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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]].<ref name=Szymezak6 />
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]].<ref name=Szymezak6 />

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 [[Suzuki GV1400 Cavalcade|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]].<ref name=GWOCGB1200/><ref>{{cite web|title=Kawasaki ZG1200 Voyager|url=http://www.motorcyclespecs.co.za/model/kawasaki/kawasaki_zg1200_86.htm|work=Motorcycle Specifications|publisher=motorcyclespecs.co.za|accessdate=26 January 2014}}</ref>

⚫
With three versions of the Gold Wing boxer motor spanning a dozen years, by 1987 further development of the flat-four engine was constrained by the law of diminishing returns. [[Piston displacement]] had been increased twice to generate more torque, but this also made each [[Stroke_(engine)#Power_stroke.2Fexpansion_stroke|power stroke]] more intense. During the same time period, gear ratios had been raised to decrease engine RPM ([[Fuel_economy_in_automobiles#Fuel_economy-boosting_technologies|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 [[Shoichiro Irimajiri|Irimajiri-san]] had demonstrated with the M1 engine) was to step up from four cylinders to six.<ref name=Touch/>


===GL1200 Interstate===
===GL1200 Interstate===
Line 141: Line 145:


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.<ref name=Index/><ref>{{cite web|title=Honda of America Records Many Industry Firsts|url=http://www.hondanews.com/channels/corporate-north-american-operations-manufacturing/releases/honda-of-america-records-many-industry-firsts|work=Honda Media Newsroom|publisher=American Honda Motor Co.|accessdate=4 December 2013|date=10 September 2004}}</ref> Claimed dry weight for the 1986 Interstate was unchanged; however, its price increased to $6700.<ref name=GWOCGB1200 /> The GL1200I '87 got a new seat design with three-stage foam;<ref name=Spotter/> neither weight nor price increased for 1987, the last year of the four-cylinder Gold Wing Interstate.<ref name=GWOCGB1200 />
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.<ref name=Index/><ref>{{cite web|title=Honda of America Records Many Industry Firsts|url=http://www.hondanews.com/channels/corporate-north-american-operations-manufacturing/releases/honda-of-america-records-many-industry-firsts|work=Honda Media Newsroom|publisher=American Honda Motor Co.|accessdate=4 December 2013|date=10 September 2004}}</ref> Claimed dry weight for the 1986 Interstate was unchanged; however, its price increased to $6700.<ref name=GWOCGB1200 /> The GL1200I '87 got a new seat design with three-stage foam;<ref name=Spotter/> neither weight nor price increased for 1987, the last year of the four-cylinder Gold Wing Interstate.<ref name=GWOCGB1200 />

⚫
With three versions of the Gold Wing boxer motor spanning a dozen years, further development of the flat-four engine was constrained by the law of diminishing returns. [[Piston displacement]] had been increased twice to generate more torque, but this also made each [[Stroke_(engine)#Power_stroke.2Fexpansion_stroke|power stroke]] more intense. During the same time period, gear ratios had been raised to decrease engine RPM ([[Fuel_economy_in_automobiles#Fuel_economy-boosting_technologies|boosting fuel economy]] and reducing vibration as well as noise levels) which then made each pulse more noticeable to the rider because firing intervals were farther apart. The obvious way to deliver power more smoothly (as [[Shoichiro Irimajiri|Irimajiri-san]] had shown with the M1 engine) was to step up from four cylinders to six.<ref name=Touch/>


===GL1200 Aspencade===
===GL1200 Aspencade===

Revision as of 22:53, 26 January 2014

Honda Gold Wing GL1800
Honda Gold Wing GL1800
ManufacturerHonda Motor Co., Ltd
Also calledGL1800A (with ABS)
Production2000—
AssemblyMarysville, Ohio (2000—2009); Kikuchi, Kumamoto Japan (2011—
PredecessorGL1000, GL1100, GL1200, GL1500
ClassTouring
Engine1,832 cc (111.8 cu in) water-cooled flat-six, SOHC, 2 valves per cylinder; with PGM-FI
Bore / stroke74 mm × 71 mm (2.9 in × 2.8 in)[1]
Compression ratio9.8:1
Power88 kW (118 hp)[2]
Torque167 N⋅m (123 lbf⋅ft)[2]
Ignition typeDigital electronic
Transmission5-speed manual, plus electric reverse
Frame typeDiamond multi box-section aluminum alloy
SuspensionF: 45mm cartridge fork with anti-dive system, 140 mm (5.5 in) travel
R: Single-sided swing arm with electronically controlled preload, 105 mm (4.1 in) travel [1]
BrakesF: Dual discs, 3-piston calipers
R: Single disc, 3-piston caliper
TiresF: 130/70R-18 63H, R: 180/60R-16 74H
Rake, trail29.25 degrees/109 mm (4.3 in) [1]
Wheelbase1,692 mm (66.6 in)
DimensionsL: 2,635 mm (103.7 in)
W: 945 mm (37.2 in)
H: 1,455 mm (57.3 in)[3]
Seat height29.1 in (740 mm)
Weight799 lb (362 kg) GL1800A [1] (dry)
858 lb (389 kg) (fuel tank empty)
898 lb (407 kg)[4] (wet)
Fuel capacity25 L (5.5 imp gal; 6.6 US gal)
Fuel consumption30 mpg‑US (13 km/l; 36 mpg‑imp) (low)
40 mpg‑US (17 km/l; 48 mpg‑imp) (high)
36 mpg‑US (15 km/l; 43 mpg‑imp) (avg)[4]
RelatedValkyrie Rune; Valkyrie (F6C); F6B

