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Gold Wing GL1000

1975 Honda Gold Wing GL1000
Production	1974—1979
Assembly	Japan
Engine	999 cc (61.0 cu in) SOHC flat-four
Bore / stroke	72.0 mm × 61.4 mm (2.83 in × 2.42 in)
Compression ratio	9.2:1
Power	80 hp (60 kW) @7500 rpm
Torque	63 lb⋅ft (85 N⋅m) @5500 rpm
Ignition type	Contact breaker
Transmission	5-speed manual
Frame type	Steel full-duplex cradle
Suspension	F: Telescopic fork 143 mm (5.6 in) travel R: Swing arm, 86.3 mm (3.40 in) travel
Brakes	F: Dual discs, single-piston calipers R: Single disc, opposed 2-piston caliper
Tires	F: 3.50 H-19 (tube type) R: 4.50 H-17A (tube type)
Rake, trail	28 degrees/120 mm (4.7 in)
Wheelbase	60.6 in (1,540 mm)
Dimensions	L: 2,305 mm (90.7 in)
Seat height	31.9 in (810 mm)
Weight	584 lb (265 kg) (dry)
Fuel capacity	19 L (4.2 imp gal; 5.0 US gal)

Gold Wing GL1100

1980 Honda Gold Wing GL1100
Assembly	Japan '79-'80; Marysville, Ohio '80-'83
Engine	1,085 cc (66.2 cu in) SOHC, flat-four
Bore / stroke	75.0 mm × 61.4 mm (2.95 in × 2.42 in)
Compression ratio	9.2:1
Power	81 hp (60 kW) @7000 rpm
Torque	88 N⋅m (65 lbf⋅ft) @5500 rpm
Ignition type	Electronic
Transmission	5-speed manual
Frame type	Steel full-duplex cradle
Suspension	F: Air-assisted telescopic fork, 148 mm (5.8 in) travel; anti-dive '82-'83 R: Air-asst. swingarm 80 mm (3.1 in) travel
Brakes	F: Dual discs, 1-piston calipers '80-'81 R: Single disc, 1-piston caliper '80-'81 F: Dual discs, 2-piston calipers '82-'83 R: Single disc, 2-piston caliper '82-'83
Tires	F: 110/90-19 62H, R: 130/90-17 68H '80-'81 F: 120/90-18 65H, R: 140/90-16 71H '82-'83
Rake, trail	29.17 degrees/134 mm (5.3 in) '80-'81 29.17 degrees/132 mm (5.2 in) '82-'83
Wheelbase	1,605 mm (63.2 in)
Dimensions	L: 2,340 mm (92 in) GL1100
Seat height	790 mm (31 in)
Fuel capacity	20 L (4.4 imp gal; 5.3 US gal)

Gold Wing GL1200

Honda Gold Wing GL1200
Manufacturer	Honda Motor Co., Ltd
Also called	GL1200I Interstate [I] GL1200A Aspencade [A] GL1200LTD (1985) GL1200SE-i (1986)
Production	1983—1987
Assembly	Marysville, Ohio
Predecessor	GL1100
Successor	GL1500
Class	Touring
Engine	1,182 cc (72.1 cu in) SOHC, water-cooled, flat-four
Bore / stroke	75.5 mm × 66 mm (2.97 in × 2.60 in)
Compression ratio	9.0:1
Power	94 hp (70 kW) @7000 rpm
Torque	107 N⋅m (79 lbf⋅ft)
Ignition type	Electronic
Transmission	5-speed manual
Frame type	Steel full-duplex cradle
Suspension	F: Air-assisted, anti-dive telescopic fork, 5.5 in (140 mm) travel R: Swing arm, air-assisted shocks, 4.1 in (100 mm) travel
Brakes	F: Dual discs, 2-piston calipers R: Single disc, 2-piston caliper
Tires	F: 130/90-16 67H, R: 150/90-15 74H
Rake, trail	30 degrees/4.6 in (120 mm)
Wheelbase	1,610 mm (63 in)
Dimensions	L: 2,355 mm (92.7 in) GL1200 2,505 mm (98.6 in) [I], [A]
Seat height	780 mm (31 in)
Weight	272 kg (600 lb) GL1100 318 kg (701 lb) [I] 328 kg (723 lb) [A]  (dry)
Fuel capacity	22 L (4.8 imp gal; 5.8 US gal)
Oil capacity	3.4 US qt (3.2 L)

Gold Wing GL1500

1998 Honda Goldwing GL1500SE
Manufacturer	Honda Motor Co., Ltd
Also called	GL1500I Interstate [I] GL1500A Aspencade [A] GL1500SE [SE]
Production	1987—2000
Assembly	Marysville, Ohio
Predecessor	GL1200
Successor	GL1500 Valkyrie, GL1800 Gold Wing
Class	Touring
Engine	1,520 cc (93 cu in) SOHC, water-cooled, flat-six
Bore / stroke	71 mm × 64 mm (2.8 in × 2.5 in)
Compression ratio	9.8:1
Power	100 hp (75 kW) @5200 rpm
Torque	150 N⋅m (110 lbf⋅ft) @ 4000 rpm
Ignition type	Electronic Solid-state Digital
Transmission	5-speed manual; electric reverse (except [I])
Frame type	Steel full-duplex cradle
Suspension	F: Anti-dive telescopic fork, 5.5 in (140 mm) travel R: Swing arm, air-assisted shocks, 4.1 in (100 mm) travel
Brakes	F: Dual discs, 2-piston calipers R: Single disc, 2-piston caliper
Tires	F: 130/70-18 63H, R: 160/80-16 75H
Rake, trail	30 degrees/111 mm (4.4 in)
Wheelbase	1,690 mm (67 in)
Dimensions	L: 2,630 mm (104 in) GL1500
Seat height	30.3 in (770 mm) 29.5 in (750 mm) [I]
Weight	345 kg (761 lb) [I] 363 kg (800 lb) [A] 367 kg (809 lb) [SE]  (dry)
Fuel capacity	23 L (5.1 imp gal; 6.1 US gal)
Oil capacity	3.7 L (3.9 US qt)

Honda Gold Wing GL1800

Honda Gold Wing GL1800
Manufacturer	Honda Motor Co., Ltd
Also called	GL1800A (with ABS)
Production	2000—
Assembly	Marysville, Ohio (2000—2009); Kikuchi, Kumamoto Japan (2011—
Predecessor	GL1000, GL1100, GL1200, GL1500
Class	Touring
Engine	1,832 cc (111.8 cu in) water-cooled flat-six, SOHC, two valves per cylinder
Bore / stroke	74 mm × 71 mm (2.9 in × 2.8 in)
Compression ratio	9.8:1
Power	88 kW (118 hp)
Torque	167 N⋅m (123 lbf⋅ft)
Ignition type	Electronic Computer Controled Digital
Transmission	5-speed manual, plus electric reverse
Frame type	twin-spar aluminum alloy Diamond; triple-box-section aluminium twin-spar
Suspension	F: 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
Brakes	F: Dual discs, 3-piston calipers R: Single disc, 3-piston caliper
Tires	F: 130/70R-18 63H, R: 180/60R-16 74H
Rake, trail	29.25 degrees/109 mm (4.3 in)
Wheelbase	1,692 mm (66.6 in)
Dimensions	L: 2,633 mm (103.7 in)
Seat height	740 mm (29 in)
Weight	799 lb (362 kg) GL1800A  (dry) 858 lb (389 kg) (fuel tank empty) 898 lb (407 kg) (wet)
Fuel capacity	25 L (5.5 imp gal; 6.6 US gal)
Fuel consumption	30 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)

Believe it or not, Honda’s first foray into touring, the 1975 Gold Wing® 1000, had a heavy dose of sport engineered into it as well. With high performance that rivaled anything on the market and unparalleled long-distance ability, the first Gold Wing revolutionized motorcycle design and almost single-handedly created the modern age of motorcycle touring. The Honda Gold Wing has always been sportier than most people realized. Conceived as a superbike when it debuted in 1975, the Goldwing has expanded from a horizontally opposed 4-cylinder 1000 to a bike powered by an automotive-size 1832cc horizontally opposed six-cylinder. Along the way, it picked up a fairing and more creature comforts than you can count without an abacus. In spite of its bulk, the Gold Wing – thanks to a hugely powerful and torquey powerplant, rigid frame, and low center-of-gravity – is as happy hustling its way through corners as it is functioning as purely a sight-seeing vessel.

What makes a motorcycle a luxury-touring bike? An integrated top trunk and side cases, with some additional storage here and there? A built-in sound system, intercom, CB? Extra-cushy seating and lots of wind protection? All of the above? The list of common luxo-touring features may be long, but today you barely need both hands to count all of the 2011/2012 motorcycles that fit the description: Honda Gold Wing, Harley-Davidson Ultras, Victory Vision, Yamaha Royal Star, Kawasaki Voyager and BMW K 1600 GTL.

Just as certain brand names–Coke, Kleenex, Gatorade–have become synonymous with their products, “Gold Wing” represents luxury motorcycle touring. For each of these brands, a market was created where none previously existed. Although competing models were introduced by Kawasaki, Suzuki and Yamaha, none took a bite out of Honda’s dominant market share. Today, the only real competitors for the Gold Wing are the BMW K1200LT and Harley-Davidson Ultra Classic Electra Glide, but these three bikes appeal to market segments that are as distinct as their countries of origin.

In the grand scheme of things the luxury touring motorcycle niche is a relatively new category. Sure, motorcycles like Honda’s iconic Gold Wing have been around for decades, but it wasn’t until the last few years that this segment has seen dangerous competition from other brands. Fast forward to today and we’ve got three big name players from distinctly different parts of the globe represented in Motorcycle-USA’S first annual 2011 Luxury Touring Motorcycle Shootout. Having invented the class in the mid ‘70s, the Honda Gold Wing is the benchmark when you consider the phrase luxury and touring. For the last 37 years Honda’s Gold Wing has been the definition of luxury motorcycle touring. Through clever engineering and a relentless commitment to perfection the Gold Wing offers motorcyclists the utmost in comfort, practicality and performance.

The importance of the Gold Wing to Honda cannot be understated. Not many motorcycles make it to 38 years of production, but the GL has. Honda claims they have sold over 550,000 Gold Wings in the US alone. And though the 2013 F6B has come a long ways from the 1975 GL1000, Honda reminds us that the current bike wouldn’t be possible without the past iterations that helped pave the way for it to succeed.

According to the book Gold Wing: The First 20 Years (Vreeke & Associates, $39.95), there really wasn't much demand for a long-distance touring bike in the late 1970s. Honda sold only 5,000 Gold Wings in 1975, the first year the bike was on the market. By 1995, more than a quarter of a million Gold Wings had been sold all over the world, an average of 10,000 sales a year. That's an astounding number for one model, says Don Brown, a motorcycle industry analyst in Irvine, Calif.

~The History of Honda Gold Wing Development

In the motorcycling world, technology presses forward with such irresistible force that very few models survive a span of 36 years. But for the past 36 years, the Honda Gold Wing has done much more than merely survive: this remarkable machine has continued to create and define an entire segment of the motorcycling experience. The following timeline provides a glimpse into the many milestones that have made the Gold Wing the icon it is today.

1975 GL1000 GL1000 Goldwing 1976 GL1000-76 GL1000 Goldwing 1977 GL1000-77 GL1000 Goldwing 1978 GL1000-78 GL1000 Goldwing 1979 GL1000-79 GL1000 Goldwing 1976 GL1000L GL1000 Goldwing LTD Edition 1980 GL1100-A GL1100 Goldwing Standard 1982 GL1100A-C GL1100A Goldwing Aspencade 1983 GL1100A-D GL1100A Goldwing Aspencade 1981 GL1100-B GL1100 Goldwing Standard 1982 GL1100-C GL1100 Goldwing Standard 1983 GL1100-D GL1100 Goldwing Standard 1980 GL1100I-A GL1100I Goldwing Interstate 1981 GL1100I-B GL1100I Goldwing Interstate 1982 GL1100I-C GL1100I Goldwing Interstate 1983 GL1100I-D GL1100I Goldwing Interstate 1984 GL1200A-E GL1200A Goldwing Aspencade 1985 GL1200A-F GL1200A Goldwing Aspencade 1986 GL1200A-G GL1200A Goldwing Aspencade 1987 GL1200A-H GL1200A Goldwing Aspencade 1984 GL1200-E GL1200 Goldwing Standard 1984 GL1200I-E GL1200I Goldwing Interstate 1985 GL1200I-F GL1200I Goldwing Interstate 1986 GL1200I-G GL1200I Goldwing Interstate 1987 GL1200I-H GL1200I Goldwing Interstate 1985 GL1200L-F GL1200LTD Goldwing LTD 1986 GL1200SEI-G GL1200SE-i Goldwing LTD 1991 GL1500A-M GL1500A Goldwing Aspencade 1992 GL1500A-N GL1500A Goldwing Aspencade 1993 GL1500A-P GL1500A Goldwing Aspencade 1994 GL1500A-R GL1500A Goldwing Aspencade 1995 GL1500A-S GL1500A Goldwing Aspencade 1996 GL1500A-T GL1500A Goldwing Aspencade 1997 GL1500A-V GL1500A Goldwing Aspencade 1998 GL1500A-W GL1500A Goldwing Aspencade 1999 GL1500A-X GL1500A Goldwing Aspencade 2000 GL1500A-Y GL1500A Goldwing Aspencade 2003 GL1500C-3 Valkyrie 2001 GL1500CD-1 Valkyrie Deluxe 2002 GL1500CD-2 Valkyrie Deluxe 2003 GL1500CD-3 Valkyrie Deluxe 2001 GL1500CF-1 Valkyrie Interstate 1999 GL1500CF-X Valkyrie Interstate 2000 GL1500CF-Y Valkyrie Interstate 1997 GL1500CT-V Valkyrie Tourer 1998 GL1500CT-W Valkyrie Tourer 1999 GL1500CT-X Valkyrie Tourer 2000 GL1500CT-Y Valkyrie Tourer 1997 GL1500C-V Valkyrie 1998 GL1500C-W Valkyrie 1999 GL1500C-X Valkyrie 2000 GL1500C-Y Valkyrie 1991 GL1500I-M GL1500I Goldwing Interstate 1992 GL1500I-N GL1500I Goldwing Interstate 1993 GL1500I-P GL1500I Goldwing Interstate 1994 GL1500I-R GL1500I Goldwing Interstate 1995 GL1500I-S GL1500I Goldwing Interstate 1996 GL1500I-T GL1500I Goldwing Interstate 1988 GL1500-J GL1500 Goldwing 1989 GL1500-K GL1500 Goldwing 1990 GL1500-L GL1500 Goldwing 1990 GL1500SE-L GL1500SE Goldwing SE 1991 GL1500SE-M GL1500SE Goldwing SE 1992 GL1500SE-N GL1500SE Goldwing SE 1993 GL1500SE-P GL1500SE Goldwing SE 1994 GL1500SE-R GL1500SE Goldwing SE 1995 GL1500SE-S GL1500SE Goldwing SE 1996 GL1500SE-T GL1500SE Goldwing SE 1997 GL1500SE-V GL1500SE Goldwing SE 1998 GL1500SE-W GL1500SE Goldwing SE 1999 GL1500SE-X GL1500SE Goldwing SE 2000 GL1500SE-Y GL1500SE Goldwing SE 2001 GL1800-1 GL1800 Goldwing 2002 GL1800-2 GL1800 Goldwing 2003 GL1800-3 GL1800 Goldwing 2004 GL1800-4 GL1800 Goldwing 2005 GL1800-5 GL1800 Goldwing 2006 GL1800-6 GL1800 Goldwing 2007 GL1800-7 GL1800 Goldwing 2008 GL1800-8 GL1800 Goldwing 2001 GL1800A-1 GL1800A Goldwing Aspencade 2002 GL1800A-2 GL1800A Goldwing Aspencade 2003 GL1800A-3 GL1800A Goldwing Aspencade 2004 GL1800A-4 GL1800A Goldwing Aspencade 2005 GL1800A-5 GL1800A Goldwing Aspencade

~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. 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. Irimajiri-san was thus an apt choice to create an amalgamation of disparate technologies—automobile engines and multi-cylinder race bikes.

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) but younger engineers eventually prevailed.

By the end of 1972, the project team had made a break with motorcycle tradition (and a complete change from Honda practice) 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.

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

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 M1 design was eventually replaced by a more compact flat-four engine.

Project 371

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

Project 371

But even the HONDA men apparently not so right creeps was her sprawling long Larbi. You had to inevitably somehow limited. This happened under direction of the new project manager Toshio Nozue, even for the legendary CB 750 1969 was responsible, first and foremost by reducing the number of cylinders to 4. The Boxer principle was retained. On this basis was then eventually after various studies with full chrome-plated born 4 in 4 - exhaust systems, different seats, mirrors, handlebars, turn signals, side cover and tank forms the GOLD WING, which astonished experts was first presented in September 1974 on the IFMA in Cologne and was to visit a few years after its world premiere at the Motorcycle Museum in Neckarsulm, Germany. But even the HONDA Mannen her sprawling long beanpole was not quite uneasy Apparently. You had to restrict somehow inevitable. This was done under the direction of the new project manager Toshio Nozue, who was also responsible for the already legendary CB 750 from 1969, primarily by reducing the number of cylinders to 4 The Boxer principle has been retained. On this basis, various benches, mirrors, handlebars, turn signals, side covers and tank forms which eventually became after several trials with fully chromed 4 into 4 exhaust systems, the GOLD WING born, then presented in September 1974 at the IFMA in Cologne for the first time the astonished experts was and was to visit a few years after its world premiere at the Bicycle Museum in Neckarsulm.

But was apparently even the Honda engineers her sprawling long beanpole not really scary. You had to restrict somehow inevitable. This was done under the direction of the new project manager Toshio Nozue, who was also responsible for the already legendary CB750 from 1969, primarily by reducing the number of cylinders to 4 The Boxer principle has been retained. On this basis, various benches, mirrors, handlebars, turn signals, side covers and tank forms which eventually became after several trials with fully chromed 4-in-4 Exhaust, created the GoldWing, which then in September 1974 at the IFMA in Cologne for the first time the astonished experts was presented and was to visit a few years after its world premiere at the Bicycle Museum in Neckarsulm. Apparently, their sprawling long Mohammed was not quite trust but even the Honda engineers. You had to inevitably somehow limited. Toshio Nozue, who was responsible for the legendary CB750 of 1969, primarily by reducing the number of cylinders to 4 was done under direction of the new project manager. The Boxer principle was retained. On this basis, the GoldWing was created then eventually after various studies with fully chrome-plated 4-in 4 - exhaust systems, different seats, mirrors, handlebars, turn signals, side cover and tank forms, which astonished experts was first presented in September 1974 on the IFMA in Cologne and was to visit a few years after its world premiere at the Motorcycle Museum in Neckarsulm, Germany.

