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QR Code Link to This Post Concession trailer fully furnished. Comes with three foot flat grill, deep fryer, Pepsi fountain, and Hood + Hood Fire System (just serviced)Urgent:::General Mail Room Help Needed::::::$1350/cash.Email me asap.I'll pay you $310/cash/day.Thank you 🍓↘💤=============🍓↘💤Hobart conventional oven , griddle top, hot plate, portable grill , portable food steamer , 3 external propane tanks , 8000 watt generator, ventilation fan , 40 gal white water tank , 60 gal grey water tank , external power hookup , hot water tank , 2 commercial refrigerators, plus moreption (as well as later on).[5][22] By the end of 1972, the project team had made a break with motorcycle tradition (and a complete change from Honda practice)[18] in the form of an experimental prototype, known by the code name M1. Instead of a transverse engine layout, the M1 motorcycle (still in the possession of Honda R&D today) has a longitudinal engine, making it ideal for a driveshaft even though every prior Honda used a chain for the final drive. Rather than a parallel twin or inline-four engine the M1 has a flat-six engine, and at 1470cc, it has twice the displacement of the CB750. Instead of designing it for high-performance (although some of the engineers wanted to) the M1 engine was built to produce plenty of torque across a wide power band. Unlike every other Honda motorcycle of the time, the M1 engine uses water cooling.[17] The M1 engine puts out 80 horsepower (60 kW) at 6700 rpm, allowing for a top speed of 220 kilometres per hour (140 mph).[23][24] Unconstrained by practicalities, this brainstorm from the project team was far from a production prototype. On the contrary, the M1 was never meant to see the light of day. Nonetheless, the M1 must be seen as the primordial Gold Wing because so many of its basic and distinguishing features appear in the lineage.[16][17][25] The flat-six gives the M1 motorcycle a very low center of gravity, which enhances stability, but the length of this engine plus gearbox does not allow a comfortable riding position, which was so cramped that the project moved towards the concept of a more compact engine The undefined touring bike was then code-named project 371, and Toshio Nozue (who had worked on CB750 development)[26] took over from Irimajiri-san as project leader. The M1 engine displacement of 1470cc was deemed too big,[27] and six cylinders were considered to be too many, for the target market.[28] The M1 design was eventually replaced by a more compact one literWhen the Gold Wing flat-four with shaft drive debuted in 1974 it combined technologies from previous motorcycle designs, as well as existing automotive technology.[31][32] The traditional BMW Motorrad layout, a wet-sump unit construction boxer-twin using shaft final drive, goes back to the R32 model that began production in 1923.[33] In 1934 Zündapp used the same powertrain layout for their K800, stepping up to a four-cylinder boxer engine; during World War II the K800 was the only four-cylinder motorcycle used by the German armed forces.[34] The 500cc Wooler design of 1953 improved upon the Zündapp by adding overhead valves to its boxer four and rear suspension to its tubular frame; although with capital in short supply, followed by the death of John Wooler, this ambitious shaft-drive motorcycle never quite got off the ground.[35] In automobiles, the four-cylinder boxer powerplant goes as far back as the start of the 20th century;[36] and in the early 1970s flat-four engines were being manufactured[33] by Subaru, Lancia, Alfa Romeo, VW and Porsche as 4 and 6 cylinders, and used in aircraft as the Porsche PFM 3200, motor, as well as Citroën.[37] The Citroën engine is remarkable because it was used (with only a few modifications)[38][39] to power the BFG 1300 (French) touring bike, which was also popular with the French police in the 1980s.[40][41] The Gold Wing was the first production motorcycle from Japan that had a four-stroke engine with water cooling (needless to say, the first for Honda)[42] but the Suzuki GT750 with a water-cooled, two-stroke triple, preceded the GL1000 by four years.[43] Two-stroke water-cooled engines from The Scott Motorcycle Company go back at least as far as the 1920s. Target market[edit] The primary market for the Gold Wing was the potential Long Distance Rider,[44] needing a motorcycle suitable to the task. In North America that required comfort for the long haul: wind protection, smooth ride, comfortable seat, storage for the necessities, and power in abundance.[45][46] The secondary market was to be in Europe where riders, constrained by frontiers, emphasized performance over luxury.[23][47] In the early 1970s, Americans with an inclination to cover vast distances had few manufacturers to choose from: Harley-Davidson (Electra Glide), Moto Guzzi and BMW. The Electra Glide was a comfortable, high-maintenance and high-vibration bike with fanatically loyal riders.