The Honda Gold Wing (colloquially Goldwing or GoldWing) is a series of touring motorcycles manufactured by Honda. It was introduced at the Cologne Motorcycle Show in October 1974,[5] and went on to become a popular model in North America, Western Europe and Australia, as well as Japan. Total sales are more than 640,000 "Wings," most of them in the U.S. market.[6][7]

Over the course of its history, it has had numerous changes to its design and production. In 1975 it had a 999 cc (61.0 cu in) flat-four engine and in 2001 it had a 1,832 cc (111.8 cu in) flat-six. By 2012, the model had a fairing with heating and an adjustable windscreen, panniers (saddlebags) and a trunk, a seatback for pillion rider, satellite navigation and radio, a six-speaker audio system with MP3 and iPod connectivity,[8] anti-lock braking, cruise control, electrically assisted reverse gear, and an optional airbag,[9] none of which were present when it was introduced.

A Gold Wing was the one-millionth Honda motorcycle made in America to roll off the assembly line at the Marysville Motorcycle Plant in Marysville, Ohio,[10] where Gold wings were manufactured from 1980 until 2010, when motorcycle production there was halted.[11][12] Honda says that before the plant closed, sufficient 2010 model year Goldwings were produced to meet demand until production resumes in Kumamoto Prefecture, Japan in 2011, when 2012 model year motorcycles will be produced using tooling transported from the old plant.[13] The 2011 model year was not produced.

Gold Wing development

In 1972 Honda assembled a design team to explore concepts for a new flagship motorcycle, something Honda R&D had deliberated over ever since the CB750 was introduced.[14] The project leader was Shoichiro Irimajiri, who in the previous decade had designed Honda’s five- and six-cylinder Grand Prix motorcycle racing engines and then helped with the development of Honda’s car business.[10] Irimajiri-san was thus an apt choice to create an amalgamation of disparate technologies—automobile engines and multi-cylinder race bikes.[15][16]

A related event was the introduction of the CVCC clean-burn auto engine at the 1972 Tokyo show. It was Honda's first liquid-cooled engine to go into production; Honda cars as well as motorcycles had all been air-cooled up to that time. Soichiro Honda was not easily convinced that liquid-cooling was superior to air-cooled engines (which he had worked on for 50 years)[17][18] but younger engineers eventually prevailed.[16]

M1 prototype

During its development in the late 1960s, the CB750 was called informally the "King of Motorcycles"[19] so it was fitting that Honda's next big thing would become known by the moniker "King of Kings" at inception (as well as later on).[5][20] By the end of 1972, the project team had made a break with motorcycle tradition (and a complete change from Honda practice)[16] 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 designing it for über-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.[15]

The M1 engine puts out 80 horsepower (60 kW) at 6700 rpm, allowing for a top speed of 220 kilometres per hour (140 mph).[21][22] 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.[10][15][23]

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.[21][24]

1976 GL1000 engine closeup
1938 Zündapp K800 on display at the Barber Vintage Motorsport Museum
1983 BFG 1300 motorcycle

Project 371

The undefined touring bike was then code-named project 371, and Toshio Nozue (who had worked on CB750 development)[25] took over from Irimajiri-san as project leader. The M1 engine displacement of 1470cc was deemed too big,[26] and six cylinders were considered to be too many, for the target market.[27] The M1 design was eventually replaced by a more compact one liter flat-four engine.[28][29]

Powertrain pedigree

When the Gold Wing flat-four with shaft drive debuted in 1974 it combined technologies from previous motorcycle designs, as well as existing automotive technology.[30][31] 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.[32] In 1934 Zündapp used the same powertrain layout for their K800, stepping up to a four-cylinder boxer engine; during WWII the K800 was the only four-cylinder motorcycle used by the German armed forces.[33] 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.[34]

In automobiles, the four-cylinder boxer powerplant goes as far back as the start of the 20th century;[35] and in the early 1970s flat-four engines were being manufactured[32] by Subaru, Lancia, Alfa Romeo, VW and Porsche as well as Citroën.[36] The Citroën engine is remarkable because it was used (with only a few modifications)[37][38] to power the BFG 1300 Template:Language icon touring bike, which was also popular with the French police in the 1980s.[39][40]

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)[41] but the Suzuki GT750 with a water-cooled, two-stroke triple, preceded the GL1000 by four years.[42] Two-stroke water cooled engines from The Scott Motorcycle Company go back at least as far as the 1920s.

