![awingaway](/img/default-banner.jpg)
- 116
- 270 608
awingaway
Registrace 5. 06. 2010
T100 2021 DCT GL1800 - CSC Encore Kit - Final Walk Round
2021 DCT GL1800 - CSC Encore Kit - Final Walk Round
zhlédnutí: 3 346
Video
T099 2021 DCT GL1800 - CSC Encore Kit - Body Shell Install
zhlédnutí 2,2KPřed 2 měsíci
2021 DCT GL1800 - CSC Encore Kit - Body Shell Install
T098 2021 DCT GL1800 - CSC Encore Kit - Sub Frame Install
zhlédnutí 3,1KPřed 3 měsíci
2021 DCT GL1800 - CSC Encore Kit - Sub Frame Install
T097 2021 DCT GL1800 - CSC Encore Kit - Bike Strip Down
zhlédnutí 2,2KPřed 3 měsíci
2021 DCT GL1800 - CSC Encore Kit - Bike Strip Down
T092 2004 GL1800 - CSC Viper Kit - Final Walk Round
zhlédnutí 1,7KPřed 3 měsíci
2004 GL1800 - CSC Viper Kit - Final Walk Round
T091 2004 GL1800 - CSC Viper Kit - Body Shell Install
zhlédnutí 460Před 3 měsíci
2004 GL1800 - CSC Viper Kit - Body Shell Install
T096 2024 DCT GL1800 - CSC Encore Kit - Final Walk Round
zhlédnutí 2,8KPřed 4 měsíci
2024 DCT GL1800 - CSC Encore Kit - Final Walk Round
T095 2024 DCT GL1800 - CSC Encore Kit - Body Shell Install
zhlédnutí 2,8KPřed 4 měsíci
2024 DCT GL1800 - CSC Encore Kit - Body Shell Install
T094 2024 DCT GL1800 - CSC Encore Kit - Front Fork & Rear Axle Build
zhlédnutí 1KPřed 4 měsíci
2024 DCT GL1800 - CSC Encore Kit - Front Fork & Rear Axle Build
T093 2024 DCT GL1800 - CSC Encore Kit - Bike Strip Down
zhlédnutí 1,6KPřed 5 měsíci
2024 DCT GL1800 - CSC Encore Kit - Bike Strip Down
T090 2004 GL1800 - CSC Viper Kit - Sub Frame Install
zhlédnutí 495Před 6 měsíci
2004 GL1800 - CSC Viper Kit - Sub Frame Install
T089 2004 GL1800 - CSC Viper Kit - Bike Strip Down
zhlédnutí 1,3KPřed 6 měsíci
2004 GL1800 - CSC Viper Kit - Bike Strip Down
T088 2010 GL1800 - EML Martinique XGT Kit - Final Walk Round
zhlédnutí 787Před 7 měsíci
T088 2010 GL1800 - EML Martinique XGT Kit - Final Walk Round
T087 2010 GL1800 - EML Martinique XGT Kit - Body Shell Install
zhlédnutí 594Před 7 měsíci
T087 2010 GL1800 - EML Martinique XGT Kit - Body Shell Install
T086 2010 GL1800 - EML Martinique XGT Kit - Rear Sub Frame Install
zhlédnutí 967Před 8 měsíci
T086 2010 GL1800 - EML Martinique XGT Kit - Rear Sub Frame Install
T085 2010 GL1800 - EML Martinique XGT Kit - Bike Strip Down
zhlédnutí 2,8KPřed 8 měsíci
T085 2010 GL1800 - EML Martinique XGT Kit - Bike Strip Down
T084 GL1800 Gen 2 - Hannigan Gen 2 Kit - Final Walk Round
zhlédnutí 547Před rokem
T084 GL1800 Gen 2 - Hannigan Gen 2 Kit - Final Walk Round
T083 GL1800 Gen 2 - Hannigan Gen 2 Kit - Body Shell Install
zhlédnutí 295Před rokem
T083 GL1800 Gen 2 - Hannigan Gen 2 Kit - Body Shell Install
T082 GL1800 Gen 2 - Hannigan Gen 2 Kit - Sub-Frame Install
zhlédnutí 318Před rokem
T082 GL1800 Gen 2 - Hannigan Gen 2 Kit - Sub-Frame Install
T081 GL1800 Gen 2 - Hannigan Gen 2 Kit - Bike Strip Down
zhlédnutí 176Před rokem
T081 GL1800 Gen 2 - Hannigan Gen 2 Kit - Bike Strip Down
T080 2017 Indian Roadmaster - CSC Arrow - Final Walk Round
zhlédnutí 154Před rokem
T080 2017 Indian Roadmaster - CSC Arrow - Final Walk Round
T079 2017 Indian Roadmaster - CSC Arrow - Body Shell Install
zhlédnutí 192Před rokem
T079 2017 Indian Roadmaster - CSC Arrow - Body Shell Install
T078 2017 Indian Roadmaster - CSC Arrow - 6Deg Rake Head Stock Install
zhlédnutí 68Před rokem
T078 2017 Indian Roadmaster - CSC Arrow - 6Deg Rake Head Stock Install
T077 2017 Indian Roadmaster - CSC Arrow - Rear Sub Frame Install
zhlédnutí 67Před rokem
T077 2017 Indian Roadmaster - CSC Arrow - Rear Sub Frame Install