[23][48] Even so, Harley faced some serious competition from Moto Guzzi's then-new 850cc Eldorado (distributed in the U.S. by Berliner Motor Corporation).[49] The BMW was smoother, more reliable, but as expensive as the Harley[15] and better suited to a weekend trip than crossing a continent. Large Japanese bikes of the time, such as the Honda CB750 and the Kawasaki Z1 were relatively inexpensive but troubled by vibration, by the need for drive chain maintenance and by gas tanks too small for their thirsty engines.[5] The Gold Wing was aimed at a market segment that did not yet exist: American riders not likely to buy a Harley or BMW but who would open their wallets for an affordable machine offering comfort, endurance, low-maintenance and a high-torque, smooth, quiet engine.[17][23] Honda would ultimately be quite successful in attracting a new kind of long distance ridThe Project 371 team's final powertrain layout was a 1 litre (61 cu in) liquid-cooled, horizontally-opposed four-cylinder, SOHC engine, with a gear-driven generator at the back end of the crankshaft. Using gears to drive the generator caused it to spin backwards (relative to the crankshaft) and thus to counteract the engine torque reaction.[47][53] Cylinder blocks and crankcase were integral, with the transmission situated below the crankcase to keep the unit construction engine as compact as possible. Final drive was by shaft.[54][55] Production Gold Wings went on sale in the U.S. and in Europe in 1975, but pre-production GL1000 models were first revealed to dealers in September 1974 at American Honda's annual dealer meeting in Las Vegas, and then shown to the public the following month at the IFMA (German) Internationale Fahrrad- und Motorrad-Ausstellung (International Bicycle and Motorcycle Exhibition; today Intermot) in Cologne.[13][56] Small fairings had been mounted on two of the production prototypes for the U.S. dealer show in Las Vegas.[47][54] These fairings were designed by Honda to be sold as Hondaline accessories, were supposed to be manufactured in the U.S. by the Vetter Fairing Company, but this particular design never went into production due to the accidental destruction of the molds.[57] Consequently, the Gold Wing was born into the world naked, lacking saddlebags and having no place for luggage, without even a windshield.[13] This created a 'golden' opportunity for accessory manufacturers,[32] and a market soon developed offering fairings and luggage accessories, particularly the Windjammer series designed by Craig Vetter.[5] The original GL1000 (designated K0) had an electric starter backed up by a kick start lever stored inside a dummy fuel tank, which also housed the radiator expansion tank, electrical components, as well as the air filter supplying four Keihin 32 mm CV carburetors. The real fuel tank was under the seat, in order to keep the center of mass as low as possible.[58] The bike had a dry weight of 584 pounds (265 kg)[55] and a retail price of US $2,900.[50][52] 13,000 Gold Wings were sold in the United States in 1975.[15] There were no significant changes in the standard Gold Wing for 1976 (the K1 model) although the price increased slightly to $2,960.[54] To mark the United States Bicentennial year Honda announced the GL1000 LTD with distinctive insignia and color scheme (e.g., gold stripes, gold wheels)[16] plus some extra amenities.[58][59] The LTD was a genuine limited edition with production restricted to about 3,400 units,[54] and with an upscale price of $3,295.[50] In the third model year (K2) Honda began refining the Gold Wing, although the changes for 1977 were small, such as exhaust pipe heat shields, revised seat and handlebar, as well as a new fuel gauge.[58] Weight increased to 595 pounds (270 kg) and the price rose to $2,938.[50] The motorcycle division of Honda UK produced 52 Executive GL1000 K1 bikes bThe engine was modified in 1978 for the GL1000 K3 model, in order to make more torque available at lower engine speeds; the carburetors were reduced in size by 1 mm, the exhaust system was redesigned, valve timing and ignition timing were altered.[60] The kick-start mechanism was removed from the engine, and a reserve lighting module for the headlight and taillight (automatically switching to the second filament when one burns out) was removed from the electrics.[54] A small instrument panel appeared on top of a restyled dummy fuel tank. Wire-spoke wheels were replaced with Honda's new ComStar wheels, but the existing tires with inner tubes remained.[58][61] Dry weight grew to 601 pounds (273 kg) and the selling price went up to $3,200.[50] 1979 marked the end of GL1000 development with the K4 model (the UK version was designated KZ). Dry weight increased slightly to 604 pounds (274 kg) and the selling price jumped to $3,700[54] for the last Gold Wing to be powered by a one-liter engine.