Target market

The primary market for the Gold Wing was the potential Long Distance Rider,[43] needing a motorcycle suitable to the task. Particularly in North America that requires genuine comfort for the long haul: wind protection, a smooth ride along with a comfortable seat (or two), storage for the necessities, and power in abundance.[44][45] The secondary market was to be in Europe where riders, constrained by frontiers (in those days) emphasize performance over luxury.[21][46]

In the early 1970s, Americans with an inclination to cover vast distances had but a few manufacturers to choose from: Harley-Davidson (Electra Glide), Moto Guzzi and BMW. The Electra Glide was a comfortable but high-maintenance bike bedevilled by vibration. Nonetheless, Harley riders are fanatically loyal.[21][47] Even so, Harley faced some serious competition from Moto Guzzi's then-new 850cc Eldorado (distributed in the U.S. by Berliner Motor Corporation).[48]

The BMW was smoother, more reliable, but as expensive as the Harley[14] 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.[15][21] Honda would ultimately be quite successful in attracting a new kind of long distance rider.[16][49]

GL1000

1975 Honda Gold Wing GL1000 at the Barber Vintage Motorsports Museum
1978 Honda GL1000
1978 GL1000 from above shows the opposed cylinders
1979 GL1000 with Windjammer fairing on the Bonneville Salt Flats

The Project 371 team's final powertrain layout was a 999 cc (61.0 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.[46][50] 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.[51][52]

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 Template:Language icon Internationale Fahrrad- und Motorrad-Ausstellung (International Bicycle and Motorcycle Exhibition; today Intermot) in Cologne.[12][53]

Small fairings had been mounted on two of the production prototypes for the U.S. dealer show in Las Vegas.[46][51] 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.[54] Consequently, the Gold Wing was born into the world naked, lacking saddlebags and having no place for luggage, without even a windshield.[12] This created a 'golden' opportunity for accessory manufacturers,[31] 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.[55] The bike had a dry weight of 584 pounds (265 kg)[52] and a retail price of US $2,900.[49][56] 13,000 Gold Wings were sold in the United States in 1975.[14]

There were no significant changes in the standard Gold Wing for 1976 (the K1 model) although the price increased slightly to $2,960.[51] To mark the United States Bicentennial year Honda announced the GL1000 LTD with distinctive insignia and color scheme (e.g., gold stripes, gold wheels)[10] plus some extra amenities.[55][57] Unlike LTD Gold Wings in later years, 1976 was a genuine limited edition with production restricted to about 3,400 units,[51] and with an upscale price of $3,295.[49]

In the third model year (K2) Honda began the work of refining the Gold Wing based on rider comments, although the changes for 1977 are still relatively small, such as exhaust pipe heat shields, revised seat and handlebar, as well as a new fuel gauge.[55] Weight increased to 595 pounds (270 kg) and the price rose to $2,938.[49] The motorcycle division of Honda UK produced 52 Executive GL1000 bikes by adding premium accessories to 1977 Gold Wings and selling them for £2300 (exclusive to the UK).[51]

Engine intake and exhaust systems were 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 redsigned, valve timing and ignition timing were altered.[58] 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.[51] 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.[55][59] Dry weight grew to 601 pounds (273 kg) and the selling price went up to $3,200.[49]

1979 marked the culmination 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[51] for the last Gold Wing to be powered by a one liter engine.[55][26] There were only a few minor changes for this model year, with the notable exception of the ComStar wheels. New ComStars had stronger steel spokes on aluminum rims instead of the original aluminum spokes that had precipitated a 1997 recall (for the 1978 model year).[60][61] During the final run of the GL1000 in 1979, Hondaline saddlebags and trunk were available, but Honda still did not offer a fairing.[53]

Honda sold more than 97,000 units of the GL1000 in the United States between 1975 and 1979.[14]

The Society of Automotive Engineers of Japan Template:Language icon includes a Honda Gold Wing GL1000 manufactured in 1974 as one of their 240 Landmarks of Japanese Automotive Technology.[62] Through 2012, Honda GL models have appeared eighteen times in the Cycle World list of Ten Best bikes.[63]

GL1100

1980 Honda Gold Wing GL1100

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[12][64] (which had been making frames and parts for various models since 1974).[65] 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.[66]

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.[64] The new engine was more than just a GL1000 with a 3 mm larger bore, the alterations clearly emphasized torque over horsepower.[10] 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.[58] The bore size for all four carburetors was again reduced by 1 mm, to 30 mm.[67]

The wheelbase was lengthened over that of the GL1000, and air suspension was added.[10][57] The GL1100 had an adjustable seat, and for the first time used tubeless tires, mounted on black reverse ComStar wheels.[55] The naked Gold Wing, which would become known as the Standard model, weighed 589 pounds (267 kg) dry and sold for US $3,800.[49] 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.[64]

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.[58] Dry weight for the GL1100 '82 was 595 pounds (270 kg) and the price was $4,250.[64][49]

Transmission gear ratios were revised yet again for the 1983 Gold Wings to lessen engine speed on the highway.[58] 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,[55] and the rear suspension worked even with no air pressure.[64] 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.[68][69] Dry weight for the standard GL1100 inched up to 599 pounds (272 kg) and the price crept up to $4,300.[49]

GL1100 Interstate

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 sound system.[70] This bike was called the De Luxe model (GL1100DX) in some markets.[67] 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.[41] This made the Interstate significantly heavier than the standard model, with a dry weight of 672 pounds (305 kg), and more expensive at US $4,900.[10] The almost identical Interstate model for '81 was $5,100.[64]

The GL1100I '82 model offered more options, such as a new stereo, a 40-channel CB transceiver, and an on-board compressor to adjust the suspension air pressure.[55] Dry weight was 679 pounds (308 kg) and the price was $5,450.[64][49]

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.[64]

GL1100 Aspencade

Starting in 1982, Honda offered three different Gold Wing models.[55] 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.[10] 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.[64][49]

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.[64]

