Frank Marx          The Netherlands
Classic  Wing  Club  Member  #248

I work at the Royal Dutch Airforce with Hawk guided missile system.  My hobbies are Goldwings, restoring my Austin Mini pickup, computers and driving around in my Mini and on my Goldwings.  I like to go to International Goldwing meetings to hear and see what other people have and to party.

 I started thinking about motorcycles when I was around 12 years of age, due to a neighbor from across the street drove a Goldwing at that time.  He had a lot of friends coming to his place during the weekends, the Goldwing virus infected me.

My first Goldwing meeting was when I was 16 years of age, not on a motorcycle, but on a solex, a 49cc moped with an engine mounted on the front wheel.  Sure looked stupid between those Goldwings.

At the age of 18 I bought my first motorcycle, a 1972 CB125 imported from the US. Got my license with that bike and sold it so I could buy a 1974 CB500 with a CB550 engine. Ended up wrecking this bike in a curve because I forgot the side stand.  I drove around a month or so with the damaged bike and sold it in 1986.  My third bike was, and still is my 1978 GL1000K3 and this just a few days before I went 20.  In the meanwhile I became a member of the Goldwing Club Holland and with my wing I collected some trophies for youngest attendant at meetings.

 My GL1000K3 had about 38,000Km on it when I bought her. The bike was almost sold to another fellow when I saw her in a shop. But the guy didn’t show up, so I bought her.

With my `78 K3 I went to a lot of countries and many international meetings across Europe, and now the bike has around 250,000km on the clock.  The engine is still original. I only dismantled it at 100,000Km to clean and reassemble again.  No major breakdowns.  Only a new water pump at 110.000Km and a new water pump years ago.

 I modified the K3 a lot.  When I bought it, it had only a Vetter fairing without the lowers on it. I bought the lowers, an imitation Harley style set of fiberglass bags, K&Q seat. I made myself a lightbar around the bags. Bought a lot of chrome and lights, a radio/cassette, CB and a re-spray in Candy Red.  In 1989 I bought a small trailer, also color matched with a lot of chrome on it.

 The bike stayed like this till 1998 or so when I bought a Clarion MKII sound system from a GL1100 Aspencade. It didn’t fit my fairing, so I bought a GL1100 one and fitted that to the bike. Now I could install the sound system.

During 1998 I also installed GL1100 front legs with TRAC and a 11 spoke cast wheel from a GL1100 Aspencade, but with a GL1200 front fender on it I also made myself a new set of lowers for the fairing.  A combination of GL1100, but with the cornering lights of a GL1200LTD and the air vents of a GL1200LTD.

This winter I started to create a new front fender, a GL1500 one with the 1500 disk covers. These things will be reproduced from fiberglass as the lowers where done.

Last January I installed a GL1100 swing arm with an 11 spoke cast wheel in it.  The bike doesn’t look like as you can see on the pictures.  But when it has a re-spray in 2-tone candy red with striping it’s as new again.
I also bought a new Squire trailer last year.  It was damaged, so I repaired it and made a new undercarriage with hydraulic operated brakes on it. It also will be sprayed in 2-tone candy red.

 During 1990 I bought a “like scrapped” Febr. 1975 GL1000. (Frame #10001815).  It needed a new set of pistons, new bearings, new wheels, new this, new that.  It took me two years to get it running again.  It had 56,000 miles on it when I bought her.  By now she has 61,000 miles on it (in 10 years only 5,000 miles). I drove to a few international meetings with this “naked” bike.  I went to France with her, Belgium, Germany, and Netherlands.  But most of those years it didn’t make a move.  She only stood in the garage waiting for better times to come.

And in the year 1999 it was time to get her out for the 25th anniversary meeting over here in the Netherlands.  I’ve got the trophy for the oldest bike at that meeting. The bike is not the most beautiful, but the oldest over here.

 That’s it, I’ll stop writing so other people can put their input somewhere.

If you want to see more pictures of my bikes and you’ve got Internet access: http://surf.to/goldwing

 Ride safe

Frank Marx

The Netherlands

 

Trevor White of Oberwangen, Switzerland CWC #354

I bought Mellow Yellow (frame # 2038538, engine # 2037028), first registered in Switzerland in April 1977, from its first owner in 1991, for about $1100.  It had done about 74,000 miles and basically was in original condition, except for the common Koni rear-shockers, a dull, rust-red re-spray job without pin striping and a Krauser luggage rack/hard saddlebags that carried the turn-signals.  Under the re-spray, 1977 Candy Sirius Blue could be seen.  This illuminates the mixed Honda export production patterns.  The engine/frame numbers definitely belong to 1976 K1 series, but late - even being after the LTD numbers.  I suppose that by the time this machine hit the production lines in Japan (probably Fall, ‘76), there were still ‘76er engines/frames left over to receive the new colours.