The actual birthplace of Asaka-dai is. There was under the product number 371. The actual birthplace of the is Asaka-dai. There was the under the product number 371.

In February 1968, as Honda’s sales recovered from the recession of 1966-67 (thanks largely to the Z50 Mini Trail and newly-launched CB350 twin), Soichiro appointed Yoshirou Harada to head up a project to build a ‘big motorcycle’. Harada assembled a youthful team of about 20. His team included Masura Shirakura to oversee engine development, Toshio Nozue as frame designer, and Hitoshi Ikeda as chief stylist. Soichiro urged his engineers to think big, telling them: ‘the bigger the better’. However, whilst Honda’s message was emphatic, for Harada it was hopelessly vague.

~Powertrain pedigree

1938 Zündapp K800 on display at the Barber Vintage Motorsport Museum

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. 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. 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. 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.

1983 BFG 1300 motorcycle

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

The Gold Wing was the first production motorcycle from Japan that had a four-stroke engine with water cooling, but the Suzuki GT750, with a water-cooled, two-stroke triple, preceded the GL1000 by four years. 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, 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. The secondary market was to be in Europe where riders, constrained by frontiers (in those days) emphasize performance over luxury.

In the early 1970s, Americans with an inclination to cover vast distances had few manufacturers to choose from: Harley-Davidson's 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. Even so, Harley faced some serious competition from Moto Guzzi's then-new 850cc Eldorado (distributed in the U.S. by Berliner Motor Corporation).

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

GL1000

The development 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 counter the engine torque reaction. 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.

The first 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. Small fairings were mounted on two of the Gold Wings that were shown to the dealers. These fairings were designed by Honda to be sold as Hondaline accessories, but were to be manufactured in the U.S. by the Vetter Fairing Company, but they never reached the market. Consequently, the Gold Wing was born into the world naked, lacking saddlebags and having no place for luggage, without even a windshield. This created a golden opportunity for aftermarket accessory manufacturers (e.g., Craig Vetter).

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. Through 2012, Honda GL models have appeared eighteen times in the Cycle World list of Ten Best bikes.

1975 | GL1000 GOLD WING K0

The original GL1000 had an electric starter backed up by a kick start lever stored in 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. Weight: 584 pounds. Price: $2,900.

The original Gold Wing was much, much more than just a new motorcycle. Powered by a revolutionary 999cc liquid-cooled horizontally opposed four-cylinder engine, the Gold Wing opened new possibilities never before considered by the experts in the enthusiast press, much less the consumer public in general. What to make of this open-class machine with world-class power and cross-country capabilities? Gold Wing customers took to the open-road in droves, and helped inspire an industry-wide paradigm shift toward long-distance motorcycling.

The first GL1000’s reached the US shores in March ‘75 as a K0 model and cost American buyers $2881.00. American Honda is said to have only sold about 5000 GoldWings in ‘75 which Honda in Japan were disappointed with as the sales target was 60000 units worldwide. America was to be its biggest market.

75 - The first GL1000 Gold Wing - The original Gold Wing was more, much more than a new heavy-duty market. Powered by a revolutionary 4-cylinder opposed 999 cm3 arranged flat and water cooled, the GL1000 opened new perspectives that experts had not yet interviews, and the bikers still less. What to do with this new force quiet with an incredible machine and Grand Touring qualities previously reserved for automobiles? The Gold Wing customers will respond unequivocally in the road mass, marking the birth of a fully dedicated to travel and luxury lifestyle.

• Goldwing 1000 (birth of a legend) - Ultimately it is only when the bol d'Or 1974 bikers will have the opportunity to discover that Honda was brewing for a long time: the GL 1000 K1. Less pretentious than the first prototype, the GL 1000 is not less revolutionary on many points. Its overall design and especially that of its engine more akin it to a car on two wheels. It is powered by a 4 cylinder flat 999 cc water cooled, powered by a double Ø 32 mm carburetor developing 84 HP for a couple of 8.3 mkg at 6500 RPM. The transmission is entrusted to a box 5 reports and a cardan originality for a Japanese of the mid-1970s. Side brake not less 3 hydraulic drives, what is superfluous to stop the 295 kgs of the machine in working order. But more than its technical characteristics these are the tips and practical details that make sense. First of all, in order to lower the centre of gravity, the fuel tank has been moved under the saddle. Suddenly a door allows access to storage space in the false tank and sides that open way butterfly wings hide toolbox, the kick of relief and the expansion tank. There is more the switch with steering lock, the ultra complete dashboard, the starter on the handlebar...Its workability is remarkable for a machine of this weight, the sweetness of the selection and transmission make reference. Only the high consumption (7-10 liters/100 km) and its lack of ground clearance make the shadow table.

1976 | GL1000 GOLD WING K1 & LTD

There were no significant changes in the standard Gold Wing for 1976, although the price increased to $2,960. To mark the United States Bicentennial year Honda announced the GL1000 LTD with distinctive insignia and colors (e.g., gold wheels) plus some extra amenities. Unlike LTD models in later years, this was a genuine limited edition with production restricted to about 3,400 units, and with a price of $3,295.

$2960.00/LTD $3295.00 In September 1975 the UK buyer was able to buy the GoldWing for the first time, but interestingly they were GL1000 K1’s. The model differed only slightly from the previous year, with lighter green instruments and revised pin-striping. Part way through the series Honda added a differential grease-nipple, carburettor linkage guard and oil site glass wiper. Also available in ‘76 was the GL1000 K1 LTD this is the only true limited edition GoldWing with about 3400 built, America taking 2000 units. The bike was built to mark the Bicentennial Anniversary of America. Special features were gold wheels, candy limited maroon paint work with gold striping, special chrome tool kit with leather bound bag, leather key fob and also leather bound owner’s manual and some extra chromed parts.

1976: GL1000 LTD model joins the lineup. It features a flared front fender, gold-stamped wheels, special radiator shroud, pinstripes and unique badges. Price: A new model marks the Gold Wing's second year as Honda graces the GL1000 Limited Edition with an assortment of special features, including gold striping, special LTD sidecover badges, chromed radiator shroud and screen, quilt-patterned seat, plus gold wheels and spokes. The LTD's front fender is slightly flared, the owner gets a gold-stamped GL1000 manual, and leather key case.

1976 - GL1000 Gold Wing LTD - It's almost a new model which marks the second year of the Gold Wing because Honda sells the GL1000 Limited Edition equipped with a long list of amenities among which specific markings on the side panels, Hubcaps radiator and chrome windscreen, a saddle cover specific and sticks 'Golden' wheels.

1977 GL1000 K2

In the third model year, Honda began the work of refining the Gold Wing based on rider comments, although the changes for 1977 are still relatively small. Exhaust pipe heat shields, revised seat and handlebar, and a new fuel gauge. Weight increased to 270 kg (600 lb) and the price rose to $2,938. 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).

$2938.00 Dry Weight 595 lbs (270 kgs) This was the third model year and still only minor changes. More pin-striping was added to the dummy tank and side panels. Also more chrome, the top engine mounts were chrome instead of black and the exhaust downpipes had chrome covers. The speedo and tachometer’s faces became black. The handle-bar grips were now made of neoprene and had chrome ends. The US market got a new seat and higher handlebars and the UK model had the rear indicators moved and were now mounted next to the rear light.

The first of many customer-driven refinements begin to appear. All Gold Wings feature chrome heat shield on the exhaust pipes, higher, recontoured handlebars, better hand grips and a new seat. Weight: 595 pounds. Price: $2,938.

Honda begins to incorporate small but important refinements based on customer requests, as the Gold Wing's continues to grow in popularity and redefine touring. Chrome heat shields on the header pipes are now standard, as is a higher, recontoured handlebar, redesigned neoprene grips, a new dual-contoured seat, and a fuel gauge.

• GL 1000 K2/K3/K4 (rather timid evolution) - Japanese engineers will most affect their machine for several years. The appearance of the K2 model will in 1977 but the evolution will be limited to a few small details. In fact it wasn't until 1978 (1979 for the France) and models (Japan) K3 and K4 (France) to see a small change: new line, (type Comstar stamped steel)-spoke wheels and completed instrumentation (thermometer, gauge and oil on a more angular tank indicator). Aesthetic but also mechanical changes: 78 HP at 7000 rpm, torque unchanged but available 1000 engine rounds below. The framework is strengthened and guard on the ground increased through the installation of new mufflers fully chromed and more curved inwards. But the GL 1000 K4 will have little time to appreciate French bikers (summer): arrived too late on the market it was quickly replaced by a true first evolution, The GL 1100 D.

1977 GL1000 Executive

£2300.00 The GL1000 Executive was a Honda UK bike only and was the idea of Gerald Davison the head of the motorcycle division at the time. The ‘Executives’ were produced as a marketing exercise; Mr Davison saw it as an opportunity to give the Honda flagship the status it deserved. There were 52 Executives built and all were GL1000 K1’s, the first was for MCN’s ‘Mark the Ball’ competition and was designated ‘Executive’ GoldWing on the side panel and maintained the standard seat. The other 51 Gold Wing Executives were numbered 001 to 051 and were fitted with a brown leathery looking vinyl seat, also a VDO clock and blue tint screen. All owners of the 51 bikes were issued with certificates.

1978 GL1000 K3

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. 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. 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 old tires with inner tubes remained. Dry weight grew to 601 lb (273 kg) and the selling price went up to $3200.

$3198.00 Dry Weight 601 lbs (273 kgs) The GoldWing was starting to get challenged by the other manufacturers, so for 1978 Honda redesigned the bike with a more bulbous looking dummy tank with three gauges mounted at the front, the fuel, temperature and new voltmeter. Also new were the side panels, wheels, brakes and chromed exhaust system that made the bike have a throatier sound. The carburettors were smaller in size and the timing had been altered, this was to give the bike more low-to-midrange power. Honda strengthened the frame and removed the reserve lighting system and kick start. The bike increased its weight by 6 lbs (2.72 kgs).

The Gold Wing 1000’s shortage of roll-on punch reflected Honda’s less-than-crystal-clear focus on what the bike should have been. Although engineers wanted the Gold Wing tuned for maximum torque and a broad powerband, Honda management also knew what worked in the mid-’70s marketplace: peak performance. A quick fix was to re-gear the engine to spin faster, but this easy approach increased both vibration and noise. A better solution was to spread the power, shifting the torque peak down to coincide with engine rpm at 60 mph. That’s precisely what Honda did to the Gold Wing’s engine for 1978.

A new instrument panel in the center of the faux fuel tank debuts along with better shocks, a new exhaust system, smaller carburetors and several styling changes. Weight: 601 pounds. Price: $3,198.

A new instrument panel in the center pod with fuel, voltage and coolant temperature gauges helps distinguish the GL in its fourth year. Honda also fitted 1mm-smaller carbs and FVQ shocks with two-stage damping, redesigned and chromed the exhaust system, mounted the rear turn signals on the fender, and bolted up maintenance-free ComStar wheels.

1979 GL1000 KZ

$3698.00 Dry Weight 604 lbs (274 kgs) Although this bike looks the same as the previous year’s Honda again made quite a few changes in the 1979 K4 (in the UK this version was designated KZ). One big one was to the wheels, although still ComStar, they had larger steel spokes on aluminium rims as opposed to the smaller aluminium spokes on the K3, which led to a recall Other changes were the brake discs, instruments and (US and Canada models only) rear light cluster and indicators (CBX type), also the bike now sported black handle-bar levers.

1979 marked the culmination of GL1000 development with the K4 model (the UK version was designated KZ) the last Gold Wing to be powered by a one liter engine. 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 aluminium rims instead of the original aluminum spokes that had precipitated a 1997 recall (for the 1978 model year). Rectangular turn signals replace the previous round ones, control levers go from silver to black, and a twin-bulb taillight with CBX-type ribbed lens replaces the single-bulb unit.

1979 | Honda of America Manufacturing (HAM) plant

With more than 80 percent of Gold Wing production being exported to North America, a vital need arose to build a production plant in the U.S. Although. Honda forged ahead, and on September 10, 1979, the first Honda of America Manufacturing (HAM) plant begins production as a group of 64 associates completes the first 10 Honda motorcycles built in Marysville, Ohio. Within three months, Honda's top managers had sufficient confidence in HAM's capabilities to proceed with building an automobile plant in 1979--the first Japanese car builder to do so in the U.S.

1980 | GL1100 GOLD WING

After five years the Gold Wing faced competition from Japan in the Suzuki GS1000 with an inline-four engine especially the Kawasaki Z1300 that had a massive DOHC 1300cc Straight-six engine with water cooling, so Honda increased the displacement of the Gold Wing and then announced the first Japanese full-dress tourer to boot. The new engine was more than just a GL1000 with a 3 mm larger Bore, the GL1100 emphasized torque over horsepower. 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. Bore size of the four carburetors were reduced by 1 mm (for the second time).

The GL1100 wheelbase was lengthened over that of the GL1000, and air suspension was added.

The GL1100 was manufacured in Japan until May 1980 when production switched to the Marysville Motorcycle Plant in Ohio, where Honda started building 1981 models. Gold Wings were 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..

Boosting roll-on acceleration is more easily accomplished with increased displacement, and that’s the path Honda chose for the Gold Wing’s first major redesign in 1980. Bumping displacement to 1085cc, engineers reconfigured the cylinder heads for better combustion at low and middle rpm, and shortened gearing slightly to bring engine speed and peak torque closer together at 60 mph.

On April 23rd 1982 Honda America Mfg., Inc. (HAM) had produced 100,000 vehicles; the 100,000th motorcycle was a two-tone silver GL1100 GoldWing Aspencade. By 1983 the competition was really getting heavy and the GoldWing was even more vulnerable, with Yamaha introducing their Venture Royale and Kawasaki the ZN1300 Voyager.

1980 - GL1100 Gold Wing - Five years of reviews and advice of users found their culmination in the GL1100. More than a simple evolution of with 10% of extra capacity, the new Gold Wing GL1000 receives a number of planned changes for a long time and which definitely carry it to the rank of reference of the new category of Grand Touring bikes. Its new 1,085 cm3 engine focuses as much torque power, its higher wheelbase allows now more space for the driver and the passenger while a new suspension with pneumatic assistance system provides to the Gold Wing pleasant behavior and most comfortable in its class.

• GoldWing 1100 D (American influence) - The bike is now manufactured in the United States, Ohio, to stick to the requirements of its main target and is is deeply Americanized. In 1979 the GL 1100 D inaugurates a new philosophy, sacrificing performance for the benefit of comfort, much higher than the GL 1000. So aesthetics is significantly modified and customized. Dressing is reviewed, the fender tank, while a saddle double storey replaces the flat model and chromes are more present. Many mechanical changes also: electronic ignition, new carburetors, gearbox, as well as the engine, with many improvements: bore increased from 3 mm allowing it to display now 1085 CC and a power of 85 PS at 7500 rpm for a couple of 9.2 mkg at 5500 RPM (carburetor 30 mm instead of 31 mm previously assisted by a Recirculation pump). On the side of reliability there larger crankshaft crank and a wider primary chain. The framework is also amended as well as the suspensions and brakes giving greater stability. It is commercialized 23 300 francs.

1980 | GOLD WING INTERSTATE GL1100 A/IA/DA

The GL1100 had an adjustable seat, and for the first time used tubeless tires, mounted on black reverse ComStar wheels. The naked Gold Wing, which would become known as the Standard model, weighed 589 lb (267 kg) dry and sold for $3800.

Honda went beyond the mechanical makeover of the naked bike 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. 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. This made the Interstate significantly heavier than the standard model, with a dry weight of 672 lb (305 kg), and more expensive at $4900.

The introduction of the second-generation GL sees the standard version joined by the first Japanese turn-key tourer, the Interstate model. Both are powered by new 1085cc engines with electronic ignitions--no more points. The chassis boasts air suspension with a single-inlet equalizer system at each end, black ComStar wheels, adjustable seat, and bigger tires. The Interstate sets new standards for touring with its full fairing, saddlebags and trunk, and optional stereo.

The GL1100 also introduced another innovation that was arguably more important than its mechanical changes. Since the Gold Wing’s long-distance prowess had inspired the creation of an entire aftermarket of bolt-on touring accessories, Honda’s engineers clearly envisioned a new direction toward a turn-key, fully dressed luxury machine. In 1980, the innovative Interstate fulfilled that vision as the first Gold Wing available fully equipped with factory-installed fairing, saddlebags and trunk, plus the option of a stereo sound system. Turn-key touring, Gold Wing style, is born.

In the touring segment, prior to Honda's launch of the '80 GL™1100 Gold Wing Interstate™, major manufacturers left it to riders to build their own full-dressers; even Honda made no fairings or saddlebags. This all changed with the Interstate, Honda's first standard full-dress touring bike. It was the beginning of a touring legacy which, 19 years later, reveals the GL1500 Gold Wing as the most popular tourer ever built.

1980 - GL1100 Gold Wing Interstate - The GL1100 is also originally from the development of equipment, at least as important as the operator itself. While the qualities of GT of the Gold Wing led to the development of an impressive array of fairings and accessories dedicated to tourism, Honda engineers had already a very precise vision of the new signalizationfrom give the Gold Wing, that of a high-end-ducted road. In 1980, the version Interstate embodies this vision by appearing as the first Gold Wing fully equipped with fairing, side bags and top-case of origin that could add a stereo-audio in option. The Gold Wing style was born.

• GoldWing 1100 DX (a fairing!) - We are in 1980. 1100 DX is simply a 1100 D whose equipment is optimized by a large fairing mounting. In addition to the comfort that it brings, it strengthens the functional aspect of the machine. The GoldWing is user-friendly: very large loading capacity thanks to the top-case with suitcases of origin, Lighthouse and adjustable suspensions remotely, very complete tool kit. On the side of the critics it is still a high consumption: between 8 and 11.5 litres/100. It is commercialized 26,500 francs. In 1982 GL1100/2 benefits from a few improvements: braking strengthened thanks to new disks and the adoption of a coupled braking device. the fork has TRAC anti-dive system and the fifth report is elongated in order to lower consumption. She became the base model, the prestige being the Aspencade more luxurious.