GL1200

Honda Gold Wing GL 1200

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.[58] 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.[56] Incorporating hydraulic actuation for the clutch, in addition to hydraulic tappets for the valves, made the new engine virtually maintenance-free.[10] In order to make the Gold Wing more nimble, front and rear wheel diameters contracted (and tire widths expanded) one more time.[71] 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 $4800 for the 1984 model year.[49]

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.[72]

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.[71][73]

With three versions of the Gold Wing boxer motor spanning a dozen years, by 1987 further development of the flat-four engine was constrained by the law of diminishing returns. 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.[58]

GL1200 Interstate

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.[72] Dry weight for the 1984 Interstate was 697 pounds (316 kg), and its price was $6200.[71]

Despite giving the Gold Wing taller gearing the year before, in 1985 Honda shortened the overall gearing to improve performance.[58] 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.[71]

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.[10][74] Claimed dry weight for the 1986 Interstate was unchanged; however, its price increased to $6700.[71] The GL1200I '87 got a new seat design with three-stage foam;[55] neither weight nor price increased for 1987, the last year of the four-cylinder Gold Wing Interstate.[71]

GL1200 Aspencade

The GL1200A '84 had all the features of the GL1200I, plus a new Panasonic audio system that combined AM/FM radio, cassette player and an intercom between the rider and passenger. Unlike the analog instruments of the Interstate, the Aspencade had a dashboard with an LCD digital display.[55] The GL1200A also had foot boards for the passenger instead of footpegs.[71] Claimed dry weight for the 1984 Aspencade was 723 pounds (328 kg), and its price was $7900.[49] The price was unchanged for 1985, and the Aspencade received the same updates as the Interstate model for that year. Dry weight for the Aspencade was 728 pounds (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 GK1200I '87 model and some amenities that had been optional were made standard, increasing the dry weight of the Aspencade to 743 pounds (337 kg).[49][55][71]

Fuel-injected models

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.[10][49] The significant development was that the GL1200L was furnished with Honda's programmed fuel injection system, previously used on the turbocharged CX500T and CX650T (sibings of the GL500 and GL650 Silver Wing).[75] 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).[71]

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.[71] The SE-i had the same Dolby audio system as the GL1200A '86 and was only available in the US.[55][72] 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.[58]

GL1500

GL1500 Gold Wing

1988 brought the most changes seen to the Gold Wing series since its inception. The biggest difference was that the flat-four engine was replaced with a 1,520 cc (93 cu in) flat-six engine. Although it was still fueled by carburetors, Honda introduced solid state digital ignition. This both increased power and reduced noise. Honda also enclosed the entire motorcycle in plastic, giving it a seamless appearance.

One major innovation was the addition of a "reverse gear", which was actually a creative use of the electric starter motor linked to the transmission. Because of the size and weight, it was felt that some people would have problems backing it up.

Between 1988 and 1990, only one model was available. From 1990 Honda introduced the SE, which had additions such as two-tone paint, and a trunk spoiler.

Other models included were the Interstate (1991–1996) this was a basic version with no rear adjustable foot rests, a very basic radio, no intercom and other changes to make it a more basic large bike. The Aspencade (1991–2000) was essentially the same as the SE, however it did not have the CB, the rear upper spoiler or two-tone paint work, and other minor differences. Most of the missing features of the Aspencade were sold under Honda's Hondaline brand.

GL1800

GL1800 Gold Wing

The 2001 GL1800 was the first new model in 13 years. The engine was for this model increased to 1,832 cc (111.8 cu in), and fuel injected. At the same time, the weight of the bike decreased from that of the GL1500. This was done by making the frame out of high-strength aluminium. This was an extruded frame, and was composed of only 31 individual parts (almost half the number of the previous frame).

ABS braking was an option, added because of the increased power of the new engine, from 74 kW (99 bhp) to 87 kW (117 bhp).

The 2006 model had an optional airbag.[9] Other 2006 options were an in-dash GPS with audio information provided through the speakers and headset cables, and a rider comfort package including seat heaters controlled from the dash, heated handlebar grips, and engine-air vents (able to be opened and closed by a lever on the left side dash) located in front of the driver's foot pegs.

The 2010 model year was the last to be produced in the United States. The 2011 model year was not produced. The 2012 model year motorcycles are being manufactured in Japan.

"1st Gen" and "2nd Gen" GL1800's

2012 Gold Wing GL1800 model for Japanese market, with windshield wiper

Some retailers of aftermarket add-ons/replacements parts group all GL1800 models into two categories (example: Honda Gold Wing Parts & Accessories by WingStuff.com). They describe all GL1800's made from 2001-2010 as "First Generation" or "1st Gen,"[76] while GL1800's made in 2012 or 2013 are described as "Second Generation" or "2nd Gen."[77] This is somewhat misleading because, in terms of complete Gold Wing evolution, the GL1800 itself is actually the 5th generation.[20][78]

As mentioned above, there was no 2011 model year produced.