T076 2017 Indian Roadmaster - CSC Arrow - Bike Strip Down
zhlédnutí 110Před rokem
T076 2017 Indian Roadmaster - CSC Arrow - Bike Strip Down
T075 2012 BMW K1600 GTL - Hannigan Build - Final Walk Round
zhlédnutí 216Před rokem
T075 2012 BMW K1600 GTL - Hannigan Build - Final Walk Round
T074 2012 BMW K1600 GTL - Hannigan Build - Body Shell Install
zhlédnutí 304Před rokem
T074 2012 BMW K1600 GTL - Hannigan Build - Body Shell Install
T073 2012 BMW K1600 GTL - Hannigan Build - Rear Sub-Frame Install
zhlédnutí 170Před rokem
T073 2012 BMW K1600 GTL - Hannigan Build - Rear Sub-Frame Install
T072 2012 BMW K1600 GTL - Hannigan Build - Bike Strip Down
zhlédnutí 291Před rokem
T072 2012 BMW K1600 GTL - Hannigan Build - Bike Strip Down
T069 2007 GL1800 Gen 1 - Motor Trike Razor Build - Subframe Install
zhlédnutí 313Před 2 lety
T069 2007 GL1800 Gen 1 - Motor Trike Razor Build - Subframe Install
MAGNIFICENT CRAFTSMANSHIP. Excellent engineering 😊❤😊!!!
Magnificent craftsmanship!!! It's a beautiful 😊 and adorable ❤ BMW trike glide....
0:29 kill the music
Hi Dave another beautiful trike built yourself we are delighted with our trike its 3 years now so all the best keep on turning them out pure gentleman ✋
worn engagement dog
Een vakman. Het bewonderen waard.
dank u meneer
Ill bet this is very rare!
Its as rare as i haven't done another one since but i haven't been checking that any others have failed either. although every time i have a front cover off i always check just incase.
As I've never ridden this trike due to insurance problems, it's now for sale
Wow.....Love it. Nice ASS on her. Maybe one day. Nice job, CSC. Must be very expensive, getting a new machine shipped to them and back turnkey. A trike like this can go to the moon and back, no issues.
"PromoSM" 😪
👍👍👍👍👍👍👍👍
What a mess.
Dave, she’s a beaut mate 🙏 and can’t wait to getting my leg over now 😁 Happy Birthday to me, Happy Birthday to me 🎉💖
Really coming together now Dave and great colour scheme. Looking forward to getting my leg over and joining in 🏍️🖲️
Hi Dave, the trikes looking brilliant. Going to enjoy riding it soon 😁
Ive am not a believer in Honda quality. Ive owned two GL1800s, a f6b and a full dresser. Both have cost me more money than the 23 previous bikes ive owned, combined. Pure garbage. Going back to Yamaha. The fact all the 1800 trannie problems across the world, did not constitute a class action lawsuit was the final straw....
Who are you and how can i get in touch? I have 148k on my f6b. 2nd gear went out a week after a i bought the bike at 41k. Skipped second for 100k miles. Now third is kicking out. Such junk. I tried to bring it back to the dealer (Barneys in Florida) a week and a half later after I bought it and they would not take it back. It's my 24th bike since the early 70s, never missed a gear, so you guys that says its bad shifting can stop before u start.
Hi Dave. Hooray, this is one build I’ve been watching out for and really looking forward to all the build 💙 It’s going to be a special birthday present 😮🎉
It’s overwhelmingly obvious that this guy does not know what he is doing…no follow up or anything. Nice click bait!
Another great build Dave. Really looking forward to seeing `Le Grande Bleu’ 💙
click bait channel.
I’d beat the tire guys ass. He’d learn the proper way then. Pain is the best teacher, I’ve hurt myself doing stupid things, so I know firsthand. I don’t repeat the mistakes that hurt. Glad you found it
Come on, what was the cause? If your not going to follow up please don't waste our time.