1981 GL1100 B/IB/DB/DXB

$4098.00 / $5298.00 (£2688.00 / £3088.00 / £3238.00) Dry Weight (B) 589 lbs (267 kgs) / (IB) 672 lbs (305 kgs) To distinguish the bike from the year before Honda changed the pin-stripe to orange and gold (the UK bike still had the same as ‘80, gold). The instruments were redesigned with improved night time illumination, the handlebar grips were altered and the bar end weights removed. On the Interstate model the engine bars were redesigned and the bike now featured a scratch-resistant, adjustable screen. In the UK Honda brought in 150 GL1100 DXB-Deluxe (Interstate) models which had the panniers and top-box fitted as standard (normally they were optional) and costing just £150.00 more.

Distinguished by new orange and gold pinstripes, the standard and Interstate model GL1100s boast redesigned instruments with improved nighttime illumination. The Interstate also features a new adjustable, scratch-resistant windshield, and continues to set the pace for turn-key touring bikes.

1982 | GOLD WING ASPENCADE GL1100 C/IC/DC/AC

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. Dry weight for the GL1100 '82 was 595 lb (270 kg) and the price was $4250.

The GL1100I '82 model offers more options, such as a new stereo, a 40-channel CB transceiver, and an on-board compressor to adjust the suspension air pressure. Dry weight was 679 lb (308 kg) and the price was $5450.

Starting in 1982, Honda offered three different Gold Wing models. 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, additional storage compartments, together with many options from the Interstate included as standard. All three brake disks on the GL1100A were internally ventilated. The additional items jack up the dry weight to 702 lb (318 kg) and the price to $5700.

1982: Honda adds the luxurious GL1100 Aspencade model to the lineup. It is outfitted with a powerful AM/FM stereo, 40-channel CB radio and an on-board air compressor for the suspension system. Weight: 595 to 702 pounds. Prices: GL1100, $4,248, GL1100 Interstate; $5,448; Aspencade, $5,698.

In quick succession, Honda introduces the concept of luxury touring with the Aspencade. Amenities abound in standard trim, including LCD instrumentation, stereo, CB, on-board air-compressor and thoughtful touches such as the handy storage pouches in the passenger backrest. At the same time, through the use of Redpages in its advertising, Honda underscores its technological edge.

For '82, Honda adds a third model to the GL line, the even more luxurious Aspencade. The Interstate model offers such options as a new Type II stereo, a 40-channel CB transceiver, and an on-board air compressor. All of these items are standard on the Aspencade, as are storage pouches in the passenger backrest, two-tone paint and seat, and special edition Aspencade badges. All models also sport twin-piston front brake calipers and wider tires.

1982 - GL1100 Gold Wing Aspencade - Very quickly, Honda will introduce the concept of luxury and refinement with the presentation of the Aspencade, a well-equipped machine sold version in parallel to the Interstate. Amenities abound on the Aspencade, including digital instrumentation, the stereo system, the on-board air compressor and a multitude of practical details like the pockets integrated in the passenger name record. Honda will once more demonstrate its know-how, and not only in the technical field!

• 1100 Aspencade (luxury) - More complete than the DX, the Aspencade version made disappear from the catalog the classic GL without a fairing. Lovers discover high-tech: full braking, ultra full instrumentation, digital dashboard, stereo radio-k7, adjustable suspensions by built-in compressor, anti-dive forks. But other side of the coin, now more heavy but still powered by the same engine, the GoldWing becomes almost under motorized. The price in autumn 1983 approach the 50,000 francs.

1983 GL1100 D/ID/AD

$4298.00 / $5548.00 / $6998.00 Dry Weight (D) 600 lbs (272 kgs) / (ID) 686 lbs (312 kgs) / (AD) 707 lbs (321 kgs) The last year of the 1100 and Honda did some major changes, the secondary and first gear were changed and 5th became OD, the rear air suspension could be run with no air. Cosmetic changes were 11 spoke cast aluminium wheels (US and Canada only), TRAC anti-dive system, unified braking system and larger flatter foot pegs, but the Interstate and Aspencade had adjustable rear passenger pegs. For passenger comfort the Interstate and Aspencade had the top-box moved up and back. The engine-bars were redesigned again. The Aspencade featured new front and rear disc brakes (front internally vented only) and the air compressor controls had been moved up by the ignition switch and the all new LCD instrumentation which had a special maintenance indicator, which was positioned beneath the odometer. This indicator changed colour every 8000 miles indicating you should change the oil and filter.

Transmission gear ratios were revised yet again for the 1983 Gold Wings to lessen engine speed on the highway. But the significant changes were not to the engine, they were to the running gear in the 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, and the rear suspension worked even with no air pressure. 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. Dry weight for the standard GL1100 inched up to 599 pounds (272 kg) and the price crept up to $4300.

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 $5550.

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 to 707 pounds (321 kg) and the price reached $7000.

Honda's first street motorcycle with linked braking was the 1983 GL1100 Gold Wing. Called Unified Braking at the time, the system was derived from a "works" RCB1000 that won numerous endurance race victories in 1976. Today Honda offers highly sophisticated LBS™ as exemplified by the current Gold Wing's dual full-floating 296mm front discs with three-piston calipers and single ventilated 316mm rear disc with one three-piston caliper. A second master cylinder and a three-stage proportional control valve couple the three-piston calipers of the dual-front and single-rear brake discs. On the Gold Wing, using the front brake lever activates the outer two pistons of the front right-side caliper and the center piston of the front left-side caliper and, acting through the secondary master cylinder and an inline proportioning valve, the outer two pistons of the rear caliper. The rear brake pedal operates the center piston of the rear brake caliper, the center piston of the front right-side brake caliper and the outer two pistons of the front left-side caliper. A delay valve sensitive to the rider's pedal pressure smoothens front-brake engagement. Other models offer variations of this system.

The GL1100 rolls into its last year with better wheels, an anti-dive fork and improved brakes. The Aspencade gets an LCD instrument panel. Weight range: 599 to 707 pounds. Prices: GL1100, $4,298; GL1100 Interstate, $5,548; Aspencade $6,998.

The last year for the GL1100s finds them fitted with 11-spoke cast wheels, TRAC anti-dive forks with an integrated fork brace, and a unified braking system. The Interstate adds in larger, flatter footpegs and adjustable passenger pegs, while the top-of-the-line Aspencade also boasts internally vented front brake rotors, a digital LCD instrument panel and a new two-tone seat.

GL1200

In 1983 Honda was facing an challenge in the marketplace from a new full-dress tourer, the Yamaha Venture Royale (as they had with the XS Eleven Venturer two years earlier). Honda hit back at the Milan motorcycle show later 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. Incorporating hydraulic actuation for the clutch, in addition to hydraulic tappets for the valves, made the new engine virtually maintenance-free. In order to make the Gold Wing more nimble, front and rear wheel diameters contracted (and tire widths expanded) one more time. The GL1200 was built on a new, stronger frame and despite all the improvements, the claimed dry weight of the standard bike remained unchanged at 599 pounds (272 kg), and it was priced at $4800 for the 1984 model year.

The GL1200 brought the Gold Wing to the outer limits of the four-cylinder engine's performance and sophistication. The added power and torque of the larger, 1182cc engine made the Gold Wing the king of its class in 1984, with a combination of smoothness and low-rpm acceleration that couldn't be matched. The addition of hydraulic valve adjustment now made the Wing virtually maintenance-free. At the same time, chassis improvements made the big Wing feel amazingly agile, and open-road comfort was superlative.

Coinciding with the introduction of the 1984 Gold Wing 1200, other touring models were appearing, but Honda was well ahead of the competitive curve. The development team specified more displacement, 1182cc to be exact. Careful tuning boosted midrange and top-end power, and new final-drive gearing produced the tallest overall gearing yet for the Gold Wing.

After years of tinkering with the GoldWing and creating a full blown touring bike with a few gadgets Honda needed to create a bike to regain its number one position which had been taken by Yamaha’s Venture series, and to give the bike a more complete look and not look like a bike of bolt-ons. Enter, the 1984 GL1200, which had better handling, more power, larger luggage and instrumentation that was automotive looking with integrated stereo system on the Aspencade model.

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 its 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.

1984 GL1200 E/IE/DE/AE

$4795.00 / $6195.00 / $7895.00 Dry Weight (E) 600 lbs (272 kgs) (IE) 697 lbs (316 kgs) (AE) 723 lbs (328 kgs) Launched in Milan at the end of 1983 the GL1200 was an all new bike, that rewrote the rules for touring. With its excellent power delivery and handling that made it feel like a much smaller bike due partly to weight distribution and smaller wheels with larger tyres. The engine size increased to 1182cc with hydraulic value adjusters, power output was 94bhp/7000rpm. The standard bike was only made for this one year and not many of them at that.

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 litres (1.3 cu ft) saddlebags plus a 63 litres (2.2 cu ft) trunk. Dry weight for the 1984 Interstate was 697 pounds (316 kg), and its price was $6200.

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. The GL1200A also had foot boards for the passenger instead of footpegs. Dry weight for the 1984 Aspencade was 723 pounds (328 kg), and its price was $7900.

1984: Honda introduces the GL1200. It has an 1182-cc, 4-cylinder engine that features hydraulic (maintenance-free) valves and a new, stronger chassis. Weight range: 599 to 723 pounds. Prices: GL1200, $4,795; GL1200 Interstate, $6,195; GL1200 Aspencade, $7,895.

This year sees the Wing once again rewrite the rules for touring, with the all-new GL1200s. All three models are motivated by a new, 1182cc engine with hydraulic valve adjustment, and a redesigned chassis sports a 16-inch front wheel for steering lightness and precision previously unseen in the class. The Aspencade distinguishes itself from the Interstate with a new Type III radio/cassette/communications system, LCD instruments and special rear lightbar.

1984 - GL1200 Gold Wing Aspencade - The concept door GL1200 Gold Wing to the boundaries of 4 cylinder performance and sophistication. The power and extra torque allowed by the new 1,182 cc engine reinforce the Gold Wing in his role of reference, with an unbeatable combination of flexibility and strength to low rpm. In addition, the adoption of a system of hydraulic valve adjustment provides practically the Gold Wing's maintenance. At the same time, improvements to the chassis make it particularly agile Gold while its comfort on long distances is the subject of superlatives.

• GL 1200 D (worldwide success) - For more urgent competition (Yamaha 1200 Venture, Kawasaki Voyager, Suzuki Cavalcade) Honda will react early 1984. After to be sold more than 10,000 copies all versions combined, the GoldWing is a face-lift and is called GL 1200 A or D depending on the version. The 1182 cc engine produces 94 HP at 7000 RPM. The couple has also progressed with 10.7 mkg at 5000 RPM. The clutch cable is removed in favour of a hydraulic drive. A system of hydraulic valve clearance adjustment facilitates maintenance operations. The ignition is transistorized. The diameter of the wheels has decreased: 16 "front and 15" AR 19 and 17 previously. The Shroud is still shows more extensive and protective, the top-case made 63 liters and 38 liter saddlebags. Many options are available. Big worldwide success of this version, globally produced 265 000 copies for all of the GL 1200. It is sold 60 403 francs in 1984 in its DX version. Called the super luxury 1200 Aspencade.

• GL 1200 A (Aspencade) - GL 1200 Aspencade, ultimate evolution of the four cylinder flat cost in 1984 74 903 francs and to approach the summer 1987 the 100,000 francs, with the rise of the dollar.

1985 | 10th anniversary

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. 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). 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).

Honda marks the Wing's 10th anniversary in two significant ways. First, with the Gold Wing so firmly entrenched within the touring realm, Honda decides to drop the standard, unfaired GL1200. Second, an ultra-luxurious Limited Edition arrives, complete with computerized fuel injection, four-speaker sound system, cruise control, auto-leveling rear suspension, a comprehensive electronic travel computer, and special metallic gold paint.

With the surge of touring popularity, Honda drops the standard Gold Wing in '85, but a top-of-the-line LTD model joins the Aspencade and Interstate, once again raising the ante for touring opulence. The GL1200L Limited Edition comes with computerized fuel injection, Type III audio/intercom system with four speakers, cruise control, auto-leveling rear suspension and a comprehensive electronic travel computer.

Performance took a big jump in 1985. The Gold Wing 1200 Limited Edition benefited from shorter overall gearing and fuel injection, which provided magnificent throttle response. Once again Honda shortened the Gold Wing’s primary gearing, but fitted a taller gearbox ratio for fifth, so engine rpm at 60 mph went up only slightly.

1985: Honda drops the entry-model Gold Wing and offers the Interstate Aspencade and the fully loaded LTD. The GL1200 Limited Edition is outfitted with computerized fuel injection, cruise control, automatic leveling rear suspension and a travel computer. Prices: GL1200 Interstate, $6,198; GL1200 Aspencade, $7,898; GL1200 Limited Edition, $10,000.

GL1200 IF/AF/LF $6198.00 / $7898.00 / $10000.00 Dry Weight (IF) 699 lbs (317 kgs) (AF) 728 lbs (330 kgs) (LF) 782 lbs (355 kgs) This year again saw many changes to engine, instruments and switch gear. The standard version was dropped and replaced with a new top-of-the-range Limited Edition, this was to celebrate the 10th anniversary of the GoldWing and was the most gadget laden GoldWing to date, 5372 were built and officially only available in the U.S.A. and Canada. This was the first fuel-injected (CFI) Wing. It featured self-levelling suspension, cruise control, four speaker system, extended exhaust tailpipes and a comprehensive electronic travel computer. In the new lower part of the fairing were cornering lights, the bike also came with fairing and saddlebag marker lights. The one thing that made this bike stand out was the two-tone metallic gold paint work and Limited Edition emblems and was the first GoldWing to be painted Gold.

1985 - GL1200 Limited Edition - Honda marks the 10th anniversary of the Gold Wing in two distinct ways. First of all, with a concept so deeply turned towards tourism, Honda decided to remove its standard GL1200 - without shroud - catalogue. Then a ultra-equipee version appears on the heels with electronic fuel injection, audio system with 4 speakers, cruise control, rear suspension adjustment automatic, complete on-board computer and finally painting special "metallic gold". That same year, production of the Gold Wing was transferred to the United States on the site of Marysville, Ohio, which thus conquered its letters of nobility in the world's most luxurious motorcycle manufacturer.

1985 | Anna Engine Plant (AEP)

Manufactured in Ohio, the engines still came from Japan. This changed on 22nd July 1985 when production moved to the new Anna engine plant in Ohio USA. All GoldWing models were all American from the 1986 model year.

Honda of America Mfg. Inc. is the first Japan-based company to build engines in the United States (Gold Wing GL motorcycle engine, Anna Engine Plant, July 1985.)

Following the success of its Marysville Motorcycle Plant, Honda builds an engine plant in nearby Anna, Ohio, to build Gold Wing engines. Just as Marysville's success paved the way for Honda's auto manufacturing in America, the Anna Engine Plant moved from manufacturing GL engines alone to building powerplants for Civics and Accords. At Anna, all the casting, forging, machining and heat-treating processes necessary to turn raw materials into finished, sophisticated engines reside under one roof. As one associate proudly observes, "We do what seven Honda plants do in Japan."

1986 GL1200 IG/DG/AG/SE-iG

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. The SE-i had the same Dolby audio system as the GL1200A '86 and was only available in the US. 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.

$6698.00 / $8498.00 / $9998.00 Dry Weight (IG) 699 lbs (317 kgs) (AG) 728 lbs (330 kgs) (SE-iG) 782 lbs (355 kgs) The biggest upset for owners of the ’85 LTD was the introduction of the ’86 SE-i. LTD owners thought they had something very limited, the SE-i basically was a LTD with a different paint job (two-tone pearl white), then Honda put the icing on top of the cake by reducing the SE-i price by $2! The Aspencade and SE-i had a Dolby noise reduction system added to the Panasonic stereo. The SE-i was only officially available in the U.S.A.

The engine gets more small updates in 1986, but the significant change is that all Gold Wing engines were being produced in the Anna, Ohio plant from July 1985. like larger hydraulic tappet oil chambers as some owners had complained about tappet rattle. The Interstate now had the top-box stop/tail light unit fitted, the exhaust down pipes were modified and split in two.

Though fuel injection continued with the 1986 Aspencade SE-i, its high cost forced Honda to return to carburetors for 1987.

Few changes distinguish the GL1200s for their third year of production. The Limited Edition gets renamed the GL1200SE-i, and now features Dolby noise reduction for its Panasonic Type III sound system. The Aspencade gets the same audio update, and both Interstate and Aspencade models can be easily identified by their new rear fender splash guards.

• GL 1200 SE I (never imported) - SE: Special Edition and I for injection (administered electronically). Mainframe, dashboard LCD: it would take almost for the 1500. It was never imported in France (much too expensive in 1986). A few copies are circulating in France.

1987 GL1200 IH/AH

$6698.00 / $8498.00 Dry Weight (IH) 699 lbs (317 kgs) (AH) 743 lbs (337 kgs) This was the last year of the GL1200 series and again Honda made some small changes, a new tapered seat design with three stage foam which was much wider. The Aspencade got the SE-i fairing lowers (but with no lights), the cruise control and chrome radiator trim. Also some more bodywork, with a fairing lower air-dam and engine side covers, the pin-striping on the lid of the top-box and saddlebags was also redesigned. The big thing for the UK buyers was the price, it had jumped by £2400.00. Apart from the colour our bike was the same as the year before and didn’t come with the goodies the American bike did.

Honda trims the Gold Wing lineup to two by dropping the Aspencade SE-i. The GL1200 Interstate and the GL1200 Aspencade get new seats. A better audio system, passenger floorboards and armrests become standard on the Aspencade. Weight range: 699 to 743 pounds. Prices: GL1200 Interstate, $6,698; GL1200 Aspencade, $8,498.

The Gold Wing lineup gets pared to two models, the Interstate and the Aspencade, with the SE-i consigned to history. Both remaining models feature a new tapered seat design with three-stage foam, and the two differ mainly in weight and standard equipment. The Type III sound system, passenger floorboards and armrests, and a trunk mirror are standard on the Aspencade, options on the Interstate.

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 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 then made each pulse more noticeable to the rider because firing intervals were farther apart. The obvious way to deliver power more smoothly (as Irimajiri-san had shown with the M1 engine) was to step up from four cylinders to six.

