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The pictures clearly identified the serial numbers of the frame (GL1-1000002), as well as the right engine case (GL1E-1000002).
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The pictures showed the frame, engine cases and an assortment of boxes overflowing with hundreds of parts. “He was interested in having us restore his newfound treasure, and included in the request were several pictures of his find.
#1975 honda motorcycle serial number
“Mid-year 2011, we received an email from a gentleman who claimed he owned GL1000 serial number GL1-1000002,” Pete recalls. The current owner bought the contents of the storage unit from the instructor’s widow. They remained there for the next 30-plus years, until the instructor passed away. When they were replaced by newer engines, the remaining parts were placed in a storage unit owned by the instructor. The engines were utilized for instructional purposes, disassembled and re-assembled by students hundreds of times. He had acquired previous motorcycles and was able to obtain additional units as time went on,” Pete adds.Īccording to Pete, said instructor acquired a complete or nearly complete GL1000 along with a partial machine with drivetrain and other miscellaneous pieces, including various prototype side covers. to donate them, and for years it was the center of their training until newer models were obtained. “The instructor was able to get American Honda Motor Co. “The GL1000 prototype featured here is what we’ve found in our research to be one of two units Honda donated to a college to be used for engine mechanics classes for their students,” Pete says. As the name implies, their company focuses on the GL1000, and after 40 years researching and working on the model, they’ve learned a thing or two. The restoration of GL1-1000002įew people know more about the GL1000 story than Pete Boody and his daughter and business partner, Chris Gray, at Pistol Pete’s GL1000 Goldwing Services in Oliver Springs, Tennessee. How fast? At the time, it was bested in acceleration only by the 993cc Kawasaki Z1, running the quarter-mile in 12.92 seconds at 104.52mph versus the Z1’s 12.37 seconds at 107.39mph.
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“If Honda is going to sell a motorcycle for $3,000, then by all that’s holy it’s going to be worth it,” Cycle said in its 12-page April 1975 review, which lauded the GL as a “brilliantly focused” touring machine that was also Superbike fast.
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Introduced in late 1974, the GL1000 was an immediate hit. Fuel was supplied by a mechanical pump driven by the right camshaft. That led to the actual fuel tank being located under the seat (further aiding a low center of gravity), with the air filter housing assembly, coolant recovery system, major electrical components and a detachable kickstarter housed in a faux gas tank, with openable panels for access. For one, the engine’s four individual constant velocity carburetors (repurposed from Honda’s 1968-1972 N600 automobile) were placed on top of the engine. The new engine required a new chassis, and it presented Honda engineers with a number of design hurdles. In the early stages of design, a 6-cylinder was initially prototyped before project leader Toshio Nozue settled on a 999cc four, with final drive to the rear wheel by shaft. And unlike any other horizontally opposed motorcycle engine, it would use overhead camshafts. It would be Honda’s first horizontally opposed engine, a design chosen for its smoothness and inherent low center of gravity. The new bike would be Honda’s first water-cooled motorcycle. In the same way the 1969 CB750 Four was a benchmark motorcycle, Honda wanted its new grand tourer to be the same, a motorcycle of firsts.