What was the problem?
𝐩𝐫𝐨𝐦𝐨𝐬𝐦 😌
cool ❤️❤️
love watching these videos
Esto no es una moto pentines, esto es un mierdon como un castillo d grande, las marcas se han vuelto locas pero del todo, una moto son dos ruedas, dos, joeeeee.🤮
Did you check the scuff pan underneath. If they are loose sounds like the entire engine is coming off.
Hello young dave thats a nice bit of kit t but ill stick with my old 1500 interstate that you fettled last year did a nice job stay happy stay safe ollie
I have had two Yamaha ventures, combined mileage over 200,000, over 18 years, one BMW K 1200 LT, I won’t go into it but I will never buy another BMW. And I just bought my first GL 1800 Goldwing. I read the owners manual cover to cover, slowly, because I was in a hurry to absorb all the information that was different from anything else I have owned.. I learned one thing that many gold wing owners seem to ignore. The manual specifically states, do not use a heel toe shifter on the gold wing... I am betting that the factory knows more about that subject than the people that make he’ll toe shifters in the aftermarket for the gold wing. my Goldwing had some aftermarket accessories. One of them was the heel toe shifter/floorboards. I am not a fan of floorboards, I removed the floorboards and put the stock foot pegs back on as soon as I got the machine home. Luckily, The machine only had 13,000 miles on it when I bought it, so the heel toe shifter was probably not on there long enough to do any real damage.. when I bought my machine, it is a 2002, I bought it in 2019 from the original owner. He was honest and told me that he never did things like change the clutch or brake fluid, he never changed the air cleaner, the machine still had the original 18 year old tires on it. So I spent weeks doing maintenance chores.. changing the brake fluid, and the clutch fluid, when I used my vacuum bleeder on the clutch to change the fluid, that brake fluid looked like melted chocolate ice cream. I’m surprised the seal didn’t fail. The air cleaner had a mouse bed in it. The fork oil was never changed. While I was at it, I replaced the fork seals and wipers and fork fluid and upgraded the fork springs. I also upgraded the rear shock spring to match The fork springs. They were 18 years old, and what a difference it made. It transformed the motorcycle. Anyway, while I was doing all of these maintenance chores, I was looking for the fuel filter. I went through my phone book sized factory Honda service manual, I could not find anything on the subject of fuel filter or fuel filter location, in the maintenance schedule, they don’t mention the intervals to change the fuel filter. I couldn’t find one on the Internet for sale listed. it turns out that the GL 1800 from the factory does not come with a fuel filter.. that sounds crazy, but there is no replaceable fuel filter. Maybe the in the tank fuel pump has a very fine screen over the in the tank fuel pump pick up.. my experience as a motorcycle mechanic in four different shops with transmissions is, if you miss a shift, do not jam the bike into another gear until the RPMs drop, and always shift up. Take your foot off of the shifter when you are done with every shift to allow the shift PAWL to re-center around the shift drum shift pins. Never rest your foot on the shifter. You will burn the shift forks and the channel on the gears that move when the shift forks apply pressure. always always always use motorcycle specific oil recommended by the manufacturer. You cannot use car oil in motorcycle engines ever again. The reason is in 1988 or 89, the federal government asked car manufacturers and oil companies how they could work together to get more miles per gallon out of a gallon of gasoline. The result was a huge change in oil’s that we use in our cars. to cut to the chase, they have removed most of the zinc and phosphorus from the additives package of oil to make it thinner, less resistance to flow, the engine doesn’t work as hard, even if every car on the road using these new thinner oils gets 1/10 of a mile further per tank full of gas, that will save millions of gallons of gasoline per month. here’s the problem with modern oil’s made for cars, I repeat made four cars. remember I said they removed zinc and phosphorus almost completely from the additives package that they add to oil.. well, zinc and phosphorus are the exact two additives that give oil something called higher film strength. As gears in the transmission mesh on a motorcycle, which uses the same oil to lubricate the crankshaft and the cylinders, in the transmission, as those gears mesh,, those gears and that oil is subjected to a condition called “Shear”.. sheer, actually slices the molecules in the oil, and it keeps chopping them every time that oil gets squashed between the gears as they mesh under pressure. You can tell when your oil is worn out on your motorcycle when it becomes difficult to find neutral, and when it becomes difficult to shift. I have experienced this myself, some motorcycles you can feel it sooner than later. motorcycle specific oil has the required amount of zinc and phosphorus in the additives package to withstand sheer. there is not a more severe environment on oil than in a transmission. In car and truck transmissions, they use a heavier oil, sometimes it’s called gear lube to withstand the enormous forces on the gears faces and on the oil... baby your transmissions, don’t attack your shifter when shifting