By this time, the Gold Wing’s venerable horizontally opposed four-cylinder engine was reaching the end of its productive capacity. As an engine is made bigger to raise its torque and spun slower to reduce noise and vibration, its firing impulses become bigger and spaced farther apart; this is felt as driveline harshness. The solution to smoothing the engine’s power flow was clear: increase the number of cylinders from four to six. With the introduction of the ground-breaking 1520cc Gold Wing 1500 in 1987, the all-new flat-six was re-geared to turn more slowly, yet still delivered substantial passing punch.

GL1500

The M1’s influence far exceeded what the original design team envisioned. In fact, when Honda engineers began developing the current six-cylinder Gold Wing GL1500 introduced in 1988, engineers spooned the M1’s six-cylinder engine into a GL1200 chassis to evaluate the merits of a six- versus a four-cylinder. That engine, almost 20 years old at the time, became Honda’s oldest test mule.

In 1984 Honda got the M1 prototype out of mothballs to revaluate the possibility of a six-cylinder GoldWing. Tests were carried out by putting the M1 engine into a GL1200 LTD frame. In 1987 Honda introduced the all new GL1500 GoldWing in America and launched it in Europe at the Cologne motorcycle show. With the 1987 GL1200 Aspencade (America/Canadian models) Honda offered the bike with more bodywork, so the next step was a fully enclosed design. With all the bodywork flowing from the front of the bike to the back, nothing looked like an add-on and the bike was bigger in every respect. In March 1988 Honda exported the GL1500 to Japan from the USA, this was the first time Japan had officially had the GoldWing.

In 1984 a new design team began planning the next Wing. The new machine had to be superior in every aspect: extremely quiet and silky smooth, yet extremely powerful with superior handling. The GL1500 got there--the hard way. Thousands of hours were spent in testing 15 different machines in 60 prototype stages--the most comprehensive model development project in Honda's history. These efforts culminated in a six-cylinder luxury motorcycle of such surpassing excellence it would establish a touring benchmark that would dominate motorcycling for more than a decade.

Honda ups the ante again with the ultimate touring bike, the fourth-generation Gold Wing GL1500 six-cylinder. The 1520cc six sets fresh standards of smoothness, silence and power for the class, while an all-new chassis redefines the limits of handling and comfort, and a unique-to-motorcycling reverse gear and single-key operation of the saddlebag and trunk lids offer unparalleled convenience.

1988 GL1500 Gold Wing - In 1984, a new team is formed to define what will be the next generation of Gold Wing. The new machine will have to be greater at any point in the model then: silent and gentle but also more powerful, yet more agile. Four years later, the GL1500 received a unanimous home, the result of thousands of hours spent testing not less than 15 different prototypes representing 60 stages of development. A total that made the Gold Wing the longest motorcycle and more complex way to develop the history of Honda! These efforts materialized in the form of an exceptional motorcycle, driven by a new flat 6-cylinder and the level of excellence than anything previously observed.

• GL 1500 (motorway vessel) - It was in 1988 that the 1500 GL, manufactured in the United States, is unveiled and that the 1200 Aspencade is relegated to row antiques: more cylinders, more accessories, more electronics and one reverse. The engine, look significant comfort, is a six-cylinder flat 1520 cc water cooled. It is the bigger engine and the heaviest (120kg) produced in series. Its torque is announced an increase of 50% for 1500 rpm less. The distribution has a simple ACT by row and 2 valves per cylinder driven by a belt. Two carburettors of 36 mm managed electronically provide power. Many tricks are put in place to ensure a smooth operation outstanding. The presence of a step back (useful for the 400 kgs of the machine in working order), driven by the starter motor, pushed back the bike at the maximum speed of 1.3 km/h. Comfort, Peerless, is designed for a couple of biker. Optional audio equipment used to connect a rider-to-passenger intercom system. Aeration is worthy of an automobile with circuits for hot air and cold air.

1988 | GL1500J

$9998.00 Dry Weight 794 lbs (360 kg) The all new GL1500 was the first six-cylinder GoldWing with its 1520cc SOHC engine, two valves per cylinder, it set new standards for the touring class with its smoothness, silence and was the most powerful touring bike ever made. Its wheelbase increased to 1700mm (66.9in) mainly to incorporate the new engine, the frame was a newly designed box section with twin tubes. The GL1500 retained air-suspension, although only on the rear right-hand shock, this can be adjusted using the on-board compressor that also features an air-outlet. One main feature was its luggage; it was centrally locked in the top-box with three levers underneath, with the panniers becoming clam-shell type. The stereo system was a new 24-watt per channel AM/FM stereo cassette with automatic volume control and an integrated intercom. The GL1500 featured an adjustable windshield which was forty percent larger than the previous year’s and adjusted by 2,1/2 ins (63.5 mm) with no tools. A first for Honda was the unique-to-motorcycling electric reverse gear, which moves the bike backwards at 1mph (1.6kph) and is powerful enough to take the bike up over a curb.

1988: Honda rolls out the fourth-generation Gold Wing, the GL1500. Sporting a 1520-cc, 6-cylinder engine and five-speed transmission and riding on a new chassis, it offers a smoother ride than the older models. The Gold Wing's wheelbase is again stretched, this time to 66.9 from 63.4 inches. The GL1500 also features a first for any motorcycle: a reverse gear. Weight: 793 pounds. Price: $9,998.

In order to provide the passenger with the firm support required to absorb the powerful acceleration of the 1500cc horizontally opposed 6-cylinder engine, the back rest and trunk designs were integrated, while maintaining sufficient height to properly support the shoulder region.

Honda begins importing the US-made GL1500SE into Japan.

1989 GL1500K

$11498.00 Dry Weight 794 lbs (360 kg) The second year of the GL1500 and Honda revised the brakes by reducing the number of slots in each disc, as they had had complains of excessive pad wear on the previous year’s bike. Two new colours joined the Martini Beige they were Wineberry Red and Blue Green Metallic, on this colour the front rotor covers were colour matched to the belly-pan. The 1500/6 emblem on the rear of the right pannier was replaced with one just saying Honda.

Few changes are needed for such a landmark model, even in its second year of production. The six remains as a single model with no variants, and, as in '88, options include a CB radio, saddlebag light kit, cornering light kit, color-matched saddlebag and trunk spoilers, color-matched lower leg air vents, a rear speaker kit, a trunk light/mirror, a passenger audio control, and exit vent trim.

1990 GL1500L/SEL

$11498.00/13498.00 Dry Weight (L) 798 lbs (362 kg) / (SEL) 807 lbs (366 kg) After two model years and winning lots of magazine accolades Honda made some slight changes to this year’s GoldWing by redesigning the brake discs with a hole configuration instead of slots and turned the spokes around on the rear wheel. The carb and camshafts were revised for better drivability and noise reduction. The bodywork was tightened-up for a better fit and finish.

This being the 15th year of the GoldWing Honda introduced a second model, the GL1500 SE (Special Edition), this model came with two-tone pearl white paintwork, a windscreen vent with three position opening, upgraded full logic stereo system, illuminated handle bar switches, a waterproof cover to go over the seat when it rains, rear spoiler with running/brake light, adjustable rear passenger floorboards and a rider foot warming system. All the emblems were redesigned, with the side cover GoldWing emblem being colour matched.

Honda adds a GL1500 SE model to the lineup. The SE features windscreen vents, a spoiler on the trunk with a built-in brake light, adjustable foot pegs and a full logic sound system. Weight range: 798 to 804 pounds. Prices: GL1500, $11,498; GL1500 SE, $13,498.

An SE model joins the standard GL1500, and both benefit from a host of updates for 1990, including carb and cam revisions for better rideability, noise reductions, even tighter bodywork fit and finish, and smoother fork action. The SE sports special two-tone paint, a three-position center windscreen vent, a special rear trunk spoiler with running/brake light, adjustable passenger footrests, and a upgraded, full-logic sound system.

1991 GL1500IM/AM/SEM

$8998.00/$11998.00/$13998.00 Dry Weight (IM) 760 lbs (345 kg) / (AM) 800 lbs (363 kg) / (SEM) 809 lbs (367 kg) 10 years after the first Gold Wing came off the production line in Marysville Ohio USA Honda decided to celebrate by introducing three GoldWing models, the Interstate, Aspencade and Special Edition. Only one colour was offered for each model Beige (IM), Black (AM) and two-tone Gold (SEM). The Interstate was a stripped down version, with the seat height reduced by 0.8in (16.25mm), the reverse gear was removed along with the cruise-control and stereo, although a small Kenwood radio was fitted in the left fairing pocket. Passenger floorboards were replaced with pegs. All this amounted to a 40 lbs reduction in weight which gave the bike a more sporty feel. Every GoldWing produced for 1991 came with a numbered plaque by the ignition key and anniversary edition signature on the front garnish. The SE came with a new chrome front garnish and grill, also the SE and Aspencade sported gold cam-cover emblems and chrome rotor covers.

The European SE model was offered without the rear top-box spoiler.

Another new model, the GL1500 Interstate, expands the Gold Wing lineup to three. The Aspencade returns as the standard model. The GL1500 Interstate, the first Gold Wing in three years that sells for less than $10,000, weighs 40 pounds less than the others, giving the bike a sportier feel. Weight range: 760 to 809 pounds. Prices: GL1500 Interstate, $8,998; GL1500 Aspencade: $11,998; GL1500 SE, $13,998.

Once again, the Gold Wing counts three members in its extended family, with the SE joined by Aspencade and Interstate models. The SE remains largely unchanged for '91 save for new two-tone gold paint, and the Aspencade takes on the role of the previous standard-model GL1500. The new model, the Interstate, features a redesigned seat for an 0.8-inch-lower saddle height, and 40 pounds less weight for a sportier, more maneuverable feel.

Marysville 500,000th vehicle

Honda of America Mfg. Motorcycle Plant in Marysville, Ohio, produces the 500,000th vehicle in its history - a Gold Wing Aspencade motorcycle.

1992 GL1500IN/AN/SEN

$9199.00 (Blue) $9399.00 (Red) IN $12099.00 (Blue) $12299.00 (Red) AN $14199.00 SEN Dry Weight (IN) 767 lbs (348 kg) / (AN) 800 lbs (363 kg) / (SEN) 809 lbs (367 kg) No major changes to this year’s SE model apart from the colour, Metallic Teal (USA & Canada only). In Europe the SE was offered in Black and now sported the rear spoiler although the LED running/brake light was a dummy. The Aspencade & Interstate were offered in two colours and the big change this year was the stereo on the Interstate. The all-new integrated AM/FM audio system with 25-watts of power featured standard Goldwing speakers, intercom system with a liquid-crystal display. The unit also had a CB interface, handlebar mounted controls and a special input jack so owners could plug in cassette or CD players. The new system was now mounted on the top of the shelter, but increased the Interstate’s weight. Honda Canada introduces the ‘Canadian Edition’ GoldWings.

The GL1500 Interstate gets the most powerful sound system Honda has installed on a motorcycle. It's a 25-watt-per-channel unit with a CB radio and a jack for a portable CD or cassette player. Prices: GL1500 Interstate, $9,199; GL1500 Aspencade, $12,039; GL1500 SE, $14,199.

Big news for the Gold Wing line in 1992 centers on the Interstate, with a revised and upgraded sound system. The Panasonic unit features a 25-watt-per-channel amplifier, standard GL speakers, large and easy-to-use knobs, an intercom, a CB radio interface, a handlebar-mounted control unit, and a special input jack connector allowing the use of a portable cassette or CD player.

1993 GL1500IP/AP/SEP

$9599.00/$9799.00 (Red) IP $12399.00/$12599.00 (Red) AP $14699.00(White Solid)/$14999.00 SEP Dry Weight (IP) 767 lbs (348 kg) / (AP) 800 lbs (363 kg) / (SEP) 813 lbs (369 kg) This year saw some changes; all GL1500 engines now used needle bearings in their rocker arm pivots. The SE and Aspencade’s cruise-control was up-dated and now reads crankshaft speed directly for more price road-speed control. The SE model now incorporated the CB radio and rear speakers as standard equipment. Black now joined the Blue and Red on the Interstate and Aspencade, with the SE now available in three colours two-tone Metallic Teal, Pearl Blue and Pearl White, also Honda offered the SE in a solid Pearl White. More two-tone panels were added to the top-box, panniers side-cover, shelter and front mudguard. European markets were offered the SE in two-tone Black with Brown panels.

1993: The GL1500 SE gets as standard rear-mounted speakers and a 40-channel CB radio. All three Gold Wings are given valvetrain improvements and an upgraded cruise control. Prices, GL1500 Interstate, $9,599; GL1500 Aspencade, $12,399; GL1500 SE, $14,699.

Each Gold Wing model now comes in three colors, with the SE benefiting from such updates as rear-mounted speakers and 40-channel CB radio that were previously optional. On the SE and the Aspencade, the cruise control now reads crankshaft speed more directly for more precise road-speed control. All 1520cc six-cylinder engines now use needle bearings in their rocker arm pivots.

New GOLD WING Project Development Team

The story began in 1993, when the brain trust at Honda's Asaka, Japan, Research & Development facility began work on a totally new Gold Wing. At the same time, a decision was made to put a younger engineer in charge of the project. That man is Masanori Aoki, Large Project Leader (LPL) on the GL1800 Gold Wing, who spent three years in the United States, going to many Gold Wing rallies and riding long distances. Development of the next generation Gold Wing started with his return to Japan in 1996.

The next-generation GL begins to take shape under the guidance of Masanori Aoki, a sportbike enthusiast who has already headed up development of high-performance bikes including the CBR250RR, CBR400RR and the CBR600F3. "We set out to keep 80 percent of the Gold Wing's touring capability," Aoki said. But he also added, "My job is to add more fun factor, to build a Gold Wing with the kind of acceleration and handling people normally associate with sporting machines." After considering flat-four, flat-six and flat-eight engine configurations and displacements up to 2000cc, customer response overwhelmingly points to a flat-six of about 1800cc displacement. In 1998, a full-scale model is created.

In focus-group research beginning in 1994, Honda heard America's long-distance motorcyclists order the same thing in different ways: more performance. Just as American luxury cars had morphed from 1980s land yachts to 2000 cruise missiles such as Cadillac's 141-mph Seville STS, Aoki-San knew his new GL had to be lively, yet maintain the tradition of first-class comfort.

1993 - The work slowly begins to set, once again, the next generation of Gold Wing. Research and development are carried out under the direction of Mr. Masanori Aoki, a passion for sport bikes which was at the origin of the appearance of workhorses and CBR250RR CBR400RR popular in the Japanese market, but also the famous CBR600F3, the most popular sports in the world. "We have kept 80% of the capacity of the Gold Wing in tourism» Announces Aoki. But it also adds "my work was to add a dose of fun to build a Gold Wing with the kind of acceleration and road behaviour that people expect rather to find on a sports car. After taking into account solutions 4, 6 or even 8-cylinder and cylinders up to 2 litres, it is a 6 cylinder flat of 1 800 cm3 that will go the preference of the clients interviewed on this subject. In 1988, a new prototype finally sees the day and work on the next generation of Gold Wing can finally begin.

1994 GL1500IR/AR/SER

$9999.00/$10199.00 (Red) IR $12999.00/$13199.00 (Red) AR $15299.00(White Solid)/$15599.00 SER Dry Weight (IR) 767 lbs (348 kg) / (AR) 800 lbs (363 kg) / (SER) 813 lbs (369 kg) Now in its seventh model year the GL1500 is the longest running GoldWing and nearly twenty years since the release of the GL1000 in 1975. This year the only changes to the whole GoldWing line-up were colours. The Interstate and Aspencade had Pearl Dark Teal join, Red and Black, while the SE had Pearl Green, Pearl Teal, Candy Red (all two-tone) and Pearl White (Solid).

No major changes. Prices: GL1500 Interstate, $9,999; GL1500 Aspencade, $12,999; GL1500 SE, $15,299.

Nearly two decades after its introduction, the Gold Wing continues to define the touring class through the process of continuous refinement. Honda again offers three models for '94, the SE in four color choices, and the Aspencade and Interstate in three choices each. The Interstate carries on in its role as the lightest member of the Wing family, the Aspencade remains the full-featured model, and the SE anchors the very top of the Wing family tree.

1995 | GOLD WING 20th Anniversary | GL1500IS/AS/SES

$11199.00/$11399.00 (Red) IS $13999.00/$14199.00 (Red) AS $16299.00(White Solid)/$16599.00 SES Dry Weight (IS) 769 lbs (349 kg) / (AS) 802 lbs (364 kg) / (SES) 816 lbs (370 kg) This year saw the first major changes to the GoldWing line-up. All GL1500 were 20th anniversary models with front and rear emblems. The suspension was recalibrated which led to the bike’s ground clearance being reduced by 1in (25.4mm), in-turn the wheelbase was reduced by 0.4in (10mm) this improved the GoldWing’s handling while maintaining the overall comfort. Other items redesigned were the new headlight signature, chrome trim around the top-box, chrome aerial bases and redesigned seat. The seat height on all models was reduced to 29.1ins (739mm) and a lower windshield was fitted. With all of this redesign treatment Honda increased the prices significantly.

1995: All three models get special 20th anniversary badges, lower seats and new suspension systems. Prices: GL1500 Interstate, $11,199; GL1500 Aspencade, $13,999; GL1500 SE, $16,299.

The Gold Wing's 20th anniversary represents a major milestone, an event that Honda celebrates enthusiastically with three commemorative models and the publication of a special hard-cover book that details the entire history of the Gold Wing.

Honda celebrates two decades of touring excellence with the 20th Anniversary Gold Wings. The Interstate, Aspencade and SE are all distinguished by commemorative gold trim, a distinctive new headlight signature, and other styling treatments. Beneath the surface, the Gold Wings also boast a lower seat height and sporty new suspension that offers even greater agility while maintaining the Wing's legendary ride compliance.

1995 - A 20th anniversary is an important date for any motorcycle and champion the luxury and comfort even more. Honda proudly celebrates the event with three commemorative models and the publication of a book detailing the history of this legendary machine.

1996 GL1500IT/AT/SET

Two decades after its introduction, the Gold Wing still stands in a class of its own as the ultimate luxury touring machine. Honda makes no major model changes to the Gold Wing line until the venerable GL1500 is replaced with the radical aluminum-frame Gold Wing 1800.

$11899.00/$12099.00 (Red) IT $14699.00/$14899.00 (Red) AT $17099.00(White Solid)/$17399.00/$17599.00 (Red) SET Dry Weight (IT) 769 lbs (349 kg) / (AT) 802 lbs (364 kg) / (SET) 816 lbs (370 kg) 1996 saw Honda UK offering British buyers a choice of colour on the GoldWing, Two-tone Pearl White or Pearl Green. The last time we had a colour choice was in 1977. In the US upgrades were confined to colour change, on some colours the belly-pan and heat-shields became the main colour. Although the Aspencade had the audio system upgraded to the full-logic unit of the SE.