Honda made subtle changes to the made-in-Japan 2nd Gen GL1800.[10] Restyled bodywork makes the fairing and saddlebags look to be less bulbous, even though the saddlebags hold more than before and the fairing was modified to better protect the rider's legs, as well as to improve the foot-warming vents.[79] The trunk and fairing pockets, when combined with the new saddlebags, offer the rider more than 150 litres (5.3 cu ft) liters of storage.[80] The instrument cluster has a brighter display screen, as well as the latest satellite navigation and radio, and a new six-speaker audio system with MP3 and iPod connectivity.[8][81]

Valkyrie

Main article: Honda Valkyrie
"Limited Edition" Valkyrie Rune

In 1997, Honda brought back an incarnation of the "Standard Gold Wing," renamed the Valkyrie in the US, and called F6C in the rest of the world. It had a higher performance engine, based on the GL1500, in a cruiser-style frame. The Valkyrie Tourer version had a windshield and saddlebags. A more touring-oriented version was introduced in 1999 as the Valkyrie Interstate with a full fairing, saddlebags and trunk.

These models were dropped due to slow sales, leaving the standard Valkyrie, which was discontinued after the 2003 model year. In 2004, Honda released a "Limited Edition" model, the Valkyrie Rune, complete with 1,832 cc (111.8 cu in) engine and unique styling.

The Valkyrie engine is based on the Gold Wing engine, but has solid lifters instead of hydraulic lifters, six carburetors instead of the Goldwing's two (carbs ≤ 2000, FI ≥ 2001), more aggressive camshafts, a free flowing exhaust, and altered ignition timing to increase performance.

Valkyrie revival

At the 2013 Tokyo Motor Show, Honda revealed a new naked version of the GL1800, the 2014 Valkyrie, using the same 1832cc six-cylinder engine as the Gold Wing but weighing 70 kg (150 lb) less.[82][83] The new Valkyrie has increased rake and trail, front and rear suspension revised for the reduced weight, 50/50 weight distribution and large tires after the fashion of sport-bikes.[84] Going beyond the naked bike genre, the Valkyrie's horsepower-to-weight ratio puts it clearly into the muscle bike class. It's expected to be on sale by Spring, 2014, for about $17,000 for the base model (the model with an anti-lock braking system will cost more).[85][86]

F6B

In 2013, Honda brought out a new variation on the traditional Gold Wing, itself being available in two models, The F6B and F6B Deluxe. The F6B is basically a greatly stripped down version of the 'standard' Gold Wing with most of the chrome trim being 'blacked out', giving the F6B a look that should appeal to many cruiser buyers. The rear trunk has been eliminated and the windshield is much smaller. The seat is changed for both the passenger and the rider with the most obvious difference being that the passenger no longer has the oversize backrest - a result of the removal of the trunk. The F6B Deluxe does, however, come with a small passenger backrest as standard equipment. The basic design is, otherwise, the same as the full blown Gold Wing. Many people say "F6B" stands for Flat 6 Bagger but that has never been confirmed by Honda.

