Edward’s Hot Flush – a GL1000 Overheating Problem or what?

For what it's worth the label says it's a 7v Regulator

Grabbing another brief pause between rainy days, and on this particular day grabbing a gap between showers, such is the persistently bad weather we’ve been suffering, I ventured out on Edward to run an errand to B&Q. I was after some Nitromors to de-lacquer his inlet manifold pipes so they could be polished up to the standard which his former owner kept him in. It was Wednesday so old folk like me get a 10% discount onn Wednesdays; every penny counts these days.

Edward started grumpily, partly because he’d been left in the garage for over a week and because his carburettors are probably far from completely free of tank debris, but once he did started he seemed to be running well. Management was off with her Auntie to a flower show for the day, so I was off the leash and looking forward to a couple of hours of further development of my skills riding a sidecar combination. Once he’s warmed up Edward delivers plenty of power (providing you don’t compare it with a GL1800) even if sometimes hesitantly, so I was looking forward to the ride.

The errand to B&Q was just somewhere to go to start with and it took only a few minutes to ride the three or four miles down the motorway to get there. Edward was roaring along and I had no trouble accelerating up to traffic speed and making the lane changes which the somewhat challenging Junction 30 of the M6 involves if you’ve come on at Junction 31 and want to go on to Junction 29.

I probably didn’t look at the temperature gauge during that short ride and it was only as I rode out of the car park, having bought my can of Nitromors, that I noticed the temperature reading was higher than normal. During the rides I had had on Edward so far, including the long, high speed flog up to Scotland, Edward had kept his cool throughout, the gauge rising only slightly and briefly above its usual low-in-range reading after climbing at full power up to Shap Summit. continues………

Dealing with fuel system sludge – the story of Edward’s enthusiastic return to service

Work on Edward in progress, Gloria in the background

CLICK ON ANY IMAGE TO ENLARGE IT

As Edward, my 35 year old GL1000 sidecar outfit, was unloaded from the recovery truck 0n his return from Scotland, his ignominy but my shame for letting the breakdown happen, I wasn’t at all optimistic about getting him running again quickly.

I had ridden (and more importantly Edward had limped and spluttered) over 100 miles across Scotland to our touring base at Forres, 20 miles East of Inverness, with stirred-up debris from the bottom of his 35 year old fuel tank being drawn into his carburettors.  The chances of the carburettors needing a full strip down to get Edward going again were pretty high.

But whatever lay in store the job needed doing, so I got stuck into it as soon as practicable after returning home and I also tried to go about it systematically.

The first thing to establish was whether fuel was still flowing freely from the tank through the fuel filter, which I tested by disconnecting the inlet pipe from the fuel pump and turning on the petcock.  Fuel flowed freely which unfortunately meant that the carburettors would have continued to receive what must have been contaminated fuel as Edward was spluttering his way back to Forres.  The bike had ended up running on only two and possibly only one cylinder in the end, so the carburettors’ internal passageways and jets were likely to be blocked up pretty badly.

Next I removed the fuel filter, which was a non-standard type with a plastic mesh dome inside a glass tube – through which coarse black debris could be seen inside.  The filter had kept back this coarser stuff but obviously not everything.  had it been lees in an old bottle of claret after decanting this black debris would have been a welcome sight, heralding a fine drinking experience, but not in a motorcycle fuel filter. continues………

AwingAway offers fixed-price servicing at lower prices

Dave Partridge

Dave Partridge, who offers mobile servicing for GoldWings , under the trading name of AwingAway, based on Staffordshire, has just come up with some very tempting prices for servicing – including the opportunity to get your MOT done free of charge providing it’s done at the same time.  You get a free 10-point safety check on the bike even if an MOT is not required.

That strikes me as a staggeringly good offer and reason to get your MOT done while Dave’s at it, even if it’s not yet due, so that you can get yourself synchronised for next year.  Giving your bike an annual service and safety check is no bad thing regardless of the mileage you have done and doing it every year at the same time makes it easier to remember to do it.  Dave might even send you a  reminder next year!

Obviously this doesn’t include the cost of any additional work which might be needed, but it’s a fixed price for the service and the fixed prices are very keen at that – substantially lower than you would pay probably elsewhere.

Dave is a qualified motorcycle technician and a GoldWing owner himself.  He’s also th technical Editor of the Federation of UK GoldWing Clubs and you can pick his brains, free of charge, about any GoldWing technical problem you might have by using the Technical Enquiry Service on the Federation’s Website.

I’ve heard nothing but glowing reports of Dave’s work and can therefore thoroughly recommend him.  He will travel reasonable distances to do servicing work, which could also be attractive to you.  Dave is offering an innovative service to Wingers which is proving very popular.

You can contact Dave on 07795 095043 or by email to dave©awingaway•co•uk

You can also view a leaflet about Dave’s services which details his prices by clicking here.

New EU proposals for Motorcycles – BMF demystifies them

There has been a lot of coverage in the media of new proposals by the EU which are feared to be very threatenning to motorcyclists because they prohibit modifications to the bike, or some parts of it – a freedom which many bikers think is fundamental and also to frustrate owner-maintenance.  Demonstrations have been organised, including slow rides on motorways, to show disapproval of them.  It isn’t like that and although there is threat in some of the ideas, some of the proposals are actually favourable to bikers.