I didn’t do much with it.  I rode it a little, my son took it out a few times and a British friend borrowed it for a trip to Italy with us.  Still working 100%, any spare time was for riding, not wrenching.  I was caught up in the European Winging scene on the ‘87 GL1200 and we were also doing quite a bit of non-m/c world travelling.  When Margret (Greti) started riding late in ‘93, - after boarding a m/c for the very first time in ‘83 and riding shotgun with me for nearly 12 years - I was then busy with machines for her m/c training.  When she was fully qualified, I was then busy adapting a new ‘94 CB500 for her half-pint proportions.  My dormant plans for returning the K1 to an original state then started getting near realization.

Then, in Spring ‘99, Greti decided that she wanted to try to cut it with this 1000.  She insisted that I did not restore it - yet.  She would never forgive herself if she afterwards dropped it.  I then did some intermediate ‘tweaks’ – again to cut it down to Greti’s size and make it ready for serious touring.  Clearly, a Dyna S electronic ignition needed fitting.  (I didn’t fancy adjusting points in the middle of a European trip – and CWC ‘advisors’ told me the way to go.)  Also, the wooden front springs were replaced by Progressives.  The front-end modifications were completed by fitting a Telefix (Germany) fork-brace stabilizer.  Already in ‘91 I had acquired a set of S & W (now defunct) air-assisted rear shockers.  They went on.  Slightly shorter than stock or Konis, they lowered Greti’s ride-height.  Cheaply ($30), I got a crappy seat from David Silver (UK), but it had a sound pan for professional re-building with a low shape ($120).  Both of these measures gave the feet-on-the-deck security Greti wanted.  I also replaced the somewhat high-rise American-style bars with a flatter Euro-style bar (a present from my dealer) – to give Greti’s shoulders and arms more direct control.  Then, there is never a Swiss bike where any old headlight has not been replaced with an H4 unit.  (We also run hi-power off-road bulbs in them – 100/55 or even 100/80W.)  Finally, all our 1000s and 1100s are fitted with Highways Hawk oil-dipsticks (from J.C. Whitney) in the drain-plug.  Some E-Mail Listers have reported seal problems with those but, so far, we’ve had no problems – and we find them neater than the Drag Specialties version.

There are six other modifications I make to all of our bikes.  The first is a side-stand cut out switch.  [This - about $35 from a local GW guru.- has a small magnet screwed to the side stand.  In the up-position it just approaches a sensor attached to the frame.  The sensor’s little ‘black-box’ is wired into the kill-switch circuit, with a feed from the gear-neutral indicator.  With the stand out (and away from the sensor) and the bike in gear (no neutral indicator), the ignition circuit is ‘killed’.  This obviously needs a functioning neutral indicator!]  Then, the hydraulic brake-lines are replaced with steel-braided lines – to give a noticeably better feel.  Thirdly, if not already available, I add a hazard warning-light system to the turn signals ($32 from Germany.  Kriss do a more expensive one).  Another standard accessory I now fit to all bikes is a set of hot-grips.  (You can keep snug and warm all over – except the hands. That misery gradually spreads everywhere.  It is surprising how effective these grips are against this.)  Then, not liking large fairings but doing quite a bit of long-distance trucking, I mount a National Cycle Plexifairing 3 on our naked bikes.  (These need cutting so that the rider can see over them and, on the Wings, so that it doesn’t foul the radiator shrouds.  CWC members advised me on how to cut them.)  Lastly, OEM horns are always replaced with loud dual-tone electrical fanfares, mounted on the engine guards.  (All the second-hand bikes we have came with guards fitted.)

In Winter 99/00, I had my Honda dealer do a full diagnosis on the bike – wanting Greti to have the best possible.  (I was prepared to have the engine rebuilt, having acquired several spares during the past 9 years.  However, it got a clean bill of health – in spite of the noises I imagined.  Greti rode it like that for a year, including a 2,500 mile trip to Ireland (getting the award for the Oldest Wing at the rally) and Britain in Summer ‘99 and a 3,750-mile 10-country tour during 18 days in Spring 2000.  The only problem – not terminal – was the starter system croaking out on that tour.  (It was only the carbon brushes disintegrating – a relatively easy fix.)  So, I reckon that the modifications made the bike a modern, comfortable, no-frills, high-performance tourer that could hold its own with anything on offer today – and be handled by a 65 inch, 112 lb lady.  It now has nearly 90,000 miles on the clock.

Now, we all love our 1000s, but I and many others reckon that the 1100 is a more handy machine – particular for those akin to one of Snow White’s buddies.  So, the next modification I had to make for the vertically disadvantaged was on my very pretty 1980 naked 1100 – that Greti’s eyes didn’t fall upon until she had mastered the 1000.  (1100s are another story - but the modifications were similar.)  So, Mellow Yellow to-be was mine again in May 2000.

Back in ‘91 I had enquired about the cost of a re-spray here in Switzerland.  Not owning one of those Swiss banks, I had to find an alternative!  This was a time when spares were more available and prices were ... well … a bit more payable than now.  From David Silver I obtained a full set of original sulfur yellow fittings, complete with pinstriping, for about 1/3^rd of the price of a re-spray here.  These sat in my attic for 9 years, waiting for The Moment.  The original handlebar went back, again with hot-grips.  The luggage rack came off, an original K1 grab-rail (Dave Silver) went on, as did those wonderful, beautiful yellow fittings.  Then came two amber fog-lights, a voltmeter, a quartz clock (both yellow-faced, of course) and, from a later Wing, a non-standard ‘Honda’ nameplate over the brakeline junction under the headlight – not the dreadfully common black one, but yellow!  It’s first real outing was to a local rally – where it received an award for ‘The Most Beautiful Gold Wing in Switzerland’.