[27][58] There were only minor changes for this model year, except for the ComStar wheels; new ComStars had stronger steel spokes on aluminum rims instead of the original aluminum spoked wheels that precipitated a 1979 recall (for the 1978 model year).[62][63] During the final run of the GL1000 in 1979, Hondaline saddlebags and trunk were available, but Honda still did not offer a fairing.[56] Honda sold more than 97,000 units of the GL1000 in the United States between 1975 and 1979.[15] GL1100[edit]After five years of the GL1000, the second-generation Gold Wing was released in 1979 as a 1980 model, and the GL1100 would be continued through the 1983 model year. The GL1100 was manufactured in Japan until May 1980 when Honda started building 1981 models at the Marysville Motorcycle Plant in Ohio[13][71] (which had been making frames and parts for various models since 1974).[72] Gold Wings would be built at a rate of 150 units a day for the years 1981-1983. Engines were still being built in Japan, but Honda began to market the machine as being made in America.[73] The Gold Wing faced competition from Japan in the form of the Suzuki GS1000 with an inline-four engine, and especially in the Kawasaki Z1300 that had a massive DOHC 1300cc straight-six engine with water cooling. Honda responded by increasing the displacement of the Gold Wing, and then followed-up by announcing the first Japanese full-dress tourer.[71] The new engine was more than just a GL1000 with a 3 mm larger bore, the alterations clearly emphasized torque over horsepower.[16] The cylinder heads were modified to improve combustion at low and middle engine speeds, transmission gear ratios were changed and the final drive ratio shortened to make more torque available at highway speeds.[60] The bore size for all four carburetors was again reduced by 1 mm, to 30 mm.[74] The wheelbase was lengthened over that of the GL1000, and air suspension was added.[16][59] The GL1100 had an adjustable seat, and for the first time used tubeless tires, mounted on black reverse ComStar wheels.[58] The naked Gold Wing, which would become known as the Standard model, weighed 589 pounds (267 kg) dry and sold for US $3,800.[50] In spite of the fact that here were only minor changes to differentiate the GL1100 '81 edition from the previous year, the price went up to $4,100.[71] All the 1982 Gold Wings had transmission ratios revised (again) to lower engine rpm at cruising speeds, new brakes with twin-piston calipers and wider tires on smaller wheels.[60] Dry weight for the GL1100 '82 was 595 pounds (270 kg) and the price was $4,250.[50][71] Transmission gear ratios were revised yet again for the 1983 Gold Wings to lessen engine speed on the highway.[60] But the significant changes were not to the engine, they were to the running gear in this last year for GL1100s. Cast aluminum eleven-spoke wheels replaced the ComStars. The front suspension was endowed with TRAC anti-dive forks with an integrated fork brace,[58] and the rear suspension worked even with no air pressure.[71] Honda's first combined braking system, dubbed Unified Braking at the time, debuted in 1983; it engaged both front and rear brakes in unison when the brake pedal was applied.[75][76] Dry weight for the standard GL1100 inched up to 599 pounds (272 kg) and the price crept up to $4,300.[50] GL1100 Interstate[edit] Honda went beyond the mechanical makeover of the naked Gold Wing in March 1980 by releasing the first Japanese turn-key tourer, the Interstate model (GL1100I) with a factory-installed full fairing, saddlebags and a removable trunk, plus a long list of optional extras including a stereo system.[77] This bike was called the De Luxe model (GL1100DX) in some markets.[74] The fairing was designed to protect both the rider and a passenger from the wind. Likewise, the saddlebags and trunk were intended to carry the baggage of two people.[42] This made the Interstate significantly heavier than the standard model, with a dry 🍓↘💤🍓↘💤🍓↘💤🍓↘💤🍓↘💤🍓↘💤🍓↘💤🍓↘💤🍓↘💤🍓↘💤🍓↘💤.[58] Dry weight was 679 pounds (308 kg) and the price was $5,450.[50][71] The GL1100I '83 received the engine and running gear updates of the standard model; dry weight increased to 686 pounds (311 kg) and selling price to $5,550.[71]Starting in 1982, Honda offered three different Gold Wing models.[58] With the introduction of the Aspencade (GL1100A) Honda took the full-dress tourer to a new level of luxury, with a larger seat, two-tone paint and more storage compartments, together with many options from the Interstate that were being included as standard.[16] All three brake disks on the GL1100A were internally ventilated. The additional items jacked up the dry weight to 702 pounds (318 kg) and the price to US $5,700.