or when trying to find neutral. Never tried to find neutral when your engine is not running unless you’re rocking the motorcycle back-and-forth gently. I have seen people attack the shifters with the heel and all their weight of their leg like they were kicked starting it. That makes me cringe when I see that. baby that shift to second gear on all motorcycles, don’t Revit up high in first gear and then slam it into second. There’s just so much torque on the entire drive train, and when you shift from 1st to 2nd, all that inertia and momentum making those gears stop dead over and over and over, has a cumulative affect on the shift dogs. once your bike starts jumping out of gear on acceleration, or missing shifts, be prepared for an expensive repair job. As a matter of fact, it is so expensive, it would be cheaper to buy an engine complete out of a salvage yard then to pay someone to rebuild the transmission in a motorcycle like a gold wing. It’s one of those jobs, that, while you are in there, you might as well do this and then you might as well do that, and the next thing you know, you spent thousands. If you blow the transmission on a GL 1800, do a Google search and find a salvage yard, and buy an engine out of a low mileage wreck.. it’s cheaper and quicker. A friend of mine broke the timing chain and his venture engine. This was 20 years ago, he got an entire engine from a local salvage yard for $400. That is less than he would’ve paid for the timing chain, timing chain tensioner’s, engine gasket kit, and all those little extras..
I stopped ready an hour into your story, but im dying to kno. What was the moral? Have u told Honda to take a hike yet? You will.
I have the '07 Goldwing only 14k miles and these bikes shift very loudly clunky I wish they were quieter shifting. I'm wondering if there is a specific oil that might quite things down a bit..
Did it still run after the failure? Make any particular identifying sounds? Thanks
I do like the LED emblem. Where can I get those for my 2020 DCT Tour?
Even God can see when you are up for a ride.
Who makes those lights
Sweet, beautiful trike. Really like the CSC conversion.....and of course all the lighting you added.
May I ask would you have a idea on on something is going on with my 2008 goldwing I just started to have a slit problem downshifting from 5th gear it feels stiff .May I ask what could that be I need to bleed clutch this I'm aware of and also I plan on changing slave cylinder.??
man that blows chunks! did you ever get it fixed or figure out what caused it.
Engine has to be removed to do this?????
Yup !! Im doing mine now. BIG JOB.
any updates on that noise mine just started, I thought it might be a dropped bold between radiator and fan
heel toe shifter dammage mabey ??
broken teeth on the left, cooked gears on the right
2012.....moron still didnt tell whats wrong
thats what a heel toe shifter does to a transmission every time ,, riders rest thier foot on like it is a foot peg and destroy the transmission every time
Dogleg Jake, you are correct.Actually it says right in the owners manual not to use or install a heel toe shifter on a GL 1800 Goldwing
That happened to me and I learn the hard way that the heel and toe shifter was not a good idea.
Honda says specifically in the owners manual for the Goldwing, not to put floorboards on the GL 1800. Because probably because it requires a different kind of a shifter also. Here is the reason to never put floorboards and the non-standard shifter addition required because you’re using floorboards.. if you have a transmission failure, even if your machine is under warranty, Honda will reject that warranty claim because they spell it out in plain language in the owners manual, not to use floorboards on that machine.. A heel toe shifter is not the reason transmissions fail. I had a GL 1800 Goldwing for two years, I won’t go into why I didn’t like it. But I will say, I went back to a Yamaha royal star Venture from the goldwing buyer??, my current royal star venture is my third Venture since 1986.. my royal star venture came from the factory with floorboards and a heel toe shifter. The heel toe shifter is not attached directly to the shift shaft. It is attached through linkage with Heim joints… The heel toe shifter rocks on a pivot bearing. The effort, the force of every shift does not go on to the shift shaft of the Yamaha set up.. I do not “ attack “my shifter on any of my motorcycles because I used to be a mechanic at several different motorcycle shops. I see how people attack their shifters, they act like it’s a Kickstarter lever or a foot peg sometimes. I see them slamming the whole weight of their leg onto the shifter to try to find neutral. I see them riding with their foot resting on the shifter… if those people only knew what they were doing when they rest their foot on the shifter or attack the shifter with a lot of effort or rest their leg on it. They should run their oil over a magnet and watch how much metal comes out with the oil when they change it. I’m sure their shift forks are burnt if not bent also.. A transmission failure is pretty final. When the transmission locks up, pulling the clutch in does not save you. The clutch is before the transmission, so when the transmission locks, the rear wheel is locked until the bike stops. Experienced it myself. I was commuting to work on my Yamaha RZ 350 2 stroke twin..It was my fault, I thought that the engines of the RZ was the same