See also

Notes

  1. ^ a b c d "Gold Wing - Specifications". Honda.com. American Honda Motor Co. 2 September 2003. Retrieved 20 November 2013.
  2. ^ a b "Honda GL 1800 Gold Wing 2001 Specifications". AllMotoInfo. Retrieved 19 November 2013.
  3. ^ Abrahams, Dave (26 September 2011). "Honda Goldwing is a very grand tourer". Independent Online. Independent Newspapers. Retrieved 25 November 2013. …the 1832cc Goldwing is mechanically old-school. The architecture of the flat-six engine is the same as the GL1000 of 1975, with a low (9.8:1) compression ratio, and SOHC, two-valves-per-cylinder valvegear. The only significant changes in more than 36 years of production have been the addition of two extra cylinders and the substitution of two 40mm Keihin throttle bodies for the original downdraught carbs.
  4. ^ a b "Honda GL1800 Gold Wing". Motorcyclist Online. Source Interlink Media. 24 February 2009. Retrieved 19 November 2013. Transcontinental meditations on the land yacht that zigs
  5. ^ a b c d Duchene, Paul (4 July 2005). "Honda's Gold Wing Goes the Distance". New York Times. Retrieved 9 November 2013.
  6. ^ "Honda Gold Wing: A legend in its own time". Washington Times. 10 March 2011. Retrieved 21 November 2013.
  7. ^ "Honda Announces More New Models for 2013". Honda Media Newsroom. American Honda Motor Co. 4 September 2012. Retrieved 4 December 2013. Last but certainly not least is the 2013 Gold Wing, the true icon of two-up long-distance luxury travel with U.S. sales approaching 550,000 units since its introduction in 1975.
  8. ^ a b Williams, Don (9 April 2011). "2012 Honda Gold Wing | First Ride". Ultimate MotorCycling. Retrieved 21 November 2013.
  9. ^ a b "Gold Wing features at Honda Canada". Retrieved 2010-03-19.
  10. ^ a b c d e f g h i j k l "The History of Honda Gold Wing Development". Honda Worldwide. Honda Motor Co. Retrieved 7 November 2013.
  11. ^ "autoblog news article". 30 July 3009. Retrieved 2010-03-19. {{cite web}}: Check date values in: |date= (help)
  12. ^ a b c d Sawyers, Arlena (8 June 2009). "Gold Wing, Honda's top motorcycle, finds its destiny in Ohio". Automotive News. Crain Communications. Retrieved 9 November 2013.
  13. ^ Tuttle, Mark (May 12, 2010), "New Honda Gold Wing News", Rider Magazine, retrieved 2010-11-19
  14. ^ a b c d Salvadori, Clement (May–June 2007). "The Honda GL1000 Gold Wing". Motorcycle Classics. Ogden Publications. Retrieved 12 November 2013. Looking back, it's easy to think the first Honda GL1000 Gold Wing in 1975 was a revolutionary motorcycle. It was, in fact, evolutionary, built to appeal to the American bigger-is-better theory.
  15. ^ a b c d "M1: Long Live the King". Honda Powersports. American Honda Motor Co. Retrieved 7 November 2013.
  16. ^ a b c d "Soaring in the '70s". Honda Media Newsroom. American Honda Motor Co. 2 September 2003. Retrieved 4 December 2013.
  17. ^ Lieberman, Jonny (27 March 2007). "Jalopnik Fantasy Garage: Honda 1300 Coupe 9". Jalopnik. Gawker Media. Retrieved 16 December 2013. To directly quote Mr. Honda: 'Since water-cooled engines eventually use air to cool the water, we can implement air cooling from the very beginning. That will eliminate the problem of water leaks, and it will facilitate maintenance. The question here is how to reduce the loud noise characteristic of an air-cooled engine to a level commensurate with a water-cooled unit.'
  18. ^ Brown, Jacob (January 2013). "1972 Honda 1300 Coupe 9 GTL". MotorTrend Magazine. Source Interlink Media. Retrieved 16 December 2013. That's not the 1300's only party piece. It also has a dry-sump oil pan feeding the air-cooled 1.3-liter, an engine design Honda had worked with all his life and preferred.
  19. ^ Frank, Aaron (8 August 2012). "The Making of the Honda CB750 | 'The King of Motorcycles'". Motorcyclist magazine. Bonnier Corp. Retrieved 20 January 2014.
  20. ^ a b "2009 Honda GL1800 Gold Wing Road Test". Rider Magazine. April 2009. Retrieved 23 November 2013.
  21. ^ a b c d e Szymezak, Pascal. "Début de la légende". La saga GoldWing (in French). Fédération des GoldWing Club de France. Retrieved 11 December 2013.
  22. ^ Duchene, Paul (13 July 1999). "How Honda Put The Glitter On Gold Wing". Chicago Tribune. Retrieved 8 November 2013.
  23. ^ "Gold Wing F6B: The story behind this remarkable machine". Honda Powersports. American Honda Motor Co. Retrieved 7 November 2013.
  24. ^ Duchene, Paul (13 July 1999). "How Honda Put The Glitter On Gold Wing". Chicago Tribune. Retrieved 8 November 2013.
  25. ^ Sheehan, Dave (October 2013). "Honda, Triumph, and the Race For the 750 Superbike". Motorcycle Classics. Retrieved 16 January 2014.
  26. ^ a b Andrea B. "Storia della Goldwing". www.andreagoldwing.com (in Italian). Retrieved 16 January 2014.
  27. ^ Floria, Phillip. "A quick look at the beginning of the Honda Gold Wing". The Biker eNews. Phillip Floria. Retrieved 16 January 2014.
  28. ^ "Prototyp (M1) 1972 - 1974". GoldWing-Technik Details (in German). GoldWing Freunde Region Stuttgart. Retrieved 16 January 2014.
  29. ^ Washington, Randall. "Musings on Honda's 50th Anniversary in America". MotoHistory. Ed Youngblood. Retrieved 20 January 2014. Introduced in 1975, the Honda GL 1000 was a stunning technical achievement. The original, unfaired Gold Wing was the world's biggest, heaviest, and second fastest bike available at the time (only the mighty Kawasaki Z1 was swifter). Novel features included a liquid-cooled flat four engine, belt-driven overhead cams, shaft drive, triple disk brakes, under-seat fuel tank, counter-rotating alternator, two oil pumps, 'floating' piston pins, faux top shelter 'tank' and detachable back-up kick-start arm, to mention a few.