[50][71] The GL1100A '83 received the same engine and running gear updates of the other models. The Aspencade also got new front and rear brakes, with internally ventilated front discs (only), as well as a digital LCD instrument panel and some additional amenities for rider and passenger. Weight went up just a bit to 707 pounds (321 kg) but the price leapt to $7,000.[71]In 1983 Honda was facing a challenge in the marketplace from a new full-dress tourer, the Yamaha Venture XVZ 1200 with its DOHC four valve per cylinder V4 engine (as Yamaha's XS Eleven Venturer had challenged the GL1100 two years earlier). Honda hit back at the Milan motorcycle show late that year by announcing a new 1984 Gold Wing that pushed its four-cylinder engine design to its limits. The bored and stroked boxer produced more power and torque; a new final drive ratio gave the GL1200 taller gearing in order to reduce noise and vibration.[60] The four Keihin 32 mm CV carburetors were larger than those on the GL1100 engine, on the other hand, they were the same size as the '75-'76 GL1000 carbs.[52] Incorporating hydraulic actuation for the clutch, in addition to hydraulic tappets for the valves, made the new engine virtually maintenance-free.[16] In order to make the Gold Wing more nimble, front and rear wheel diameters contracted (and tire widths expanded) one more time.[79] The GL1200 was built on a new, stronger frame and despite all the improvements, the claimed dry weight of the naked bike remained unchanged at 599 pounds (272 kg), and it was priced at $4,800 for the 1984 model year.[50] 1984 was the one and only year for the GL1200 Standard (which was not exported to Europe) for the reason that sales had decreased in favor of the Interstate and Aspencade models. This led to the decline of aftermarket manufacturers such as the Vetter Fairing Company.[80] The GL1200's competitors were becoming more numerous. Last of the big Japanese manufacturers to do so, Suzuki finally entered the marketplace in 1985 with their full-dress tourer, the GV1400 Cavalcade with a DOHC, four valves per cylinder, V4 engine. In 1986 Yamaha enlarged the Venture's V4 engine to 1300cc, and Kawasaki introduced the ZG 1200 Voyager XII with a four-valve, DOHC, Inline-four engine.[79] With three versions of the Gold Wing boxer motor spanning a dozen years, by 1987 further development of the flat-four engine was regarded as being constrained by the law of diminishing returns.[81] Piston displacement had been increased twice to generate more torque, but this also made each power stroke more intense. During the same time period, gear ratios had been raised to decrease engine RPM (boosting fuel economy and reducing vibration as well as noise levels) which in turn made pulses through the drivetrain seem rougher to the rider because firing intervals were farther apart. The obvious way to deliver power more smoothly (as Irimajiri-san had demonstrated with the M1 engine) was to step up from four cylinders to six.[60] GL1200 Interstate[edit] Having introduced the full-dress Interstate with the GL1100, Honda used the GL1200I '84 to refine the Gold Wing's fairing so that it would come across as a basic part of the bike and not as an afterthought. The new model Interstate (still called De Luxe in Europe) had an automotive-style instrument panel up front and increased luggage capacity in back: 38 liters (1.3 cu ft) in each saddlebag plus another 63 liters (2.2 cu ft) in the trunk.[80] Dry weight for the 1984 Interstate was 697 pounds (316 kg), and its price was $6,200.[79] Despite giving the Gold Wing taller gearing the year before, in 1985 Honda shortened the overall gearing to improve performance.[60] There were many small changes to the GL1200I '85 but atypically its price was the same as it was the previous year, and at 699 pounds (317 kg) its weight was basically stable.[79] The GL1200I '86 got more small updates, but the significant change was that all Gold Wing engines were being produced in Honda's Anna, Ohio plant from July 1985.[16][82] Claimed dry weight for the 1986 Interstate was unchanged; however, its price increased to $6,700.[79] The GL1200I '87 got a new seat design with three-stage foam;[58] neither weight nor price increased for 1987, the last year of the four-cylinder Gold Wing Interstate.[79] GL1200 Aspencade[edit] The GL1200A '84 had all the features of the GL1200I, plus a new Panasonic audio system that combined AM/FM radio, cassette 🍓↘💤🍓↘💤🍓↘💤🍓↘💤🍓↘💤(330 kg) in both '85 and '86. In 1986 Dolby noise reduction was added to the audio system, which was replaced with an improved Panasonic system in 1987. The price was $8,500 for both years. In its final year, the GL1200A got the same seat upgrade as the GL1200I '87 model and some amenities that had been optional were made standard, increasing the dry weight of the Aspencade to 743 pounds (337 kg).