All of these accessories, though, force a compromise. If there's ever been a recurring complaint about the Wing, it has been its weight, which has increased more than 250 pounds since that original model in '75. The SE's handling, although respectable for a machine this size, never feels completely planted in turns, and it exhibits a ponderous, unwieldy feel while riding around town, with both problems accentuated by an overly soft, Cadillac-style suspension that lets the Wing wobble when the going gets twisty.

Millionth US-made Motorcycle

The one-millionth Honda motorcycle made in America rolls off the Marysville assembly line. Appropriately enough, the millionth model is a Gold Wing; this commemoration is altogether fitting, since the success of the Gold Wing and that of Honda in America are inextricably intertwined.

At the end of July the millionth motorcycle rolled off the assemblyline at Honda's Marysville Motorcycle Plant in Marysville, Ohio. Honda's Marysville plant was its first in the U.S.; it started production on September 10, 1979. The plant's millionth bike was a Gold Wing Aspencade. The Gold Wing motorcycle is Marysville's premier product and has been manufactured exclusively in Ohio since 1980. All products built at the Marysville Motorcycle Plant are made only in Ohio, including the new Valkyrie, Shadow 1100, Shadow American Classic Edition and FourTrax ATVs.

GL1500C (F6C) Valkyrie

Honda is gearing up for a run at the big cruiser market with a new bike called the Valkyrie, a giant two-tone, chrome-covered, 6-cylinder hot rod with a late '40s-early '50s look. There has never been a motorcycle like it--Japanese or American. The Valkyrie bowed in May 1996 (for the 1997 model year) priced from $12,500 for bikes with one color to $12,800 for the two-tone model. And like a Harley-Davidson, the Valkyrie can be outfitted with a large number of custom accessories, including leather saddle bags, a windshield and a special exhaust system. Wet Weight 721 pounds.

Balance. That is the word that best defines Honda's Valkyrie flagship cruiser. Painstaking refinement that crafts wide-spectrum motorcycles is a Honda hallmark, but the Valkyrie is exceptionally versatile. Although its roots in the full-boat Gold Wing tourer lead many to anticipate a bloated, cumbersome motorcycle, the Valkyrie belies its size. It handles more nimbly yet more steadily than most other brands' cruiser-line leaders, but it retains the comfort and stateliness of the full-dress motorcycle out on the open road.

Initially a basic ‘standard’ model and saddlebag-equipped ’tourer’ were offered, with the bells and whistle ‘Interstate’ arriving in 1999. The latter had a gorgeously bulbous trunk with integral rear lights, a fork mounted fairing, larger sized tank and built in stereo. The original Goldwing DNA was becoming more apparent.

Honda F6C Valkyrie (1996-2005) The Honda F6C Valkyrie is one of those traffic-stopping motorcycles that non-bikers are simply fascinated by. Basically a stripped down Honda GL1500 Gold Wing, with lower gearing and six carbs, the Honda F6C Valkyrie is actually reasonably good fun to ride and some might say it's best made motorcycle in America.

Distinguished visually and functionally by its 1520cc flat-six engine, the Valkyrie is anything but a me-too motorcycle, as the briefest glance will confirm. The engine sprang from the indestructible Gold Wing liquid-cooled motor, with six carbs (instead of the Gold Wing's four), hotter cams, and screw-type valve adjustment (in place of the Wing's hydraulic adjusters) to give an edge in power and character. Redline jumped to 6500.

The Valkyrie marketing campaign will play up the bike's American roots, but will not be trying to win over Harley fanatics. Honda spokesman Gary Christopher says: "The way we see the Valkyrie in the marketplace is that it will continue to feed the demand for Japanese customs. We still don't believe the majority of Harley-Davidson customers will shy away from what they want, which is a Harley-Davidson. We really don't think it will hit at the core. And we didn't intend it to."

Honda's cruisers come in two flavors: the 1,100 cc V-twin Shadow and Shadow ACE and the 1,500 cc flat-six Valkyrie.

New Gold Wing Design Project

Honda's design teams from Japan and the U.S. seclude themselves to focus completely on the creation of the new Gold Wing concept. Numerous initial design sketches are created. The concept drawings vary widely as the group seeks to embody a design direction that emphasizes power, long-distance comfort and unsurpassed reliability. Soon, a development theme emerges for the new Gold Wing design: Revolution, not evolution.

It was clear the new Gold Wing's more athletic mission was a perfect match with the aluminum technology perfected through generations of Honda Grand Prix racers, sport bikes and motocrossers. As with those more sporting applications, aluminum opened a multitude of options for Aoki's engineers, letting them make the new chassis light precisely where it needed to be and saving weight elsewhere when possible.

1997 GL150AV/SEV

$14899.00/$15099.00 (Red) AV $17299.00(Black Solid)/$17599.00/$17799.00 (Red) SEV Dry Weight (AV) 802 lbs (364 kg) / (SEV) 816 lbs (370 kg) Now in its tenth year and with the introduction of the Valkyrie the GoldWing benefitted with some engine updates, the crankshaft main bearings, pistons, rings and final drive gear. The gear box also had redesigned parts, along with the clutch. The handlebar switches now used new international approved graphic symbols. The fairing cockpit and seat are now black on all colours.

GL1500CT Tourer

The Interstate model had been discontinued from the Gold Wing line-up, but the GL1500CT Valkyrie Touring appears alongside the GL1500C, with a touring kit including luggage. The conversion from basic Valkyrie to Valkyrie Tourer involves nothing more than the addition of a windshield and hard saddlebags. No other parts need to be altered, beefed up or reconfigured to handle the additional equipment and load. Aside from brackets and colors, the bikes are identical.

Initially a basic ‘standard’ model and saddlebag-equipped ’tourer’ were offered, with the bells and whistle ‘Interstate’ arriving in 1999. The latter had a gorgeously bulbous trunk with integral rear lights, a fork mounted fairing, larger sized tank and built in stereo. The original Goldwing DNA was becoming more apparent.

On introduction in 1997, a naked `Standard` and a `Tourer` model were offered. The Tourer included a windshield and lockable hard saddlebags. The GL1500C'97 Valkyrie was sold in 1997 in one of four color schemes: Black, American Red with Pearl Glacier White, Pearl Majestic Purple with Pearl Glacier White, or Black with Pearl Hot Rod Yellow. The GL1500CT'97 Valkyrie Tourer was sold in 1997 in one of three color schemes: Black, American Red with Pearl Glacier White, or Pearl Sonoma Green with Pearl Ivory Cream. The windshield and hard saddle bags were standard equipment.

1998 GL1500AW/SEW

$14899.00/$15099.00 (Red) AW $17299.00(Black Solid)/$17599.00/$17799.00 (Red) SEW Dry Weight (AW) 802 lbs (364 kg) / (SEW) 816 lbs (370 kg) 1998 saw the second face lift of the GL1500 with new front disc-covers, new clear headlamp and turn-signals (America, Canada and Japan) and new fairing side vents. The instrumentation was revised with the speedo, tachometer, fuel and temperature gauges now having white faces, giving the instruments a sportier look. Redesigned, larger rocker-box covers were shown-off by the new designed engine guards. The seat was now two-tone grey and black, with the passenger backrest being reshaped and incorporating a lumber support, also the waterproof seat cover featured on the SE models was discontinued. The side covers and top-box featured a new ‘GoldWing’ emblem. A new chrome surround was fitted around the number plate and the exhaust silencers got tail pipes with a throatier sound. For the European market the rear lighting was altered, the new licence-plate holder was lowered covering up part of the stop/tail light, therefore the lighting was moved to the saddlebags. Also unique to the European market was the colour combination of Black with Dark Pearl Twilight panels on the SE model.

Cruisers look like they were styled in the 1940s, and in some cases they were. Harley-Davidson owns half the market, but the Big Four--Honda, Suzuki, Yamaha and Kawasaki--have produced some impressive clones. The Honda Valkyrie ($12,799) sports the huge Gold Wing 6-cylinder engine and will run forever. - Honda GL1500SE Gold Wing: Think 1,500-cc, 6-cylinders, reverse gear and probably a 250,000-mile lifespan. Many of these bikes travel that far, which is a clue as to how comfortable they are and how little maintenance they require. 110+ m.p.h.; 816 pounds; $17,399.

Honda announces that the US-made GL1500SE imported into Japan for the 1999 model year has an exhaust gas cleaning system is fitted to enable the bike to comply with new Japanese motorcycle exhaust emission regulations. The Gold Wing SE's super-smooth and very powerful liquid-cooled 4-stroke horizontally-opposed 6-cylinder engine has had several modifications made to its exhaust system, consisting of some improvements to the carburetor, twinned with the incorporation of an exhaust air-injection system. This latter system re-injects air into the exhaust ports to allow unburned pollutant gases such as hydrocarbons (HCs) and carbon monoxide (CO) to be oxidized. This greater degree of combustion reduces harmful emissions considerably. Honda also announced import of a modified Valkyrie 1520 cc heavyweight touring bike, which incorporates a reversing system, will go on sale in Japan on October 14. The Valkyrie Tourer, an upgraded version of the Valkyrie for long-distance touring, fitted with an extra-large windshield and rear saddlebags, will be launched as an addition to the series on November 10. The incorporation of an exhaust air-injection system in both models serves to clean up exhaust emissions enabling the bikes to comply with new stricter Japanese motorcycle exhaust emission regulations due to be enforced from October 1999.

The GL1500C'98 Valkyrie was sold in 1998 in one of four color schemes: Black, Pearl Coronado Blue with Pearl Ivory Cream, Blaze Yellow with Pearl Ivory Cream, Black with Copper or Pearl Sedona Blue with Pearl Ivory Cream. The GL1500CT'98 Valkyrie Tourer was sold in 1998 in one of three color schemes: Black, Black with Pearl Jade Green, or Pearl Sedona Red with Pearl Ivory Cream.

1999 GL1500AX/SEX

$15099.00/15299.00 (Red) AX $17499.00(Black Solid)/$17799.00/$17999.00 (Red) SEX Dry Weight (AX) 802 lbs (364 kg) / (SEX) 816 lbs (370 kg) Honda celebrated its 50th anniversary with the 1999 GoldWing being adorned with 50th anniversary emblems on the front garnish, rear top-box lid and in the cockpit, also the ignition key. The only other changes this year were colours, Pearl Merced Green replaced the Pearl Chaparral Beige. The Japanese market got a unique colour combination this year with Honda importing 240 Pearl Glacier White with a Grey Stone Pattern panel.

Honda Gold Wing 1500SE ($17,999): The Wing, now more than 20 years old, virtually invented the luxury tourer genre and is by far the classification's current bestseller. Although quite heavy (about 815 pounds sans fuel), it handles surprisingly well, even at slow speeds. It's also very comfortable, and its six-cylinder motor provides steady power. And it has a tremendous record of reliability. But the Wing also has a reputation as the retired person's motorcycle. Although the ride is smooth and quiet, it is hardly exciting, providing little feedback from the road and not much ready-fire pep. It's an engineering marvel but also a bit boring.

GL1500CF

The designers stripped off everything but the motor and two wheels, gave the old six-banger more midrange power and wrapped up the entire package with a liberal amount of chrome. Honda then went back to the boards to see how a tourer would fare with a simple windshield and some hard saddlebags bolted on. Now Honda has come almost full circle by adding a full fairing, radio, and touring trunk. Add a pinch of '50s retro style, and you've got the Valkyrie Interstate.

Honda is marketing the Valkyrie Interstate as more of a performance touring motorcycle than a luxury touring bike.

In 1999, the `Interstate` model was added to the lineup that included a fork mounted fairing along with saddlebags and a top case at the rear of the motorcycle. The GL1500C'99 Valkyrie was sold in 1999 in one of four color schemes: Black, Black with Pearl Twilight Silver, Black with Pearl Phoenix Orange or Blaze Yellow with Pearl Ivory Cream. The GL1500CT'99 Valkyrie Tourer was sold in 1999 in one of three color schemes: Black, Black with Pearl Twilight Silver or Pearl Sedona Red with Pearl Ivory Cream. The GL1500CF'99 Valkyrie Interstate was sold in 1999 in one of three color schemes: Black, Black with American Red or Pearl Sonoma Green with Ocean Gray Metallic.

Honda Valkyrie Interstate ($15,499): Although about 100 pounds lighter than the Gold Wing SE, this new-for-1999 model has an even more powerful engine. It also has more impressive handling, and although it looks a bit demonic (it's been called the Darth Vader of motorcycles), its cruiser styling is far sleeker than that of its sibling. But I found this bike uncomfortable over long distances, both in seating and aerodynamics. Some of my fellow testers who tried out the passenger seat found it almost unbearable.

2000 | 25th anniversary | GL1500AY/SEY

$15199.00/$15399.00 (Red) AY $17599.00(Black Solid)/$17899.00/$18099.00 (Red) SEY Dry Weight (AY) 802 lbs (364 kg) / (SEY) 816 lbs (370 kg) The final year of the GL1500 GoldWing, which had now run for 13 model years. This is the same length of time as the GL1000/1100/1200 put together. Also this year marked the 25th anniversary of the GoldWing with only the American and Canadian models having commemorative emblems. Other changes were to the instruments, they returned to black faces as a lot of owners complained they couldn’t see the white faces at dusk. The cam-covers are now chrome-plated.

Honda is celebrating the Gold Wing's 25th anniversary, and the company has a lot to celebrate. The Gold Wing is still a premiere touring motorcycle after all these years, with just about every creature comfort and toy accounted for and on board. There is word that the Wing is due for a redesign. Sketches have leaked out to some magazines, and they show a more retro look. And, although more in the sport touring class, Honda unveiled a concept bike called the X-Wing at Daytona Bike Week this year. This X-Wing bike will do extremely well — certainly in the U.S. Many aging baby boomers (including riders introduced to motorcycling on Harley Davidsons and other cruisers) are hooked on motorcycling, but want a more comfortable ride. They’re not ready for a Gold Wing, but their current ride is beating up their older bodies. The ST1100, and its successor, will answer this call quite well and the entire sport tourer segement should continue to grow for these same reasons.

The GL1500C'00 Valkyrie was sold in 2000 in one of three color schemes: Black, Black with Blaze Yellow or Balck with American Red. The GL1500CT'00 Valkyrie Tourer was sold in 2000 in one of two color schemes: Black or Black with American Red. The GL1500CF'00 Valkyrie Interstate was sold in 2000 in one of three color schemes: Black, Black with American Red or Pearl Twilight Silver with Pearl Coronado Blue.

Production upgrade at MMP

In January 2000, the Marysville Motorcycle Plant is thoroughly redesigned to build the new Gold Wing. As part of this process, the engine production line is transferred from Anna to Marysville to facilitate the new Gold Wing production. The Gold Wing's new era officially begins when the first complete GL1800 rolls off the Marysville assembly line on October 10, 2000.

2001

The GL1500C Valkyrie or GL1500CD Valkyrie Deluxe (America/Canadian models) were sold in 2001 in one of three color schemes: Black, Black with Silver or Pearl Dark Blue with Silver. The GL1500CF'01 Valkyrie Interstate was sold in 2001 in one of three color schemes: Pearl Cheyenne Red with Gloss Black, Black with Pearl Beige or Gloss Black

2002

As sales eventually dwindled, the `Tourer` and `Interstate` models were dropped in 2001, leaving only the `Standard` model remaining. The GL1500C Valkyrie or GL1500CD Valkyrie Deluxe (America/Canadian models) were sold in 2002 in one of three color schemes: Black, Pearl Dark Blue with Pearl White or Balck with American Red.

2003

2003 saw the standard offered only in black and was the last year of the original Valkyrie. The GL1500C Valkyrie or GL1500CD Valkyrie Deluxe (America/Canadian models) were sold in 2003 in one color: Black.

GL1800

The word new cannot do justice to the GL1800. Exceptional power alone tells a big story. In terms of power, the new Gold Wing is literally in a class of one. Likewise, the list of long-legged mounts offering a box-section aluminum frame begins with the word Gold and ends with Wing. And that's only the beginning. Before the GL1800 was completed, Honda would patent no less than 20 technological innovations that were incorporated into this amazing high-performance luxury motorcycle.

The 1832cc engine was designed to have tons of power, a lot more character in terms of a power hit and a more free-revving design, for more of a high-performance feel. The chassis incorporated an aluminum frame, one that very much paralleled the design of those used in sport bikes, because aluminum is easier to manipulate in tuning the chassis for rigidity and light weight, with specific strength and rigidity qualities readily applied to the frame where they are most needed. All this and more was achieved, features and benefits that are amplified in the F6B.

Although a horizontally opposed 6-cylinder engine is bound to be long from end to end, the engine was completely redesigned from the GL1500, with intake and exhaust valves arranged in parallel, the radiator moved from front to side, and the rider’s seating position moved significantly forward. This results both in more weight on the front wheel for sportier handling and a major increase in passenger seating space.

In the case of the 2001 GL1800 Gold Wing, this amazingly complex journey is known only to the cadre of engineers who, working together with the new model team and key manufacturing associates and suppliers, orchestrate the production of the new model. The significance of manufacturing and production efficiency, economy–and quality–cannot be overemphasized. Without them, the most technologically brilliant motorcycle designs would not be affordable for mass production. The saga of the 2001 GL1800 Gold Wing’s production-line journey is especially important. For more than 20 years, only Honda of America Manufacturing’s (HAM) Marysville Motorcycle Plant (MMP) has produced Gold Wings from domestically and globally sourced parts. Since the beginning, the touchstones of quality and durability have served as the Gold Wing’s stock in trade.

2001 - GL1800 Gold Wing - After more than a quarter of a century of production, the Gold Wing once again upsets the world of Grand Tourism motorcycle. With beautiful shapes, an exceptional transport capacity, the performance of a sports car, the new Gold Wing 1800 embarks on a new direction, yet more footprint of performance and luxury. His new 6-cylinder 1800 cm3 is powerful, very powerful with its 87 kW only 5 500 rpm and torque of 167 Nm at 4, 000 rpm. Through a twin-spar aluminum frame and optimized centralisation of masses, the new Gold Wing offers a level of mastery and never reaches comfort while its road behavior made reference with maneuverability and agility that impress the most sceptical. Not surprising when you consider that even before the release of this new Gold Wing, not less than 20 patents on major technological innovations had been deposited before be integrated into the project.