The British Motorcyclists Federation has done some serious homework and posted a set of notes on Facebook about these EU Proposals in order to demystify them. The proposals do include a plan to prohibit modifications to the engine and drive train of motorcycles but they will not prohibit changing components (i.e. doing any work yourself on your engine or drive train) so the idea that the proposals will stop bikers doing thier own maintenance doesn’t stack up.  Our Goverment is against this proposal anyway and BMF will continue to lobby and campaign against it so it might never happen.

The EU also proposes to make ABS compulsory on all large motorcycles but this will only affect new ones (in due course) and may also never quite happen.

The proposed compulsory On Board Diagnostic equipment will not monitor speed etc but merely keep a record of faults and “out of range” occurances as an aid to maintenance and repair.  The proposals include requiring manufacturers to allow bike owners to be able to access the information and the release fault codes and other maintenance information outside the manufacturers’ dealer networks, which will prevent them cornering the servicing market on their bikes.

So there are aspects which are a potential threat but some of the proposals are good ones.

You can read the BMF post in full (and comment on it if you wish) by clicking here.

GL1100 Restoration Project – Part 3 – The Big Strip Down by John Gratton

Another batch for the Powder Coater

Since Part 2 was published I have had a radical rethink about what I was doing.

The frame which at first glance looked OK wasn’t really good enough. I decided that as I’d already removed the swinging arm and most of the frame brackets and I was going to remove the engine anyway, I might as well have the frame and ancillaries powder coated.

The first job was to take the engine out and, as the bike was already stripped of many things, removing the engine turned out to be quite simple.

I removed the exhausts, disconnected the wiring loom, removed carburettors (which was a pig of a job) and then disconnected the drive shaft.  Then I put a trolley jack under the engine (a bike lift is more secure if you have one) and it was out and on the bench in no time.

I wanted to strip the fork legs so that the fork lowers could be powder coated and in order to refurbish continues………

GL1200 Restoration Project – A continuing story worth following

Click on the image for an enlargement

There’s an interesting and very well illustrated account of the restoration of a GL1200 Aspencade running on the GoldWing Riders Forum which you might want to follow, even if you don’t have a GL1200 yourself.

It reveals what happens under the skin to ageing GoldWings (and could be happening to your GoldWing if you’re not looking after it) and also shows what can be done to recover the situation in your own garage if you make use of the help and advice which is available from other Wingers on a good GoldWing forum like this one.

The Winger who’s doing this restoration is called Liam who, fairly obviously from the Thread, has well above average DIY skills.  He’s based in Ireland, but he’s drawing on resources abroad for parts, including America.  It’s an interesting read.

As with everything on the GoldWing Riders Forum you don’t need to sign up to read what’s available on there, although since it’s free to join you might as well do so because then you can ask questions to seek information and advice about your own GoldWing problems.

Related Articles

John Gratton’s GL1100 Restoration Part One

John Gratton’s GL1100 Project Part Two

GL1100 Restoration Project – Part 2 – Brakes, Wheels and Clocks by John Gratton

Brake Calliper in bits

I noticed that the front brake lever felt a tad spongy when I was collecting the bike, so the brakes were the first job I decided to tackle.  When I stripped the brakes to examine them it was just as well – taking the condition of the brakes on an old bike for granted because they are still more or less working is not a good idea.

The hoses were removed and labelled.  A roll of white electrical tape and a permanent marker are essential items for a project like this.

The hoses were of the Goodridge braided type but they were fitted with cadmium plated banjo fittings and these were somewhat corroded.  It would be cheaper to replace the calliper and master cylinder ends with new stainless or chrome ones than to buy a new set.  Also as they were ‘bare’ braided so they would have to be covered with transparent heat shrink tubing; the ‘bare’ braided type are quite abrasive and will remove any paint they contact very quickly.  Heat shrink tubing over them still keeps the appearance but provides a smooth non-abrasive surface.

The callipers were then removed and a rough cleaning given; the paintwork on them had been damaged by brake fluid over the years and would require stripping and re-finishing.  Disassembly of the brakes is fairly simple to do – the trick is to do one at a time and keep the parts separate for each calliper.

Firstly the pistons have to be removed and the easiest way I have found to do this is to use a compressor and airline to blow them out. You need to be careful as this can be quite dangerous; it’s basically a gun that you’re operating when the compressed air is applied so wrap the calliper in a thick towel.  This also stops you getting covered in a fine mist of brake fluid! continues………

GL1100 Restoration Project – Part 1 – Acquisition and Planning by John Gratton

First impressions were encouraging

My passion for Goldwings began in 1979 when I first saw a GL1100 Plain Jane in John Taylor’s Honda centre in Stoke on Trent.  They don’t look that big to us now but believe me back in ‘79 they were awesome.  I  set my heart on one there and then.

However then, as now, new GoldWings were expensive beasties.  I finally got my first Wing in 1989, a Martini Gold GL1500.  Then I had a Candy Apple Red 1500 SE and currently a Monaco Pearl Blue GL1800.  I also had a GL1000KZ project bike somewhere in the middle.  But I’ve always had a hankering for a GL1100 Plain Jane – a Wing so different in concept to the current ‘Full Dressers’.

So I started to look for one a few months ago. continues………