  30. ^ "Honda GL1000 Goldwing Road Test". Classic-Motorbikes.net. Retrieved 12 November 2013.
  31. ^ a b Biker, Maxx (26 November 2008). "2009 Honda Gold Wing". Top Speed. Retrieved 6 December 2013. A true limousine on two wheels, the Gold Wing comes fitted with airbags, ABS, Comfort Package, heated seats and feet warmers, features without which any normal rider wouldn't be able to pun the number of miles that this bike is capable of.
  32. ^ a b English, Bob (20 April 2010). "The engine that Benz built still survives". The Globe and Mail (Canada). Retrieved 6 January 2014. …Benz gave the world its first horizontally opposed style engine in 1897 - later to be known as 'boxer' because the pistons punch back and forth. He called it the 'contra engine.'
  33. ^ "1938 Zundapp K800 - Barber's Best". Motorcycle Classics. Ogden Publications. 7 November 2012. Retrieved 23 December 2013. The Zundapp K800 is lsited as one of the top 100 machines of the 20th centruy.
  34. ^ "1953 500cc Wooler". Exhibits. The National Motorcycle Museum. Retrieved 9 January 2014. Predating Honda's Gold Wing flat-four shaft drive tourer by 20 years, the Wooler set out to offer the highest levels of comfort, silence and ease of use.
  35. ^ "Invention of the boxer engine: The Benz "contra engine" of 1897". Global Media Site. Daimler AG. 1 February 2007. Retrieved 6 January 2014. The final evolutionary stage of the Benz racing car equipped with a contra engine was the 20-hp Benz vehicle introduced in 1900. Whereas the two previous models both had a two-cylinder boxer unit, this vehicle – developed by Georg Diehl – featured a four-cylinder boxer with a 5,440-cc displacement.
  36. ^ "Citroën GS + GSA boxer engine". Citroënët. Retrieved 22 December 2013.
  37. ^ Lars I Nilsson. "BFG and MF - a pair of Citroën powered motor cycles using the 1299cc and 652 cc powerplants". The Swedish Citroen Club magazine. Translated by Ricard Wolf. Citroënët. Retrieved 24 December 2013. The rocker covers are made of light alloy and the exhaust system is of course replaced with chromed pipes and silencer.
  38. ^ "BFG Citroën 1300". Way2Speed.com. Grease n Gasoline. Retrieved 24 December 2013.
  39. ^ "BFG 1300- 1982". Lane Motor Museum. Retrieved 25 December 2013.
  40. ^ Bertrand, Marc (23 October 2012). "Saga BFG 1300 (1978 - 1996) : l'occasion ratée !". Moto Magazine (in French). Retrieved 25 December 2013. Endurante, fiable, bien pensée, la BFG 1300 aura été un météore dans l'histoire de la moto française... mais aussi un regret.
  41. ^ a b "Designers Talk: GL1800". Honda Worldwide. Honda Motor Co. Retrieved 8 November 2013.
  42. ^ "Suzuki GT750". 240 Landmarks of Japanese Automotive Technology. Society of Automotive Engineers of Japan. Retrieved 12 September 2013. This motorcycle had a water-cooled, 2-stroke, 3-cylinder engine that provided good acceleration over a wide speed range from low to high.
  43. ^ "Full-Dress Heavyweight Tourers". Motorcycle.com. VerticalScope. Retrieved 8 December 2013.
  44. ^ Colker, David (25 February 1999). "Luxury Bikes Can Bring Back That Old Feeling for Motor Touring". Los Angeles Times. p. 1. Retrieved 8 December 2013. I'm not dead, just touring.
  45. ^ J. Joshua Placa (28 July 2011). "A Luxury-Touring Rethink". Motorcycle.com. VerticalScope. Retrieved 17 December 2013.
  46. ^ a b c White, Trevor (4 January 1999). "The Origins of GWEF - Some Facts and Some Thoughts". Gold Wing European Federation. Retrieved 11 December 2013. We ride a motorcycle that can take us from one end of Europe to the other with ease and comfort – just with a twist of the wrist.
  47. ^ Truett, Richard (7 March 1996). "Valkyrie, The Un-harley". Orlando Sentinel. Retrieved 15 November 2013. It is often said that Harley-Davidson is the last American motorcycle manufacturer. Perhaps the last American-owned manufacturer would be more accurate. Honda has been building motorcycles in America since the late '70s at its plant in Marysville, Ohio.
  48. ^ Ric Anderson (November–December 2005). "1972 Moto Guzzi Eldorado". Motorcycle Classics. Ogden Publications. Retrieved 15 December 2013. The Moto Guzzi Eldorado was the biggest weapon in a snout-to-snout battle with Harley-Davidson {{cite web}}: Unknown parameter |coauthors= ignored (|author= suggested) (help)
  49. ^ a b c d e f g h i j k l m n Truett, Richard (14 May 1995). "Honda Gold Wing At 20: Smooth Sailing For Bikers". Chicago Tribune. Retrieved 8 November 2013.
  50. ^ "Honda GL1000 K2 Goldwing Test". Motorcyclist Illustrated. December 1977. Retrieved 20 January 2014.
  51. ^ a b c d e f g "GL1000". Goldwing Owners Club of Great Britain. Retrieved 13 November 2013.
  52. ^ a b Szymezak, Pascal. "Goldwing 1000". La saga GoldWing (in French). Fédération des GoldWing Club de France. Retrieved 13 January 2014.
  53. ^ a b Saunders, Steve. "Goldwing History". Steve Saunders Goldwing Page. Retrieved 18 January 2014.
  54. ^ Vetter, Craig. "Honda GL1000 and the Vetter years". craigvetter.com. Web Partners. Retrieved 13 November 2013. As we got comfortable with each other, Honda gave us permission to use our loaner GLs to make hardware to fit up my own Windjammer III fairing. Consequently, we had Windjammer brackets for GLs before Honda dealers even had the motorcycles.
  55. ^ a b c d e f g h i j k l m "Gold Wing Spotter's Guide". News & Views. American Honda Motor Co. 3 September 2003. Retrieved 8 November 2013.
  56. ^ a b "Honda Goldwing Specifications" (PDF). Goldwing Chrome. Gold Wing Chrome. Retrieved 12 November 2013.
  57. ^ a b "Goldwing historique" (in French). Honda Werther. Retrieved 11 December 2013.