NEW GOALS FOR A NEW MODEL

Previous Gold Wing models have established long-standing benchmarks for fit and finish. With the new GL1800 Gold Wing, Honda has raised the bar again. Finding the means to accomplish this lofty task would prove far more difficult than it might seem, especially given the remarkable history of the Gold Wing in America. The MMP was built specifically to produce motorcycles at a time when consumer confidence in American-built products was at its lowest. It was absolutely crucial the MMP produce Gold Wings to the very highest standards of quality and durability associated with Honda-built models. Failure to do so would have crippled Honda’s reputation, to the extent that the company could never have followed the construction of the $35 million motorcycle plant with a $250 million auto plant in America. Happily, HAM’s American success story is now a matter of record.

Increasing the production quality of the new Gold Wing provided many challenges. First, while quality was imperative, cycle time–the time it takes to build a motorcycle on the production line–was also important. The longer the cycle time, the more the model costs in terms of man-hours. Second, designers are not specialists in the detailed art of manufacturing. As a result, if a newly designed part is of higher quality–but is also more expensive to make or takes longer to install on the production line–something, somewhere has to give. Keep in mind that Gold Wing is the most complex motorcycle Honda builds, with the kind of technologically advanced components found in a Honda automobile–yet it must be built to about one-quarter the size. Building the Gold Wing also requires a great deal of handwork. Frames are welded exclusively by hand, and engines are built one at a time.

Simply gearing up to produce a new model, especially a flagship such as the Gold Wing, is a daunting task. As John “Turk” Michel, engineering subproject leader for the Gold Wing said, “To build the GL1800, everything had to be changed, from methodology to human resources, plus production methods and equipment.” The weld shop, for instance, added two new bays and 16 welding machines to handle the Gold Wing’s aluminium frame. The paint shop needed entirely new fixtures to hang plastic body parts for painting. And for the motorcycle itself, 14 new sets of dies were created to make 23 body parts. MMP bought a new chassis dyno for the end of the production line, one that could accommodate the quality check for the Gold Wing’s anti-lock brake system (ABS). Many associates from Marysville made trips to Honda’s Hamamatsu facility in Japan, where Honda motorcycles are built. While there, these associates helped confirm manufacturing processes and, upon their return, they trained MMP associates to build the new Gold Wing.

THE KEY TO SUCCESS: FIT AND FINISH

A few crucial elements contributed to the final success of the GL1800′s production. Tom Briggs, engineering project leader for the Gold Wing, says, “Probably the single highest impact activity we had going for the project was the establishment of what we call a Fit Team. That’s a team of U.S. and Japan Honda associates whose sole responsibility was to engineer the fit and finish of this motorcycle. When we build up a unit, they take a look at gap space and flushness, and if it’s excessive they determine the problem–whether it has to do with specification, the engineering drawing, a manufacturing problem or an assembly problem. Then they worked with the departments and suppliers to determine the best solution.”

Steve Carter, Fit Team co-leader, says, “Our primary focus is basically on what the customer is going to see–all the fit and finish of those components. But we also look at the production side of it, to make it easier for the associate to build the GL on-line with the best quality. Basically, we look at the Gold Wing as being the Acura of the motorcycle side.” How seriously did Carter and his team take their job? As an example, for the button that opens the left-side fairing pocket, the team spent uncounted hours with the supplier testing and prototyping designs of the mechanism to get the right control feel. Getting the plastic fuel cap cover to sit flat and snap shut correctly in accordance with the GL’s uncompromising specifications took the same zealous dedication from this team. “The issue of fit and finish was so important that for the first time ever, a Quality Project Leader [QPL], Eric Hanson, was assigned specifically to the project.” Briggs adds, “Eric has been immensely important to the success of this project.”

Another key to success has been Honda of America’s history of actively soliciting input from its associates with the goal of implementing changes to the production process to improve such things as fit and finish, efficiency and safety. As the mass production launch date approached for the new Gold Wing, associates generated suggested changes over the course of preparing the GL for production and during several different off-line build events. The majority of these changes, as part of the process to prepare for mass production, came directly from HAM’s MMP associates connected with assembly on the production line. “And,” as QPL Hanson says, “of the many items, I’d guess probably 30 to 40 percent of them were Fit Team related.” On a motorcycle as important as the Gold Wing, such actions demonstrate the associates’ unwavering commitment to quality, with endless planning, testing and an ongoing program of human involvement at every level.

THE CHALLENGE OF PLASTICS

“Plastic is very difficult to control,” Fit Team Co-Leader Steve Carter says. “In the Gold Wing, because of some of the materials we use, a big part could shrink up to 5mm. And then when you paint it, you encounter problems with heat distortion as the paint is cured. Because the paint affects the plastic, the parts have to be positioned a certain way. Even changing the colour can change the shrink rate of a certain component. We have to hang them in a specific position and actually put stress on them to shape them and make them come out the way we want them to.” All-new fixtures were created for the GL1800, and they had to be built just as precisely as fixtures for welding the aluminium frames. The waiting parts are hung, instead of stored in baskets, to reduce stress and distortion. Paint build-up on the fixtures is burned off at 1800 degrees Fahrenheit, after which the fixtures are measured again for trueness. All just to paint the bodywork.

QUALITY CONTROL WITH AN ALUMINIUM FRAME

Building the world’s largest aluminium motorcycle frame is a remarkable feat. The 7003 alloy customized by Kaiser, in conjunction with Honda of America Mfg., is used to manufacture the frame of Honda's largest top-of-the-line Gold Wing GL1800 touring motorcycle. In comparison to the Gold Wing's previous steel frame, the aluminum frame weighs 25 pounds less, has a 119 percent increase in lateral rigidity, and a 77 percent increase in torsional rigidity. The project was conducted at Kaiser's extrusion plant in London, Ontario, over the course of more than two years after Honda representatives approached the company in 1998 with a proposal to pursue a cooperative technical effort. Honda began manufacturing the completely redesigned Gold Wing motorcycle with the new aluminum frame in 2000. Kaiser's London plant manufactures the majority of the frame and provides it directly to Honda of America Mfg.'s plant in Marysville, Ohio.

“The biggest difference with the aluminium frame,” says Fit Team Co-Leader Carter, “is the tolerance–that is, making the unit more precise. The GL1800′s aluminium frame incorporates a number of cast parts and each of these parts is CNC-machined to keep all the variables very well controlled. So this new frame is a lot more precisely manufactured than the old steel frame. We have better measurements, better tolerances.”

However, crafting the new Gold Wing’s breakthrough aluminium frame wasn’t any easier than the other processes. To begin with, MMP’s weld shop had no experience in welding aluminium. That’s significant, because welding aluminium is “a whole different ball game,” according to Mark Clevenger, subproject leader/welder. “With a steel frame, the sequence of building steps alters the manner in which distortion adds up as the assembly process progresses. With an aluminium frame, distortion can become more of a problem because aluminium transfers the heat so quickly to the other parts of the frame. So the distortion is more significant, yet it has to be kept to a tighter tolerance because the frame doesn’t bend and flex as much as a steel frame does. So in an aluminium-frame weld shop, they have to be that much more accurate. And the sequence in which you weld components must be planned very carefully.”

For training, Clevenger went to Hamamatsu. Then two more groups, hand-picked for their experience, skill and devotion to quality, went for training. Those trips were followed by groups of two and three, overlapping their arrival time so everyone trained together. In the process, welders went through about 2 1/2 tons of scrap aluminium in order to perfect their techniques. Nothing was left to chance. Significantly, Hamamatsu and MMP are the only two Honda factories in the world that weld aluminium frames for street motorcycles.

ENGINE BASICS

About the only part of the new Gold Wing that was relatively simple to produce was the engine, because its design does not differ radically from the 1520cc engines used in the previous Gold Wing and existing Valkyrie models. Perhaps the most significant change is the move from the Anna, Ohio, engine plant, where Gold Wing engines were originally built, to the Marysville plant, a move made primarily for efficiency reasons.

Just as with the 1500 engines, crankshaft bearings are carefully matched to exacting tolerances, but the 1800 motor gets an extra process. Unlike the GL1500, which uses hydraulic valve lash adjusters, the 1800 uses a shim-under-bucket adjustment design. So the engine assembly line at MMP now includes a shim selection machine that measures the cam lobes and cam journals, plus the clearances in the head from the valve stems and the journals for the cams. All of this information is digitally digested, producing a printout that defines what size shim should be used for each valve. Most impressive of all, this process takes only seconds to complete. According to Chris Pickleheimer, engine assembly trainer, a number of highly skilled engine assembly associates trained MMP associates how to build engines. They trained extensively at the Anna plant, learning the intricate techniques of engine production.

THE HUMAN FACTOR: TRAINING AND OWNERSHIP

Quality assurance processes are found everywhere in the Gold Wing’s assembly. Linda Corbett and Ken “Jordy” Jordan, assembly trainers, likewise made the requisite pilgrimages to Hamamatsu to become familiar with assembly processes for the new Gold Wing well before the mass production launch. Corbett then trained associates for the processes on the main line, as well as for off-line assembly. Jordan trained associates for modularization–a key to Gold Wing assembly. Subassembly modules–such as the fairing, the trunk and saddlebags, front suspension and wheel, rear suspension and wheel–are all built off-line and supplied to the main line throughout the process. This is significant, because it allows the MMP to balance the line for production of different models on the same line. Previously, since the cycle time for the GL1500 was so much longer than anything else assembled at the MMP, the line flow was composed of a GL1500, then two Shadow models. With the increased efficiency of modules, the MMP can now do block production of GL1800s back-to-back, a big improvement in production efficiency.

According to Linda Corbett, “There’s a process we call QIP, quality in process. On the main line, the accuracy of every part, every torque mark, every bolt–everything that was put on between one associate and another–has been confirmed. “When the bike transfers from one process to another on the main line, there’s QIP there also, checking every nut, bolt, torque, routing, everything from the last associate to there. The associates have been told that if there’s anything they aren’t sure of, they have the authority to shut that line down so we can get it corrected.” Every Gold Wing is dyno-tested at the end of the line, following numerous static testing procedures that are completed before it is crated for shipping. While the Marysville Motorcycle Plant has helped shape the creation of the Gold Wing series and the new GL1800, the manufacturing processes have, in turn, influenced the configuration of the plant.

It’s also significant to ponder how the Gold Wing production will affect other, future models. For example, the paint shop changed its pre-treatment system to use chemicals that could accommodate the aluminium frame, while also accommodating Valkyrie and VT1100 steel frames. Modularization, used to full extent with the GL1800, will make production of future models much more efficient by helping to standardize production on the main line and reducing on-line cycle time. These processes reflect the original intent of the design team of the Marysville plant. The team tried to make the most efficient, but small, motorcycle plant. A key goal was to minimize cost of production, so the team pursued efficiency of production. Just as the MMP design team created the original plant to build motorcycles, so too did the MMP have to be redesigned to build the new Gold Wing efficiently and with the highest quality. Honda’s 2001 GL1800 Gold Wing makes use of lessons learned over the last 20 years of motorcycle production, merged with the latest in innovative, efficient production techniques. As always, this technology is driven by the unique human touch that has always characterized Honda products–to ensure they maintain their incredible reputation for durability, quality, and affordability.

2001

The new Honda Gold Wing is actually priced lower, and reportedly weighs less, than the 2000 SE model. At its heart is a revised 1,832cc opposed flat six with fuel injection said to be capable of 118 horsepower and 125 pounds-feet of torque at the crankshaft.

We also say the 2001 Gold Wing does just what its ancestors have done for 25 years, and better than anything else: define and redefine the art of luxury motorcycle travel. Before the GL1800, sporting performance enforced an uncomfortable minimalism on the motorcycle traveler, while luxury motorcycles displayed a distressing resemblance to Mom's '70 Chrysler New Yorker. Honda has changed all that. The fact that it has done it for a base price of $17,499--$100 less than a 2000 GL1500 SE--leaves us with only one bit of bad. If you're not already in line to put a 2001 Gold Wing in your garage, it may already be too late.$17,499-$18,499 (w/ABS)

During the first five years of MO's nefarious existence, Honda's Gold Wing reigned supreme as king of the all-out touring hill. Indeed, during that time we felt the 'Wing was the epitome of what a long-distance tourer should be. Since its introduction in 1975 as an unfaired, yet still comfortable, mileage-eater, the 'Wing received a number of revisions to keep it ahead of its competitors. Recently, it was on the receiving end of a make over so thorough and unlike anything a tourer has undergone before or since: Engineers from Honda's race team was called in to make this new bike, the GL1800, even more capable of state-line dances while allowing it to retain its composure in the twisties like last year's champ, the BMW K1200LT.

In 2001 the apex GL1800 Gold Wing appeared, designed by Masanori Aoki, a sportbike engineer who was determined to give the 1800cc Gold Wing a pronounced sport feeling and superior handling traits without losing any touring capability. The goal was to add more fun factor to the machine by providing the kind of acceleration, engine feel and handling people normally associate with sporting machines.

For 2001, Honda assembled a laundry list of sportbike-like components and melded them into what was, and still is, arguably the most impressive full-dress touring motorcycle to date. BMW's K1200LT has mounted an impressive challenge over the past few years, but when it comes down to polished and (near) perfected long-haul capabilities, the Gold Wing rules the roost.

Let's look at the shiny pieces. At the heart of the beast beats an ultra smooth running, fuel injected, 1832cc, liquid-cooled horizontally opposed six that is nearly 2.5 pounds lighter than the previous generation's powerplant. Honda claims 118-bhp and a gargantuan 125 pound-feet of torque (more than some small cars) transferred to the rear tire through an all-new five speed transmission (with overdrive) and shaft drive assembly.

Cradling the monster engine is a semi-exposed multi box-section aluminum dual-spar frame, which increased rigidity and replaced the older model's steel design, lightening the load to the tune of 25 pounds in the process. Couple that with a Pro Arm single-sided swingarm and you've got a chassis that would look at home on an RC51. Think we're kidding? Consider this: the LPL (Large Project Leader) for the GL1800 was Masanori Aoki, a dyed-in-the-leathers sportbike lover who in 1977 was responsible for leading development on the NSR250 Grand Prix machine. He went on to develop the CBR250RR, CBR400RR and, closer to home, the CBR600F3. Aoki was brought in to develop the new Wing in 1996, and the end result traces back to his racing lineage. Along with the aluminum frame and swingarm come a host of performance goodies. The fork is now a stout 45mm cartridge unit with a new anti-dive system, working in conjunction with a Pro Link shock delivering 4.1 inches of travel. Wide, cast aluminum wheels and meaty radial tires reduce unsprung weight and vastly improve available traction. Shock preload can be easily set depending on your load and type of riding by using the computer controlled preload adjustment button on the left fairing; two memory settings simplify the job even more. Everything designed into the new GL was geared to make the bike more powerful, better handling and more comfortable.

Honda undertook the delicate task of completely re-designing, from the ground up, an icon in the motorcycling industry. Employing its vast resources to apply careful engineering, testing and market analysis, Honda aimed to move the GL1800 to a new, younger audience looking for more riding excitement — without sacrificing the luxury and convenience afforded by the GL1500. The target was an elusive one. The result? Bull’s Eye.

2002

Though unchanged for 2002, Honda's big boy is still riding high on a wave of enthusiasm generated from last year's complete renovation.

Weighing in at a whopping 792 pounds, the 2003 Honda Gold Wing is billed by the manufacturer as the "touring motorcycle standard of the world." The engine, incidentally, is already in compliance with Environmental Protection Agency standards for 2008 -- important, as the EPA is placing increasing emphasis on motorcycles.If you ride motorcycles for enjoyment or for transportation, the 2003 Honda Gold Wing is a versatile choice. With a base price of $17,699, or $18,699 with anti-lock brakes, it isn't cheap, but few bikes offer as much for the money.

Since the release of the new Gold Wing, the market has welcomed this development concept, and in Japan, we arranged for special accessories such as wipers, HID headlight, and trunk spoiler and created the '02 model.

Competition

There's something more than a tad outrageous to heeling something the size of a block of flats into a set of esses, with your biggest problem being whether or not to crank the bass up another notch. Welcome to grand touring, K1200LT style. No prizes for guessing what the big machine is aimed at: squarely into GoldWing and ElectraGlide territory. The latter two bikes have owned the market internationally for some years, despite onslaughts from the likes of Cavalcade (Suzuki), Voyager (Kawasaki) and Venture (Yamaha) over the years.

2003

American Honda is conducting an important SAFETY RECALL on 2002 and 2003 GL1800/A Gold Wing motorcycles per the VIN ranges listed below. The recall procedure will be to add additional TIG welding to the frame where the lower cross member meets the side rails. Under certain conditions, some existing un-reinforced welds can crack, or fail.

Weighing in at a whopping 792 pounds, the 2003 Honda Gold Wing is billed by the manufacturer as the "touring motorcycle standard of the world." On the road, the Gold Wing is more nimble than you would expect, but clearly the motorcycle's forte is long-distance cruising, and it matters little to this bike whether it's carrying one person or two. There's plenty of storage space for luggage in the trunk and side bags. Aside from too-limited foot movement for the driver, the Gold Wing is the gold standard in comfort. If you ride motorcycles for enjoyment or for transportation, the 2003 Honda Gold Wing is a versatile choice. With a base price of $17,699, or $18,699 with anti-lock brakes, it isn't cheap, but few bikes offer as much for the money.

2004

The first thing you'll notice is a low seat that fits short riders better than tall ones. Hide-bound Wingers weren't happy about the switch from no-maintenance hydraulic adjusters to shims and buckets, and they didn't like cam chains replacing cam belts, either. There were teething troubles. Early 1800s would overheat in low gear on hot days, partially because of the side-mounted radiators that made them slim. Revised ECU modules from Honda remedied that. Imprecise temperature gauges on some '01 models--also replaced under warranty--didn't help either. And though few bikes were actually affected, Honda checked the lower cross-member welds on every Wing that might not be quite right: $17,999-$19,299 Dry Weight 799 / 792 pounds

New for 2004 White, Red, Candy Black Cherry, Titanium, and Magenta Metallic colors join Black, and Candy Red. Red Gold Wing model comes with black chrome badges and a carbon-fiber-pattern seat cover. Adjustable and closeable windshield vent routes fresh air to the rider's face or chest. Handlebar and radio feature fully illuminated switches.

Rune

The Rune is not only the most powerful cruiser Honda has ever produced, it is also arguably the most extravagant demonstration of styling, engineering and production prowess ever to set two wheels on paved roads. The Rune carries the aura of a one-off custom special, but its stylish form has also been infused with an elegance of engineering that could be created only within the most modern multi-million-dollar production facility on the planet.