[50][58][79] Fuel-injected models[edit] In 1985 Honda marked the tenth anniversary of the Gold Wing by launching a gold-painted, $10,000 Limited Edition model (GL1200L) luxuriously equipped with cruise control, auto-leveling rear suspension, an electronic trip computer and a four-speaker audio system.[16][50] The significant development was that the GL1200L was furnished with Honda's programmed fuel injection system, previously used on the turbocharged CX500T and CX650T (variants of the GL500 and GL650 Silver Wing).[83] Also known as the LTD, 5372 units were built and sold only in North America. Claimed dry weight for the GL1200L was 782 pounds (355 kg).[79] To a limited extent, the Limited Edition turned out to be a sham when the SE-i (Special Edition--injected) debuted in 1986, as essentially a repainted GL1200L selling for $2 less than the '85 model.[79] The SE-i had the same Dolby audio system as the GL1200A '86 and was only available in the US.[58][80] This was the only year for the SE-i because the high cost of the fuel injection system forced Honda to return to carburetors for 1987.[60]A new design team began work on the fourth-generation Gold Wing in 1984. Honda describes prototype testing as involving sixty developmental stages, and building fifteen different test bikes, including one made from a GL1200 frame coupled with the original M1 engine so that a six-cylinder could be compared to a four-cylinder head-on.[16][87] This early '70s prototype had an influence far beyond what the M1's initial designers could have expected.[17] New Gold Wing engine 🍓↘💤🍓↘💤🍓↘💤🍓↘💤🍓↘💤🍓↘💤🍓↘💤🍓↘💤🍓↘💤 When the Honda of America Manufacturing (HAM) plant in Marysville, Ohio produced its 500,000th vehicle in 1991, it was a Gold Wing Aspencade.[89] The claimed dry weight for the GL1500A '91 was 800 pounds (360 kg); the asking price was $12,000, and then $12,300 for 1992. Honda began offering extra cost paint options, and Honda Canada inaugurated Canadian Edition Gold Wings in '92.[50][87] Beginning in 1993, all GL1500 rocker arms pivoted on needle bearings, and the cruise control was updated to directly read crankshaft speed for enhanced precision; the GL1500 '93 cost $12,400. 1994 was the seventh year of GL1500 production (longer than any of its forerunners) and nothing significant changed except the asking price: GL1500A '94, $13,000.[50][58][87] 1995 was the 20th Anniversary of the Gold Wing.[16] American Honda published a special hard-cover book Gold Wing: The First 20 Years (Twentieth Anniversary Edition). All 1995 models got commemorative emblems, cosmetic changes, a thinner and narrower seat and suspension improvements which reduced ground cleara🍓↘💤🍓↘💤🍓↘💤🍓↘💤🍓↘💤🍓↘💤🍓↘💤🍓↘💤🍓↘💤🍓↘💤nce, contributing to an even lower seat height (offsetting the weight gain).[44][58] The GL1500A was at its heaviest in '95; the claimed dry weight would stay at 802 pounds (364 kg) until the end of this model. The GL1500A '95 price rose significantly to $14,000.[50][87] The 1996 Aspencade received an upmarket audio system that had been exclusive to the GL1500SE. The price of the GL1500A '96 rose to $14,700. Yet another milestone was reached in mid-1996 when a Gold Wing Aspencade was the millionth Honda motorcycle made in America to roll off the assembly line at the Marysville Motorcycle Plant.[16][90] The GL1500 family got bigger when Honda created the first GL1500C Valkyrie in May, 1996 (for the 1997 model year). The Valkyrie was the first naked GL since 1984.[58][87] 1997 GL1500s received engine, transmission and final drive improvements first introduced on the GL1500C; Aspencade price rose slightly to $14,900. A 1998 Gold Wing styling makeover extended to the engine with redesigned valve covers, but no price increase. Honda commemorated 50 years in America by adding 50th Anniversary emblems to all 1999 Gold Wings; the GL1500A '99 price increased to $15,100. The 2000 Gold Wings had chrome-plated valve covers, Canadian and American models also had gold-plated 25th Anniversary emblems marking 25 years since the first GL1000 debuted for the 1975 model year.[87][91][92] The final GL1500 Aspencade model sold for $15,200.[87] A complete redesign of the Marysville Motorcycle Plant began In January 2000 to build the next Gold Wing,[16] and stories soon came out in the motorcycle press that the Gold Wing itse🍓↘💤🍓↘💤🍓↘💤🍓↘💤🍓↘💤🍓↘💤🍓↘💤🍓↘💤🍓↘💤🍓↘💤🍓↘💤lf was being redesigned.[92] The GL1500 had been in production for 13 model years, which was as long as all of the four-cylinder Gold Wings combined; moreover, GL1500 engine continued to be used in the Valkyrie through the 2003 model year.[93][94] GL1500 SE[edit]: American riders not likely to buy a Harley or BMW but who would open their wallets for an affordable machine offering comfort, endurance, low-maintenance and a high-torque, smooth, quiet engine.[17][23] Honda would ultimately be quite successful in attracting a new kind of long distance rider.[18][50]