  58. ^ a b c d e f g h "The Human Touch". Honda Powersports. American Honda Motor Co. 8 January 2013. Retrieved 8 November 2013.
  59. ^ Szymezak, Pascal. "Commercialisation". La saga GoldWing (in French). Fédération des GoldWing Club de France. Retrieved 15 January 2014.
  60. ^ "GoldWing-Techik: Rückrufaktionen GL 1000". GoldWing-Forum. Karl-Heinz. Retrieved 18 January 2014.
  61. ^ "Search Safety Issues: Recalls, Investigations & Complaints". NHTSA.GOV. U.S. Department of Transportation. Retrieved 18 January 2014.
  62. ^ "Honda Gold Wing GL1000". 240 Landmarks of Japanese Automotive Technology. Society of Automotive Engineers of Japan. Retrieved 12 November 2013. The Gold Wing GL1000 accelerated the demand for larger motorcycles in the American market. A long-distance touring model rather than a sport model, it incorporated innovative technologies and ideas.
  63. ^ Burns, John (21 September 2012). "The Best of Ten Best: Careening through the cream of the last 36 crops". Cycle World. Bonnier Corp. p. 3. Retrieved 6 December 2013.
  64. ^ a b c d e f g h i j "GL1100". Goldwing Owners Club of Great Britain. Retrieved 13 November 2013.
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  67. ^ a b Szymezak, Pascal. "GoldWing 1100". La saga GoldWing (in French). Fédération des GoldWing Club de France. Retrieved 20 January 2014.
  68. ^ "Advanced Brake Systems: Q&A". Honda Worldwide. Honda Motor Co. Retrieved 8 November 2013.
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  71. ^ a b c d e f g h i j "GL1200". Goldwing Owners Club of Great Britain. Retrieved 13 November 2013.
  72. ^ a b c Szymezak, Pascal. "GoldWing 1200". La saga GoldWing (in French). Fédération des GoldWing Club de France. Retrieved 20 January 2014.
  73. ^ "Kawasaki ZG1200 Voyager". Motorcycle Specifications. motorcyclespecs.co.za. Retrieved 26 January 2014.
  74. ^ "Honda of America Records Many Industry Firsts". Honda Media Newsroom. American Honda Motor Co. 10 September 2004. Retrieved 4 December 2013.
  75. ^ "Fuel Injection System for Small Engines". Honda Worldwide. Honda Motor Co. Retrieved 26 January 2014.
  76. ^ "GoldWing 1st Generation (Front) Bike Map". Küryakyn Web Site. Küryakyn Holdings, LLC. Retrieved 23 November 2013.
  77. ^ "GoldWing 2nd Generation (Front) Bike Map". Küryakyn Web Site. Küryakyn Holdings, LLC. Retrieved 23 November 2013.
  78. ^ "2010 Honda Gold Wing GL1800 Road Test". Rider Magazine. June 2011. Retrieved 23 November 2013. The GL1800—the fifth stage in the GL's evolution—has changed little since its 2001 debut, and with Gold Wing production moved from Ohio to Japan and no 2011 models produced, expectations ran high. As we chronicled last month, the 2012 Gold Wing will get many useful enhancements but not the complete overhaul many were hoping for.
  79. ^ Elvidge, Jamie (1 October 2011). "BMW K1600GTL vs. Honda GL1800 Gold Wing". Motorcyclist Online. Source Interlink Media. Retrieved 26 November 2013. The Honda shines in the luggage department, too, showing how decades of real-world research pays off. Capacity of the trunk and saddlebags is enormous, and their operation is very car-like, so you can stuff in your junk and snick it shut with one hand.
  80. ^ "Honda Gold Wing Timeline". News & Views. American Honda Motor Co. 21 February 2011. Retrieved 8 November 2013.
  81. ^ "2012 Honda Gold Wing First Look". Motorcycle USA. 21 February 2011. Retrieved 23 November 2013. Unchanged is the familiar 1832cc Flat Six powering the Honda. The Wing also remains a heavyweight touring platform, tipping the scales at a staggering 903-944 pounds, depending on the options. Thankfully, the electric Reverse system remains a standard feature. Also standard fare on the base Gold Wing are five-position heated grips, seat and backrest. Honda's combined braking system is standard as well, with ABS optional.
  82. ^ "Revealed: Gold Wing F6C". Visordown. Immediate Media Co. 20 November 2013. Retrieved 20 November 2013. The Gold Wing F6C has a new aluminium subframe, new styling and steering geometry and radiators mounted on the sides instead of the front.
  83. ^ Ets-Hokin, Gabe (20 November 2013). "2014 Honda Valkyrie Announced!". Motorcycle Daily. Retrieved 1 December 2013. If anything, the new Valk is a Rune for the masses, as it uses much the same formula, albeit for a broader audience.
  84. ^ "Honda Launches 2014 Honda Valkyrie". Bikeland.org. Bikeland Media. 20 November 2013. Retrieved 20 November 2013. Veteran reviewers agree the F6B and the Gold Wing already carve corners far better than anyone who hasn't ridden them can believe. The Valkyrie goes beyond the F6B in handling and other areas, especially in stripping weight; down to a svelte 750 pounds wet.
  85. ^ Cook, Marc (19 November 2013). "2014 Honda Valkyrie | FIRST LOOK". Motorcyclist Online. Source Interlink Media. Retrieved 20 November 2013. Like the original, which debuted way back in 1996, the new Valky bases off the Gold Wing, picking up the existing SOHC, 12-valve opposed-six-cylinder engine trussed into an aluminum twin-spar frame. This time, though, the styling isn't American Retro—it's more like Gold Wing meets Transformers.
  86. ^ Wilson, Andrea (20 November 2013). "2014 Honda Valkyrie First Look". Cycle News. Retrieved 20 November 2013. The engine configuration – combined with where it's mounted in the Valkyrie's aluminum twin-spar frame - makes for a low center of gravity. That, combined with a low seat height of 28.8 inches, is designed to add great handling in addition to performance.


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