, and bigger rear speaker pods. Many of the wiring connector blocks are smaller and neater
automotive types and are a departure from the traditional Hitachi types. Colors for 2006 were Topeka Gold, Challenger Brown Metallic (Titanium), Cabernet Red, Arctic White, and Black was back for 2006 as is Pearl Challenger Brown. Honda hadn't been asleep during these changes either. Several new items were added to the already long list goodies. These included a small trunk rack, nice round exhaust extensions and little speaker pod armrests. Many accessories Honda and aftermarket for the 2001-2005 models either won't fit the 2006 models, or need adapted wiring looms to plug into the new machines.

2007 line-up rolled out with four variations of the GL1800 as in 2006, but changed once again this year, so buyers needed to be awake when deciding which model to go for. The Premium Audio package for the base model stayed the same. The Audio/Comfort model now had the Sat-Nav included. The Audio/Comfort/Navi model now had ABS brakes and the top of the range model was the Airbag model, which also had the Audio/Comfort/Sat-Nav/ABS. This means that ABS was now available on the top two models for 2007. Cabernet Red was carried over from the previous year. New colors were Billet Metallic Silver, Crucible Orange Metallic, Nebulous Black and Dark Blue Metallic. Two GL1800 variations were available for Europe for 2007. The Sat-Nav and Airbag was included on the GL1800 Deluxe model destined for Europe market that year and this model also had ABS brakes and the Audio/Comfort package. The basic GL1800 model for Europe came minus ABS, Sat-Nat or airbag.

2008 Goldwing model information was released earlier in the year than the traditional September and we had all read the fine print while the summer was still young. Models are the same as for 2007 and new colors are Pearl Alpine White and Candy Caliente Red. Cabaret Red was retained for this year and Challenger Brown Metallic (Titanium) and Gloss Black were resurrected after last years absence.