While it's true the Rune sprung from the fertile minds of Honda's futurist designers, shades of this revolutionary machine were seen in real steel nearly 10 years ago. The Rune traces its lineage back through a line of concept vehicles all the way to 1995, when Honda revealed the radical Zodia at the Toyko Motor Show.

Ferocious design exercise that looks made for a Viking. Rare and expensive with about one per dealer. 1,832-cc, 117-h.p. horizontal 6-cylinder; $24,999-$26,999. Honda Gold Wing GL 1800: The 800-pound gorilla of grand tourers, with fuel-injected, flat-6 engine capable of 250,000 miles. Five new colors this year, not to mention adjustable windshield, illuminated switches, reverse gear and optional anti-lock brakes. 1,832-cc, 117-h.p. horizontal 6-cylinder; $17,999-$19,299.

The line-up includes the frankly stunning Rune – a replacement for the F6C Valkyrie cruiser. Based on the T2 concept bike unveiled in 2001, the Rune features a unique diamond-shaped aluminium frame, plus a fuel-injected 1832cc engine based on the GL1800 power plant. The limited edition Rune also features a sophisticated suspension system, huge discs – the largest ever mounted on a Honda, chromed cylinder heads and a six-into-two exhaust system.

Its wheelbase stretches a mighty 68.9 inches, the longest in Honda’s lineup by more than an inch. With six gallons of the premium fuel it requires aboard, the bike weighs 878 pounds, two more than the Honda GL1800 Gold Wing. Its flat six with six throttle bodies and those two huge mufflers deliver 109 pounds-feet of torque to that fat 6- by 17-inch rear wheel, and it has the largest front and rear brake discs ever fitted to a production Honda. Well, guess it had better, eh?

Vice President of the Motorcycle Division at American Honda, Ray Blank: "The design that HRA (Honda Research Americas) called T2 proved to be a truly exceptional accomplishment. There was a strong positive reaction from within Honda circles. We then revealed T2 to the public, and their reaction was the same. The most amazing thing about this reaction was the overwhelming consensus from all parties that the entire T2 design should be retained as a whole; it wasn't just a few parts that struck people's emotions, it was the entire bike. So we decided to preserve the design through production as an intact entity."

Blank says that one of the most amazing things about the Rune's path to production was watching Honda's "alchemists" at work. "We had people who could turn our thoughts and feelings into reality." And indeed, these men seemed to have turned base metals into gold, though not without great effort. Eleven new manufacturing processes were created for Rune production, and it runs on its very own line in Marysville, Ohio. The fork alone costs a fortune, says Blank, who concedes that Honda certainly isn't building this bike for profit.

Beginning with the already massive 1832cc liquid-cooled overhead-cam horizontally opposed six-cylinder engine built in America for the new GL1800 Gold Wing, the engineering design team leaned on this touring-oriented powerplant to boost its power to impressive new heights. Six 32mm throttle bodies with 12-hole injectors replace the twin-body system used on the GL for upgraded fuel flow and a freer flowing system. New camshafts, revised 3-D fuel injection and ignition timing mapping, along with a new close- ratio gearbox all help make the Rune a true road warrior, with more torque than any other two-wheeler around. In addition, a 6.9-liter airbox supplies large volumes of clean, cool air to the engine, and a free-flowing six-into-two exhaust system delivers added power along with a lumpy-sounding and surprisingly authoritative growl that grows to an inspired howl at full throttle.

2005 Rune

Honda reps tell us the current Valkyrie Rune's limited-production run will end this spring, but they say there's more to come from this glamorous flagship. It's hard to imagine what Honda designers would have to do to top the existing model, but Honda Motorcycle Division Vice President, Ray Blank, says: "The completion of this model run doesn't herald an end to this fabulous motorcycle, nor to Honda's determined pursuit of bringing concepts to production reality."

2005 30th anniversary

The 30th anniversary Gold Wing comes in a slew of colors, including Pearl Yellow, White, Metallic Silver, Dark Gray Metallic, Bright Blue Metallic and Candy Black Cherry. Special 30th anniversary color-matched badging on the front fairing, rear trunk and dash cover also distinguish the '05 model, as does a 30th anniversary color-matched key, 30th anniversary opening ceremony on the LCD display, and unique carbon-fiber seat pattern on pearl yellow and metallic silver colors. To date, more than 500,000 Gold Wings have been produced.

- Honda Gl 1800 Gold Wing: It's 30 years since the Gold Wing appeared, and surely there are million-mile bikes out there. The current flat-6 engine is seamless and likely good for 250,000 miles. Fabulous weather protection, luggage space for a family of four, 5 speeds and reverse and endless options such as anti-lock brakes, CD stereo, intercom, GPS, etc. The QE2 on two wheels. 1,832-cc, 117-h.p., flat six. $18,599-$19,999. Dry Weight: 799 (GL1800A) / 792 pounds (GL1800)

The '05 model also enhanced the solid presence of the motorcycle's status thanks to a special emblem on the vehicle to commemorate the 30th anniversary of the birth of the GL, among other features.

The Gold Wing 30th Anniversary Edition, Honda UK says, celebrates the whole history of the best horizontally opposed bikes yet made by carrying three 30th Anniversary emblems on the front cowl, top box and the lower cockpit control panel. Chromed 'Gold Wing' emblems also feature on the side covers while the Wing's large liquid-crystal display has a unique commemorative display during start-up and shut-down.

2005 - The Gold Wing accompanies the candles of his 30th anniversary with beautiful markings which proudly commemorate the event. Because 30 years is a long time when we figure of absolute reference in its category! However, the majestic Gold Wing continues to consolidate its reputation through thousands of motorcyclists who travel every day on board, to the four corners of the world. The future had never seemed as promising. Now celebrating its 30th anniversary, the Gold Wing remains the undisputed benchmark on tourism and luxury on two wheels. Nothing else equals the impressive progressiveness of its performance, the neutrality of its behavior and the importance of its loading capacity. All the elements of comfort that you can imagine were reunited on the most accomplished of all tourism bikes ever encountered on the roads of Europe and around the world. The framework the Gold Wing aluminium double beam is designed to provide a neutral and handy behaviour that contrasts with the size of the machine. When his extraordinary engine 6 cylinder 1 800 cm3 at injection, it delivers its awesome power in flexibility, via a transmission shaft, silent and maintenance-free. Combined anti-lock braking system works together to ensure effective and progressive slowdowns on all surfaces that the Gold Wing perhaps led her to meet. Finally, the long list of facilities, to which audio system RDS, the speed controller or remotely adjustable suspensions complete transform journeys into a unique experience. 30 years, the age of maturity and perfection... The legendary Gold Wing celebrates its 30th anniversary with elegance, in dressing three superb emblems placed at the front of the fairing, on the top-case and on the lower part of the instrumentation.

2006 GL1800 GOLD WING

In 2006, Honda split the GW into four different trim levels. Apparently Honda still has a few surprises up its collective sleeve, because no one saw coming what we eventually got in the 2006 Gold Wing GL1800. Make that Gold Wings-four versions in five colors with varying levels of factory equipment are all based on the familiar six-cylinder GL1800 platform we’ve known since 2001. The only mechanical changes to it are larger radiators and fans for better cooling and a 200-watt-more-powerful 1,300-watt alternator with a fluid-damped drive.

What I do know for sure is that the generator output has been increased to 1300 Watts, and the generator itself is now fluid-damped for quieter operation. When I sat an '05 and an '06 side-by-side at idle, it was, in fact, noticeable that "alternator whine" was less on the new bike.

In 2006, the most potent Gold Wing ever produced now elevates luxury motorcycling to unprecedented highs. A six-speaker premium audio system with 80 watts per channel comes standard on every new GL1800, and riders may also opt for a satellite navigation system with color screen, a Cold-Weather Comfort Package and an industry-first fully integrated motorcycle airbag.

Wake me when we get there: The Honda Gold Wing remains the ultimate tourer, closely trailed by the BMW K1200LT. This one's too close to call; the BMW handles better but the Gold Wing will go 250,000 miles. Both have GPS, heated seats and grips, alarms and CD players. The Honda offers the first bike air bag. Gold Wing: 1,832-cc, 117-h.p. flat 6; $18,999-$22,799. Dry Weight: 822 - 838 pounds depending on option packages selected

For the '06 model, in addition to releasing vehicles equipped with a navigation system exclusive to motorcycles*1 in North America, we have added equipment for comfort and convenience such as premium audio, seat and grip heaters, and hot air ventilation. Moreover, styling has reached a new maturity for the King of Motorcycles with changes to the taillights in the rear and the design around the instrument panel. This year, we released vehicles equipped with an airbag exclusive to motorcycles*2 in North America.

Motorcycle Airbag System

Honda began development of motorcycle air bags in 1990 and tested the system for a decade before making it available on the Gold Wing for 2007. A Honda spokesman, Jon Row, emphasized that the air bag was something of a last measure in today’s safety technology, and is not intended to replace the need to wear a helmet.

In September, 2005 Honda announces plan to introduce world's first airbag technology for a mass-produced motorcycle to mitigate rider injury in frontal collisions. This Motorcycle Airbag System was first equipped on the Gold Wing released in the US in the middle of 2006. The airbag featured on the GL1800 deploys in an extremely short period, and by absorbing kinetic energy of the rider's forward movement and reducing the velocity at which the rider separates from the motorcycle, the airbag lessens the severity of injuries sustains, if they collide with another vehicle, another object or the ground.

The motorcycle with the air bag, a Honda Gold Wing with all sorts of premium upgrades, will likely sell for $23,000 to $25,000. The company said it expects it to help reduce fatalities and serious injuries. The Japanese manufacturer spent 15 years perfecting the technology. That includes figuring out packaging problems and how to make it effective without being overly sensitive. In the end, Honda engineers had to create crash-test dummies because the ones used for cars and trucks didn't work well for motorcycles.

The new system, installed between the instrument panel and the gas tank, takes only 0.060 seconds to deploy once the fork-mounted sensors detect a frontal collision impact — which Honda’s research shows make up more than 50 percent of bike accidents. The air bag lessens the potential severity of injuries by absorbing some of the forward energy of the rider and reducing his or her velocity.

2007 Honda Gold Wing

1,832-cc, flat 6-cylinder. Dry Weight: 822 - 860 pounds depending on option packages selected. $19,299-24,349

For the '07 and '08 models, we released machines equipped with airbags and navigation in Japan, Europe and other regions. For the North American specification '09 model, we adopted the Tire Pressure Monitoring System (TPMS) to monitor tire air pressure and inform the rider when it is low, along with an XM radio to allow satellite reception of digital music, traffic information and weather reports.

Airbag option (GL18B): With its unrivaled combination of power, luxury and sporting capability, the 1832cc Gold Wing continually redefines the touring class. New for 2007, the airbag-equipped model is the greatest revolution in motorcycle technology since the introduction of the Gold Wing itself. It's in a class of its own.

Premium Audio model (GL18P): With its unrivaled combination of power, luxury and sporting capability, the 1832cc Gold Wing continually redefines what a touring motorcycle can be. The Gold Wing Premium Audio model features six speaker elements and an 80-watts-per-channel external amplifier. You can even add an optional six-disc CD player. It's in a class of its own.

Premium Audio, Comfort Package & Navi model (GL18HPN): With its unrivaled combination of power, luxury and sporting capability, the 1832cc Gold Wing continually redefines what a touring motorcycle can be. The Gold Wing Premium Audio, Comfort Package & Navi features a fully integrated, flash-card based Honda Satellite-Linked Navigation™ System. Available only on the Gold Wing. It's in a class of its own.

2008

Unchanged except for the addition of the airbag, navi and other luxury options since 2001, Honda’s Gold Wing has stood apart from every other touring motorcycle for a long time. But now it stands out even further. You can choose your Gold Wing with one of four great packages: Premium Audio; Premium Audio plus Comfort and Navigation*; Premium Audio plus Comfort, Navigation and ABS; and Premium Audio, Comfort, Navigation, ABS and our exclusive Airbag. PREMIUM AUDIO Part of every new 2008 Gold Wing. We add rear speakers, a pair of front tweeters, a powerful tuner and a separate amp. COMFORT Heated grips, a heated seat and passenger backrest, and adjustable warm-air ducts for your feet. It doesn’t get any better. NAVIGATION The exclusive Honda Satellite-Linked Navigation SystemTM is the best on two wheels. Take the hassle out of travel. ABS Anti-lock brakes can be a big help in making controlled stops in less than ideal conditions. AIRBAG Four sensors are incorporated into the Gold Wing’s fork for the earliest possible detection of a frontal impact. This industry-first fully integrated rider airbag is available exclusively on the Gold Wing. 886-926 lbs. 19,599-$24,649

Though perhaps blasphemous to Wingnuts worldwide, the current Gold Wing is more carlike than any other motorcycle on two wheels. That its taillights resemble those from a Honda Accord is rather unsettling. From 2006 until now, four Gold Wing models have been offered, distinguished by their escalating cagelike option packages: Premium Audio; Premium Audio plus Comfort and Navigation; Premium Audio plus Comfort, Navigation and ABS; and Premium Audio, Comfort, Navigation, ABS and Airbag. The base price ranges from $19,599-$24,349. If you think of these models as bronze, silver, gold and platinum, I rode the gold-level Gold Wing with all factory options except the Airbag.

2009

Honda spoils future owners of the 2009 Gold Wing with the addition of XM Radio featuring traffic and weather reporting capabilities, plus an automatic tire pressure monitoring system proving once again that finding new solutions for the customers needs is THE way to stay strong in this business. Every fleet has a vessel hailed as the standard-bearer. At Honda, this would be the Gold Wing, where power, sporting performance and long-range luxury converge harmoniously to one great touring bike. And since variety is the spice of road trip life, we offer four different performance packages with features like Premium Audio, XMRadio with Navigation and real-time traffic and weather, a new Tire Pressure Monitoring System, heated grips and seat for your ultimate comfort, Anti-lock Brakes (ABS) and even one version with an airbag. And all that's in addition to the Gold Wing's integrated luggage and legendary engine. 1) PremiumAudio,ComfortandournewTirePressureMonitoringSystem(TPMS) 2) PremiumAudio,Comfort,TPMS,XMRadiowithreal-time-traffic,Weather*andNavigation 3) PremiumAudio,Comfort,TPMS,XMRadiowithreal-time-traffic,Weather,*Navigationand Anti-lock Brakes (ABS) 4) PremiumAudio,Comfort,TPMS,XMRadiowithreal-time-traffic,Weather,*Navigation, ABS and our exclusive Airbag. 895-928 lbs.

The base-model Gold Wing is called Audio Comfort ($20,999), which includes six-speaker audio with an 80-watts-per-channel external amplifier, comfort package (heated seats and grips, passenger backrest and foot-level warm-air ducts) and–new for 2009–a tire pressure monitoring system. For an additional $3,200, the Audio Comfort Navi XM model adds an integrated navigation system and–also new for 2009–XM satellite radio. Pony up another $1,100 for ABS and finally, for the top-of-the-line model we tested, another $1,200 for an airbag. Pick an options package that satisfies your needs and then choose a color that suits your personality: Candy Black Cherry (shown), Pearl Yellow, Metallic Silver, Deep Blue Metallic or Metallic Titanium. Wet Weight: 933 lbs. (Airbag model)

Whoa! Can any bike compete with the number of buzzers and whistles on this loaded Wing? Not likely. This bike has it all. Be warned, though. If you’re the type that gets a little spooked by techy things, brace yourself for the dizzying array of buttons, knobs and dials when you climb aboard. Cockpit is truly an accurate way to describe the view from the saddle.

2010 Honda GL1800 Gold Wing

Industry standard, now with air bag, sat-nav, XM and weather radio, ABS options. 1,823-cc, SOHC, horizontally opposed 6-cylinder with reverse; 895-928 pounds; $22,899-$27,999 Four-tier option packages. Meanwhile, we’ve been racking up miles of smiles on a 2010 Gold Wing for the better part of six months. Relegating it to has-been status would be premature; devoted GL1800 enthu­siasts see the 2010 model as the last “pure” American-made Gold Wing. Whereas styling of the 2001-2010 GL1800 flows organically with consistent coloring, the 2012 GL1800, with its squared-off saddlebags and two-tone paint, is less cohesive and has been called derivative of the BMW K 1600 GTL and Victory Vision.

Despite its appearance, the thing is like driving half a Porsche—the good half: makes the right sounds, handles great, flattens bumps, goes really fast by automobile standards (not so much by bike ones anymore). And now that you’ve got ABS and the world’s first motorcycle airbag (on our top-line $27,999 Gold Wing Airbag), you too have more leeway to ride like an ass. You do get everything else, including an Opening Ceremony on the bike’s computer monitor (into which you can program your name if you’re prone to forgetting it) every time you switch on the ignition, a highly advanced GPS navigation system (with its own 181-page manual), XM radio capability, air-adjustable suspension (with its own onboard compressor), cruise control, kitchen sink, etc… The 80-watt six-speaker stereo really does kick out the jams, as the kids say: It was cool to treat the tourists in downtown Solvang, California to Call me Mr. Flintstone! I’ll make yo bed rock…

This is a pivotal year for the Honda GL1800 Gold Wing, a plus-size luxury liner among touring motorcycles: there are not going to be any 2011 models. Not to worry, there will be 2012 Gold Wings. A spokesman for American Honda, Bill Savino, said the gap was a result of moving the bike’s production from Marysville, Ohio, to Kumamoto, Japan, one of Honda’s newest and most modern plants. "When we did that, we knew there would be a changeover period," Mr. Savino said. "So we built plenty of 2010s, to last us partway through 2011. The new 2012 will be out in later 2011."

For, despite its state-of-the-art brakes and electronics, 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.

2011

American Honda Motor Co., Inc. has notified the National Highway Traffic Safety Administration (NHTSA) that a potential defect relating to motor vehicle safety exists in the secondary master cylinder on certain 2001-2010 and 2012 model year GL1800 motorcycles.

According to American Honda, as of today its dealers have ceased selling Gold Wing GL1800 motorcycle models until they can be inspected for the existence of an out-of-tolerance part or parts that can cause the rear brake to drag. Moreover the company has launched an official recall of all GL1800s to have this inspection performed, from the initial 2001 models through some of 2012 production (2012 bikes built after a certain date in September 2011 are not affected). So far only 26 cases of dragging brakes have been reported as a result of the defect, and no crashes or injuries. In a phone call Honda reps also told us that among all of the GL1800s on the road, it expects less than 5 percent will actually require parts replacement.