In one issue I painted myself into a bit of a corner by removing the luggage carrier in the search for ‘relative’ originality.  We prefer throw-over saddlebags.  (They don’t break if the bike is dropped!)  However, both the K0 and K1 have the rear turn signals mounted on the grab-rail – and they foul any bags used.  I’m still seeking a solution.  (One way to go would be to get a K2 license-plate bracket that also carries the turn signals, but $175 for the bracket and corresponding K2 taillight is (gu .. u .. lp) hard to justify.  It may be cheaper to get a workshop to knock up a chromed or stainless arm for fixing behind the current bracket and mounting turn signals on that. Not original – but $s are!)

Married guys will sympathize with the next chapter.  We often joke about ‘She Who Must Be Obeyed’.  However, we lucky ones have “She For Whom You Would Do Anything!”  Greti rode the 1100 with great pleasure this last year – reckoning that it really was the bike for her long tours.  However, about September she was musing, “Yes … but to ride one of those first Wings is really something ... you know ... just for a bit of local Alpine scratching.” (Hey, from where did she get all these funny ideas?) Gallant to the last, I offered the now dazzling Mellow Yellow – and she did ride it a couple of times – but she made a confession.  “Oh, that yellow is wonderful … for you (!) … but … I really like the candy antares red!

After a few mental +@#*&!?’s, I bet on a certainty – obviously trying to ingratiate myself with this little lady (and overcome the searing pain of such a betrayal).  “Well, dear, if we find a good looking example, we’ll think about – but don’t build up your hopes.”.  I just knew that we would never find such superb examples as MY or our two 1100s again – ever!  Ha! ha! Two weeks later, our best m/cycling friend (maybe I should say our ex- best friend now!) just mentioned, “Did you see that advert for a K1 in the weekly m/c paper?”

It lived only 25 miles away.  We went.  We saw.  We were conquered!  Although with 52,000 miles and an unknown number of previous owners, it had been breathed upon and restored by Marcus, one of the gurus in the Swiss classic scene.  Its registration (March ‘77) pre-dated that of MY by a month, with an earlier frame #2001023 and engine #2001133.  Marcus admitted that he had bought the bike for a song, as a parts bike for the K1 sidecar rig he had (Stunningly beautiful! Like his CB750 that Honda (Switzerland) ‘borrowed’ for their Year 2000 retrospective presentation at the annual Swiss Bike Show.)  Then he had second thoughts – deciding to restore that K1 wreck, because it would be a shame to lose yet another old Wing.  (We liked Marcus immediately!)

 I have the bills he paid (mostly from Dave Silver) for the restoration.  I knew what his buddy had charged for the virtually perfect re-spray in candy antares red.  These bills alone totaled about $2280.  After all his work (including case polishing), Marcus was asking all of $2430 – because he wanted a good home for it!  Yet he wouldn’t sell to just anyone he didn’t like (he’d already turned down one punter) and certainly not to anyone that wasn’t going to ride it!!  So, for the last month Greti has her ‘Lady-in-Red’.  (I reckon she only wanted the red because she is proud that she can still get into her red leather riding suit dating back to 1985!)

I have to make the identical modifications as I did with Mellow Yellow.  The seat, side-stand cutout, hazard warning light module, oil-dipstick, Plexifairing and horns I have already.  I’m waiting for the fork springs and Dyna S and coils to come from Niehaus. Also on its way should be a Super-Brace fork stabilizer.  (The cheaper and simpler German Telefix is no longer available.)  As for the rear shocks, I’m going the same way as I did with her CB500 in 1994.  I called Hagon (UK) and ordered a pair of classic-style, chromed spring shockers 1 inch shorter that stock, with the springs tuned for Greti’s riding weight.  They arrived 5 days later.  Cost?  About $118 without shipping – cheaper than Konis and Progressives and they worked well on the CB500.  Again from Dave Silver, I also have a new side-stand to install.  [Early Swiss Wings (including Mellow Yellow) were often fitted with a relatively short stand that had a spring-loaded self-retracting gizmo.  This means that, even for me, it is difficult to winkle it out for parking.  Once parked, the bike has a sharp lean, but it only has to be lifted a fraction and the pesky stand snaps up.]

Last week I took each out in the Autumn sun, to Liebewil (the Hamlet of Love’!), about a mile away from where we live.  Then, when Greti returned from work, I did a couple of mug shots of us with His & Her K1s before our garage to be used in the Newsletter.

By the way, biblically it is also said, “Temptation! Thy name is Woman!”  I disagree.  I know of a dealer that has another K1. 

It looks immaculate from a photograph.  It only has done 10,000 miles – but the first asking price is about $4300.  Ouch! But,

“Temptation!  Thy name is GL1000!”

Written by: Trevor White