as the RD engine. I am very very familiar with the RD engine because I road race one for eight years, winning six road racing championships, to time national champion.. so when I got the RZ, I changed the transmission oil, but I only put 1.1 quarts of oil in the gearbox. The transmission holds 2 quarts of oil. I did not know that. I rode the bike for several weeks low on oil. On my way to work one morning the transmission locked. I was going uphill. I dragged the Perelli phantom rear tire which was only about 400 miles old down to the cords.. I pulled the clutch in but like I said, the clutched only disengage is the transmission from the crankshaft, it does not disengage the locked transmission from the rear wheel. So I was at the mercy of my skill/reactions. My bike was fishtailing uphill, and the skidmarks were about 150 feet long. I was doing about 60 miles an hour when the transmission locked.. I did not crash but I don’t know how I was that lucky because of the way the bike was fishtailing.. when I split the cases to repair the transmission. I discovered that one of the gears seized on the shaft. I had six broken gears that had teeth broken right off of the gears, and a seized main shaft. I worked part time at a Yamaha shop at that time evenings and Saturdays so I was able to get parts at cost. There was one gear in there that dealer cost was $270…It was one of the gears that the shift fork would slide left to right ..Rebuilding the entire transmission cost me nearly $600 just in parts. I did all the work. But after that close call, even though I had replaced everything that was broken in the transmission, I sold the machine. I just did not trust it anymore after that.. baby you are transmissions. Never take first gear RPMs up real high and then shift to second. That is one hell of a collision that goes on inside a transmission shifting from 1st to 2nd. Second gear is the one that is going to fail in your transmission if you are going to have a failure. That is very very common to have second gear go out on you. It’s best to just get moving in first gear, then shift to second around 15 miles an Hour.. when you shift, shift as quickly as possible. Not as hard as possible, just quickly because the transmission will be happier if you shift quickly. Formula One car transmissions are also sequential transmissions, much like motorcycle transmissions. Those transmissions shift in one 2000s of a second..Of course they use paddle shifts in formula one. There’s another thing many people do not realize, you really don’t need to use the clutch if you are good at matching the transmission speeds. When I roadraced motorcycles.. The clutch was really only necessary for the start, after the start of the race, I rarely used the clutch.. The same crashing goes on inside a motorcycle transmission whether you use the clutch or not. It’s just that you need to be precise on letting off the throttle at the right time and then shift while there is no deceleration load or acceleration load on the transmission at that instant. Transmissions go through hell. They are often referred to as “crash boxes” if you look at the gears in the video. You will see blocks of metal on the sides of some of the gears. Those are called dogs. When you shift, those blocks on the sides of those gears, go into holes/ slots on the gear next to those blocks. That is all a transmission shifts. The shift fork slides the gear with the dogs on it to the side and those dogs go into holes on the gear beside it. Those teeth around the outside of every gear or always always constantly matched with the gear it is opposite. That’s why they are called constant mesh sequential transmissions. Constant mesh means those gears are always messed with the gear they are facing, sequential means you have to go from first gear, up through neutral, to second, third, fourth, fifth, sixth, and when you want to dance if you have to go 6th to 5th to 4th 3rd to second to neutral to first. That is the sequence, that’s why they are called sequential..Formula One car transmissions are also sequential constant mesh. That’s why when they spin off and go into the grass, you’ll see them sitting there and you wonder why they don’t get going again, it’s because they are trying to get from sixth gear or fourth gear into first gear by going through the sequence
What year or years Goldwing should I avoid?
badly handled ones
That and ones with heel-toe shifters. Riders have a tendency to ride the gearbox with them.
Thank you. Will check my newly purchased one now.
mine sounds just like that. ended up being the alternator
You are lucky. It's the alternator drive gear (ADG) that's the culprit. The springs inside the damper lose tolerance and wear away at the inner gear casing. It is drivable but the engine has to come out to do the repair.
just the alternator or the drive gear?
I'm going to be pulling my '03 GL1800A motor for the ADG. Starting a list of special tools and parts. Is there two sizes of engine mount bolts? The manual lists two lock nut wrenches.
My gold wing will shift but won't move
tony Claxton did you find out what the issue was?
Does this bike have a heal toe shifter? It takes a lot to brake a selector drum! I'm on my second gl1800 and no transmission problems
Bass Player you’re 100% correct on that heal toe shifter they are a guaranteed problem. When I was looking for a used bike anytime I saw one of those shifters I was done looking at that bike immediately.