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Message: <blockquote data-quote="Rednaxs60" data-source="post: 218051" data-attributes="member: 4617">Been thinking about my fascination with older Goldwings.  These bikes give me a lot of pleasure, and do exactly what I want.  I have moments where I just want to turn the key, start the bike and go without having worked on it or work to do, but then I look at the reality of my situation and it’s not that bad – projects keep the proverbial juices flowing.  I know there will come a time when I will hang up the tools and just want a bike to ride.  Have put my thoughts to paper so to speak on this infatuation, but now I’m thinking about why I would rebuild an engine on one of these older bikes. There are many restoration projects being done and have been done to varying degrees.  Full restorations that include an engine rebuild are not that common.  There is a sentiment that if it ain’t broken don’t fix it, but that implies that there are economical alternatives. I am presently rebuilding the engine for my ’85 Limited Edition.  I took on this project ahead of my estimated schedule primarily due to the C-19 issue.  Had to keep busy since travel was off the table.  Living in Canada was a serious consideration regarding my decision to rebuild the engine instead of replacing it with another, the cost to import an engine from the US is cost prohibitive, not many here in Canada, and I would be dealing with a 36 year old used engine of an unknown quantity.The ’85 fuel injected engine has some differences from the carb models, not a lot but enough to make it an unnecessary way forward.The primary wild card for a rebuild of the Goldwing flat four engines are the crank journal and connecting rod bearings.   Availability is quickly going the way of the dodo bird.  Honda did an excellent job of designing these engines so that the engine was a balanced entity that contributed to the signature smoothness of the ride.  Another aspect of this balancing is that the connecting rods are specifically chosen for a particular engine and are weighted for each application.  Where am I going with this issue you might ask?  I have a ’95 GL1500 with 176,000 Kms on it.  It smokes on start up when on the side stand too long.  Otherwise it operates very well for a 25 year old bike with minimal maintenance.  This smoking on start is a bit annoying, there is a smell as well – think the carbs need to be overhauled, but this is the lot in life of a flat six.  I could easily get rid of this smoking by selling the bike, and buying newer.  The 1800s, have owned one, may succumb to the same fate, but not too much has been mentioned regarding this and the 1800 engine.  Buying a newer 1800, not new, is buying a used bike with all the buyer beware issues of a used bike.  You also start a new slate complete with maintenance and upgrades that you want in order to make the bike your own even though you have already done this on the bike you have or are going to sell.  The issue of a carbureted engine comes up continuously.  I admit I am partial to fuel injection, one of the reasons I have an ’85 Limited Edition, but carbureted models well maintained and cared for give good service and enjoyment.  Parts will always come to the fore when discussing older used bikes, but the 1800 model is now some 20 years old.  With the unveiling of the new 1800, parts may become an issue as well.Complexity of these newer bikes is mind boggling.  I notice this change between the 1200/1500/1800 and as such, shudder at times when I realize that bikes are not getting any easier to work on and the days of the DIY shade tree mechanic may quickly become an endangered specie.  I would be remiss if I left out the 1000/1100 Goldwings.  I’m thinking that these Goldwings are more sought after to do a restoration of because of the lack of complexity compared to its later cousins, weight issues and the ability to customize these to what you want. The rebuild of the engine for my ’85 Limited Edition is a no brainer.  This bike is my retirement long term project, and I’ve never rebuilt an engine such as the 1200.  Once the engine is done, not much else to do on the old girl.The 1500 is a different story.  Have read quite a few forum threads that question the sanity of rebuilding a 1500 engine when there are suitable engines available as an exchange; however, living in Canada is a different story.We live in a throw away society where the issue at hand is better taken care of by selling the problem child to another unsuspecting consumer, and buying another or buying up.  As I mentioned earlier, you now have a new to you used older bike that needs attention to make it your own.  I submit that no one buys a used bike, newer or older, without spending a few sheckles on upgrades, maintenance, and so the wheel of owning a motorcycle continues on.Keeping the 1500 will entail future maintenance such as suspension replacement.  Stiffer springs than OEM, air shocks for the rear – Progressive 416 air shocks for the 1500 are no longer manufactured so an alternative has to be found.  Probably other items will test our sleuthing expertise.  Having mentioned the above longish discussion on these older Goldwings, my real question from the above is whether to rebuild the 1500 engine including the carbs, or sell and move on.  The 1500 will never be a canyon carver, neither will its newer cousins; however, the 1800s with the right upgrades can be very sporty.  The 1500 with all the maintenance done, bearings, brakes and the likes is more than capable of performing well into the future.  The key to this in my opinion is a predetermined maintenance schedule, and a realistic ride profile and timeline.  I have done some thinking about what it would cost to do a 1500 engine rebuild, and have concluded that it will be less expensive than replacing the bike, and I will have a known commodity.  This is premised on my doing the work.  I’m thinking that if rebuilding the engine is not time critical, in that I need the bike to tour and ride, this may be the way to go.  The 1500 engine has to be a level of complexity greater than the 1200, but if time is not an issue, it could be a viable alternative to replacing the bike.  My 1500 has been the benefactor of the C-19 issue in that it received a complete repaint.  The bike is mechanically sound with a maintenance schedule that will keep it performing well into the foreseeable future.  The possible obsolescence issues are being considered and researched.  Do I keep the bike and enjoy the fruit of my labour, or let someone else enjoy what I have done?  All too often this is exactly what we do, spend money to make what we own better, then sell it.I’m a realistic person and try to keep myself in check when it comes to theorizing about my motorcycling way ahead.  Would like to have an older vintage car, but have no room for one in the suburbs that we live in, so my motorcycles take up the slack.  Easy to strip down, move it out of the way and test my expertise at bringing a tired bike back to life.  I do enjoy the challenge.  Having put you, the reader to sleep, comments are greatly appreciated.  Yes, I do need to get a life! :music:  :music: Cheers</blockquote>

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