Honda Motor Co. is recalling 126,000 touring motorcycles because of a brake problem that could result in a fire, according to the National Highway Traffic Safety Administration. Honda said the recall covers 2001-10 and 2012 GL1800 models sold as Goldwings. According to Honda, the bike's rear brake may still be partially engaged even after the rider released it. "Continued riding with the rear brake engaged/dragging may generate enough heat to cause the rear brake to catch fire," the company said. The problem was attributed to the braking system's secondary master cylinder. Honda told safety officials that it was alerted to the problem in July 2010 when a customer finished a ride, parked his bike, and a few minutes later "heard a small explosion, saw fire emanating from the rear brake area, and used a fire extinguisher to put out the flames." The company said it took 16 months to determine the problem and decide on the course of action, and that it was aware of 26 complaints in the United States including two fires.

Honda has decided that a defect which relates to motor vehicle safety exists in some 2001 to 2010 and 2012 model year GL1800/A motorcycles. Under certain conditions there is a possibility that the combined braking system’s secondary master cylinder may cause the rear brake to drag and may generate enough heat to cause the rear brake to catch fire. The secondary master cylinder is a component of the combined braking system that is activated by a push rod via torque reaction from the front left brake caliper and applies pressure to the outer pistons of the rear brake caliper.

2012

Honda made subtle changes to the made-in-Japan 2nd Gen Wing. 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. 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. 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.

With new styling, instruments, more luggage capacity, comfort, improved handling and updated electronics, the changes to the 2012 Honda Gold Wing are both strong and subtle. Four colors and equipment packages (Comfort, Navi, ABS and Airbag) return for 2012, priced $23,199-$28,499. We’ll have a full test in a future issue.

Most apparent is the bodywork and luggage, which has been streamlined in appearance yet holds about 7 liters more, for a total of about 150 liters. Each saddlebag lid will close with a full-face helmet and more inside now, the trunk still holds two, and two can be suspended from the helmet locks under the trunk when parked. Two-up riders carrying two sets of raingear, sweaters, cameras, clothing, shoes, etc., will still benefit from adding a luggage rack on the trunk; the factory accessory requires installing the optional spoiler/ brakelight (the Gold Wing’s second best-selling accessory after the CB radio). The fairing and passenger pockets are handy and the new locking pocket on the tanktop of non-airbag models is cavernous and useful (though I’d like a hinged lid on it instead of the removable one, which like the gas cap, needs a place to go when you take it off).

When BMW unveiled the all-new 2012 K 1600 GTL, a high-tech, high-performance replacement for the long-running K 1200 LT, the company declared that it had built “a shark, not a whale,” a thinly veiled jab at the Honda Gold Wing GL1800. Around the same time we got our first ride on the GTL (and its sport-touring sibling, the K 1600 GT) in South Africa, Honda unveiled the 2012 Gold Wing, featuring new bodywork, more luggage capacity, better handling, a redesigned cockpit and updated audio and navigation—a significant refresh but well short of an overhaul. Since then we’ve logged thousands of miles on the K 1600 GTL and Gold Wing (read reports in our May, July and August 2011 issues or at ridermagazine.com), and as enjoyable as it has been to ride them in places as disparate as Africa and Appalachia, one can’t help but wonder: Are they truly comparable?

After a hiatus in 2011, the Honda Gold Wing touring motorcycle is back as an early-release 2012, complete with plenty of upgrades. Most noticeable when riding the new Gold Wing is the firmer suspension, along with a new pair of tires. Riding the 2012 Honda Gold Wing back to back with the ’10 version, the difference is not astounding, though certainly more significant than subtle. The tires mean the new Gold Wing has easier turn-in, and the tauter suspension eliminates wallowing in the corners. Riders on the 2012 will score far fewer touchdowns in corners than their friends on older versions. Comfort remains outstanding–the suspension is still plush, absorbing pavement irregularities as if they didn’t exist. Price: $23,199 to $28,499 Curb Weight: 904 – 933 pounds, depending on option packages selected (includes all standard equipment, required fluids and full tank of fuel-ready to ride)

The Gold Wing, on the other hand, has numerous large buttons and switches covering its entire cockpit area, and even more on this 2012 model than in years past. It's all very PlaySkool, and while it's easy to see the buttons and poke at them, it's not aesthetically pleasing, and frankly isn't as safe as the BMW's setup because you have to take a hand off the handlebar to reach most of them. Brent actually preferred the old-school switches for some things, like the heated grips, questioning why someone would want to scroll through a menu when he could simply flip a switch.

Manufacture of the Gold Wing shifts to the ultra-modern facility in Kumamoto, Japan, where production on a gigantic scale will see as many as 1800 motorcycles produced in a single day. The new 2012 Gold Wing brings upgraded styling along with a dazzling array of sophisticated electronic amenities including a next-generation GPS navigation system with user-friendly programmability for sharing favorite ride routes, which can be accessed online via computer, plus a built-in MP3/iPod® interface for the new SRS CS Auto™ technology surround-sound system. The 2012 Gold Wing also boasts increased luggage capacity, greater protection from wind and weather, revised suspension settings for enhanced ride compliance, and unparalleled comfort for both rider and passenger. In addition to its power-laden yet refined drivetrain and delightfully sporty handling, packages for ABS and airbag do much to further the Gold Wing's reputation as the most celebrated touring machine in motorcycle history.

For the 2012 model, the production base was moved to the Kumamoto Factory in Japan, and together with a new styling, Honda equipped the Goldwing with a complete set of equipment, including USB (MP3/WMA music files)/iPod-compatible digital audio and Navi PC Link.

Motorcycle navigation system

Motorcycle navigation systemRather than using the DVD or hard disks generally found in automobiles for the control unit, the hardware is configured with semiconductor parts. The map media uses compact flash memory (in place of the current SD memory card), improving reliability for vibration or impact. Because the layout is such that sunlight hits the display directly, if motorcycles are equipped with a color LCD, the screen may be lighter or darker depending on the weather, time of day, and the presence of covering objects above the vehicle, significantly changing visibility. Thus, along with specifying a clear lens with a curved surface so that sunlight and impressions of the sky are not reflected in the display area, Honda adopted a transflective TFT-type color LCD display module for excellent visibility in a variety of environments. Moreover, taking operability while riding into consideration, Honda concentrated the controls for voice guidance replay required for operation while riding and zooming in or out from maps at the bottom of the left handlebar switch area, allowing operation without the rider removing a hand from the handlebars. Because taking a long look at the guidance screen during riding on a motorcycle is difficult, it is necessary to be able to easily identify the direction to proceed in with only voice guidance. Therefore, Honda did our utmost to eliminate unnecessary words, and set voice guidance that is easy for the rider to understand. To suppress as much as possible the effect of external noise on the rider during riding, Honda enhanced the voice band connected with the audio system, and established an auto-volume control to automatically change the volume in line with vehicle speed. On the display screen, pop-up screens are displayed in combination with the voice guidance so that intersection guidance can be distinguished at a glance, making navigation easier. Furthermore, a ten-point countdown bar is displayed so that the rider can get a direct sense of the distance to the target intersection or interchange, with accurate guidance given for turns.

2013

Of the manufacturers actively promoting the next generation of motorcyclists, Honda has been at the forefront recently. The first indicators were its jump into the entry-level sportbike niche with the release of its CBR250R. Suddenly Kawasaki’s best-selling little Ninja had a worthy opponent. Honda continued this trend with the introduction of its affordable, rider-friendly 500-series of motorcycles this year along with the release of its versatile NC700X before that. Honda’s efforts even extend to its flagship luxury touring motorcycle, the Gold Wing, which also got a refresh in 2013, the new Honda F6B the best hope yet to attract younger rides to the virtues of the stalwart Flat Six-powered motorcycle.

In its effort to liven up the look and expose the Wing to a wider demographic, Honda began by lopping off the plush passenger accommodations and topcase, replacing them with a standard pillion pad, black aluminum grab rails, and dual hard locking saddlebags integrated into one cohesive tail section. The wide front cowling sports a more aggressive look, anchored by the shorty windscreen sandwiched between revamped mirrors, basically the units from the Wing flipped upside down. The view from the side showcases an attractive triple louver design while the panels are skinnier. The exhaust cover is also smaller which allows a hint of chrome from the pipes to peak out beneath the horizontally opposed six-cylinder engine. At the far end of those pipes rests re-designed exhaust tips. Honda also swapped out seats, the new Gunfighter saddle shorter, thinner, and at 28.5 inches, a half-inch lower than the one found on the Wing. And while its engine remains virtually unchanged, Honda eliminated the reverse gear that comes standard on the Gold Wing. The combination of losing the topcase, dropping the extra gear, and ditching a few options like cruise control and its wiring resulted in trimming 62 pounds from the GL1800. It also lowered its center of gravity. Throw in a blacked-out color scheme and the 2013 F6B has its own sporting long and low identity.

Honda hasn't given up any of the Gold Wing's La-Z-Boy amenities. It's just repackaged them for a younger audience. Instead of Baby Boomers, the new Gold Wing is angling for iconoclastic Gen Xers, who are getting to an age where they, too, appreciate an upright riding position, comfortable seat and quiet powertrain to preserve what remains of their hearing. Priced like a car, the $19,999 Gold Wing F6B is sized as if a Civic was chopped in half. It is, however, easier to ride than it looks. Its center of gravity is lower than the outgoing model, making it easier to control. The redesigned seat is also wide where it counts but narrow where it meets the tank, allowing vertically challenged riders to sit flat footed more easily when stopped. Both improvements are important to a bike that lost 62 pounds in its redo but still tips the scales at 842 pounds.

Taking an historical perspective, we can see that the F6B is really a natural extension of the original Gold Wing concept, one that benefits from equal measures of innovation, performance and refinement in its basic DNA. Back in 1972, race bike-engineering giant Soichiro Irimajiri headed up design of the exquisitely sophisticated and ultra-high-performance prototype M1 motorcycle, specifically to explore the outer limits of the Grand Touring concept. The final result was truly a breakthrough machine, one that set new standards of design and performance thanks to its liquid-cooled horizontally opposed six-cylinder engine with shaft drive—features that appear in today’s F6B.

2014

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. […] …

References

Wikipedia:WikiProject Motorcycling

External Links

• Birkitt, Malcolm (1995). Honda gold wing. London: Osprey Automotive. ISBN 9781855324435.
• Birkitt, Malcolm (1999). Honda Goldwing & Valkyrie. Oxford: Osprey. ISBN 9781855328792.
• Falloon, Ian (2001). Honda Gold Wing. Sparkford Newbury Park, Calif: Haynes Pub. Haynes North America. ISBN 9781859606605.
• Holmstrom, Darwin (2000). Honda gold wing. North Conway, N.H: Whitehorse Press. ISBN 9781884313226.
• Rau, Fred (2010). Motorcycle touring bible. St. Paul, Minn: Motorbooks. ISBN 9780760337417.
• Scotto, Emilio (2007). The longest ride : my ten-year, 500,000 mile motorcycle journey. St. Paul: MBI Pub. Co. Motorbooks. ISBN 9780760326329.
• Vreeke, Ken (1994). Gold Wing : the first 20 years : twentieth anniversary. Torrance, CA: American Honda Motor Co., Inc. ISBN 0964249103.
• West, Phil (2003). Honda Gold Wing : the complete story. Ramsbury: Crowood. ISBN 9781861265845.
• Wright, Ron (2011). Clymer Honda GL1800 Gold Wing, 2001-2010. Overland Park, Kan: Clymer. ISBN 9781599693873.
• Darlington, Mansur (1983). Honda GL1000 Gold Wing owners workshop manual. Yeovil: Haynes. ISBN 9780856967108.
• Rogers, Chris (1981). Honda GL1100 Gold Wing owners workshop manual. Yovil, Somerset, England Newbury Park, Calif: Haynes Pub. Group Distributed in the USA by Haynes Publications. ISBN 9780856966699.
• Ahlstrand, Alan (1997). Honda GL1200 Gold Wing owners workshop manual. Sparkford Nr Yeovil, Somerset, Eng. Newbury Park, Calif: Haynes Pub. Haynes North America. ISBN 9781563921995.

• Ahlstrand, Alan (2000). Honda GL1500 Gold Wing owners workshop manual. Sparkford Nr Yeovil, Somerset, Eng. Newbury Park, Calif: Haynes Pub. Haynes North America. ISBN 9781563924064.
• Ahlstrand, Alan (2012). Honda GL1800 Gold Wing : service and repair manual. Newbury Park, Calif. Sparkford: Haynes. ISBN 9781563929731.

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• Birkitt, Malcolm (1995). Honda Gold Wing. Osprey. ISBN 978-1855324435. {{cite book}}: Unknown parameter |month= ignored (help)

• Birkitt, Malcolm (28 June 1999). Honda Gold Wing and Valkyrie (2nd ed.). Motorbooks. ISBN 9781855328792.

• Falloon, Ian (19 November 2001). Honda Gold Wing. Haynes Manuals. ISBN 9781859606605.

• Holmstrom, Darwin (1 December 2000). Honda Gold Wing. Whitehorse Press. p. 80. ISBN 9781884313226. Retrieved 17 January 2014.

• Rau, Fred (8 January 2011). Motorcycle Touring Bible. Motorbooks. ISBN 9780760337417.

• Scotto, Emilio (15 March 2007). The Longest Ride: My Ten-Year 500, 000 Mile Motorcycle Journey. Motorbooks. ISBN 9780760326329.

• Vreeke, Ken (1994). Gold Wing: The First 20 Years (Twentieth Anniversary ed.). American Honda Motor Co. ISBN 978-0964249103.

• West, Phil (2003). Honda Gold Wing: The Complete Story. The Crowood Press. ISBN 9781861265845. {{cite book}}: Unknown parameter |month= ignored (help)

• Wright, Ron (31 March 2011). Clymer Honda GL1800 Gold Wing, 2001-2010. Clymer Publishing. ISBN 978-1599693873.

• Haynes, John (29 June 1991). Honda GL1000 Gold Wing, 999cc 1975 to 1979, Owners Workshop Manual. Haynes Manuals. ISBN 978-0856967108.

• Haynes, John (6 January 1983). Honda GL1100 Gold Wing, 1085cc 1979 to 1981, Owners Workshop Manual. Haynes Manuals. ISBN 978-0856966699.

• Haynes, John (8 August 1998). Honda Gold Wing 1200, 1984 thru 1987 □ 1200cc, Owners Workshop Manual. Haynes Manuals. ISBN 978-1563921995.

• Haynes, John (1 June 2001). Honda Gold Wing 1500, 1988 thru 2000 □ 1500cc, Owners Workshop Manual. Haynes Manuals. ISBN 978-1563924064.

• Editors of Haynes Manuals (15 June 2012). Honda GL 1800 Gold Wing, '01 to '10, Service & Repair Manual. Haynes Manuals. ISBN 978-1563929731. {{cite book}}: |author= has generic name (help)

• http://commons.wikimedia.org/wiki/File:Blake_Shelton_at_the_Florida_Strawberry_Festival_2013-03-10_at_21-13-34.jpg
• http://www2.tbo.com/entertainment/breaking-news/2013/mar/04/martina-mcbride-to-play-at-strawberry-festival-on-ar-649256/
• http://www2.tbo.com/news/breaking-news/2013/mar/07/martina-mcbride-gets-fixings-for-a-tasty-treat-fro-ar-651213/
• http://www2.tbo.com/news/plant-city/2013/mar/11/8/florida-strawberry-festival-hits-single-day-attend-ar-655405/
• http://www2.tbo.com/news/news/2013/mar/11/8/florida-strawberry-festival-hits-single-day-attend-ar-655405/
• http://www2.tbo.com/news/news/2013/mar/12/memeto3-strawberry-festival-breaks-record-on-final-ar-655925/
• http://www2.tbo.com/news/news/2013/feb/28/13/fxctspo1-the-florida-strawberry-festival-from-a-to-ar-645313/
• http://www.baynews9.com/content/news/baynews9/on-the-town/article.html/content/news/articles/bn9/2013/2/28/plant_city_s_strawbe.html
• http://www.baynews9.com/content/news/baynews9/news/article.html/content/news/articles/bn9/2013/3/10/last_day_for_strawbe.html
• http://www.theledger.com/article/20130228/ENT/130229293
• http://www.theledger.com/article/20130303/ENT/130309807
• http://www.tampabay.com/news/humaninterest/strawberry-provides-sweet-reminisces-for-plant-city-community/1276784
• http://www.tampabay.com/news/humaninterest/love-of-country-music-keeps-luring-english-couple-to-strawberry-festival/2107823
• http://www.tampabay.com/things-to-do/music/blake-shelton-leaves-sold-out-strawberry-festival-crowd-happy/2108173
• http://www.bradenton.com/2013/02/28/4412255/big-name-musicians-small-town.html
• http://www.wtsp.com/news/topstories/article/301148/250/Berry-Exciting-Fla-Strawberry-Festival-opens-in-Plant-City
• "LS650L1 (NP41A)" (PDF). Parts Catalogue. Suzuki. 2010. Retrieved 20 June 2013.
• http://www.motorcyclespecs.co.za/model/yamaha/yamaha_sr500%2078.htm
• http://dropbears.com/y/yamaha/sr500info.htm
• http://global.yamaha-motor.com/news/2004/0323/personnel.html
• https://www.yamaha-motor.co.jp/global/news/2007/02/06/personnel.html
• http://global.yamaha-motor.com/news/2008/1224/personnel2.html
• http://www.yamaha-motor.eu/designcafe/en/about-design/development/index.aspx?view=article&id=441178
• http://www.coroflot.com/glynnkerr/motorcycle-design-association
• http://www.conceptcaronline.com/news/design/cardesignnews26.php
• http://www.motorcycledesign.com/news-a-events/39
• Yamaha MT-01
• http://www.gk-design.co.jp/english.html
• http://nipponnews.photoshelter.com/gallery/GK-Dynamics/G0000hzHQDGB39Ns/
• "2013 Suzuki Boulevard S40 650 Walkaround 2013 Quebec Motorcycle Show" (Video). YouTube. Retrieved 25 July 2013.
• http://www.statssheet.com/articles/article45887.html
• http://www.kawasaki-cp.khi.co.jp/environment/model_eco/top.html
• http://www.motorcycleclassics.com/classic-japanese-motorcycles/kawasaki-w2tt-commander.aspx
• http://www.winni-scheibe.com/ta_k&s/w1.htm