Honda Gold Wing

The Gold Wing is a heavy touring motorcycle with a water-cooled four- or six-cylinder boxer engine and cardan drive from Honda . The first GL 1000 model with a displacement of 1000 cm³ was presented in autumn 1974 at the IFMA in Cologne. It was initially manufactured in Japan and from 1979, primarily for the American market, in Marysville , Ohio (USA). In mid-2009 motorcycle production at the Marysville plant was stopped and relocated to Kumamoto (Japan). In the course of many years of further development of this series, the manufacturer gradually increased the displacement up to the current level of 1832 cm³.

Honda regards the Gold Wing as its flagship, developed and built for motorcyclists who expect the highest level of comfort, safety and weather protection on long journeys and for whom the purchase price and the vehicle weight only play a subordinate role.

In addition, many equipment details such as audio and CB radio systems, ABS, cruise control, seat heating, reverse gear or airbags from the automotive sector were integrated into the concept, sometimes long before the competition or, as with the airbag, as a unique selling point. This is why critics and admirers often refer to it as the “car on two wheels” or the “queen of the country road”. Even after production has ceased there, the United States remains the main market for the Honda Gold Wing.

Development history

In 1972, Honda wanted to stand up to the competition from Kawasaki , BMW and Moto Guzzi and built a six-cylinder boxer engine with 1470 cm³ in a newly designed frame. This 220 kg prototype with the designation M1 / ​​AOK did not go into series production. It is rumored that the rear end including the gearbox, cardan shaft, brakes, exhaust system and seat were copied from the BMW R 75/5 , unless they were actually original BMW parts. The fork came from the previous top model, the Honda CB 750 Four . Honda changed the concept and instead of the six-cylinder engine, designed a water-cooled four-cylinder boxer engine (with 180 ° crank pin offset) and toothed belt drive for the overhead camshafts that operated two valves per cylinder. The gearbox was integrated under the crankshaft in the engine block, the generator turned in the opposite direction to the crankshaft in order to reduce the reverse torque when accelerating. Four constant pressure carburetors from Keihin with 32 mm passage prepared the mixture. The engine was designed with a short stroke, with a 72 mm bore and 61.4 mm stroke. In the more than forty years of construction, Honda enlarged the engine of the series several times and kept offering new equipment details that made the Gold Wing one of the heaviest and most expensive touring motorcycles on the market.

Models

GL 1000 (1974–1980, GL 1)

Honda Goldwing GL 1000 (1975)

The first Gold Wing has a water-cooled four-cylinder boxer engine with a displacement of 1000 cm³ and an output of 61  kW (82  hp ). It was offered in Germany in 1975 for DM 9268, which, adjusted for inflation, corresponds to an amount of EUR 12,400 today.

The GL 1000 was the first Japanese series machine with a cardan drive  - BMW had already had this type of power transmission in the R 32 in the form of a shaft drive since 1923 . The braking system with three disc brakes was new to a motorcycle . Due to the high weight of 295 kg, the chassis was overwhelmed in fast corners and then sometimes got dangerously swimming.

Under the cover of the dummy fuel tank with fuel gauge in front of the driver, there is a storage compartment and the fuel nozzle; the 19 liter fuel tank itself is located in the frame triangle under the seat, which, together with the gearbox below the crankshaft, ensures the lowest possible center of gravity. This construction principle is retained up to today's models. The side covers of the dummy tank can still be folded down on the GL 1000; this is no longer possible with the following models. On the left is the on-board electrical system with flasher unit , alternator - charge regulator and fuses.

Under the right flap of the infected coolant - surge tank , and - in K0, K1 and K2 - the plug-emergency kick starter that has been inserted to a shaft behind the alternator and allowed another starting with an empty battery.

The GL 1000 was given a new internal model name every year during its construction:

Construction year	model	improvement / change to be highlighted
1974-1975	K0	The "original machine", presented in 1974 at the IFMA in Cologne
1976	K1 / LTD	Limited edition of 1295 pieces, gold anodized spokes and rims, chrome-plated screws
1977	K2	Conical bearings instead of ball bearings in the steering head, speedometer with mph and km / h
1978	K3	Comstar rims (steel front, aluminum rear), chrome exhaust, longer fork, FVQ damper system
1979	K4 / KZ	rectangular turn signals, halogen headlights

The Gold Wing gained sad fame because of three spectacular accidents without outside influence, one of them fatal, in connection with the Krauser “cockpit” handlebar covers, which were approved by TÜV Bavaria. Honda was sentenced to pay damages despite personal letters from its Gold Wing customers warning them not to use the fairing .

Since the GL 1100 was to come onto the German market in 1980, the purchase price was drastically reduced that year. A well-known motorcycle dealer sold the last GL 1000 for 6666.66 DM. This corresponds to 7,300 euros today.

GL 1100 (1980–1983, SC 02)

GL 1100 Interstate, SC02, 1982

The engine, which has been enlarged to 1085 cm³, has a higher torque of 90 N m (GL 1000: 80 Nm) and an improved chassis with roughly the same output . Additional equipment was added later: windscreen, full fairing, set of cases up to the luxury touring model “Aspencade”.

In addition, the Aspencade model from 1982 onwards had an integral brake that acted on both the rear and front right brakes when the foot brake was pressed. However, this model was never officially imported to Germany - whoever wanted to buy the Aspencade had to fall back on gray imports.

GL 1200 DX (1984–1988, SC 14)

GL 1200 Aspencade, SC14, 1986

The last Gold Wing with a four-cylinder engine weighs 333 kg and has an engine with hydraulic valve lifters that develops 70 kW (94 hp) at 7000 rpm. It is the first Goldwing in which the fittings are permanently built into the fairing instead of mounted on the steering head (exception is the standard without fairing). In addition, from the Aspencade model there was the integral brake introduced in the GL 1100. As with the GL 1100, only the Interstate model was officially sold to Germany, so that the integral brake system was again reserved for gray imports.

There are four different versions of the GL 1200 with the following distinguishing features:

execution	description
default	"Naked bike" without fairing and case, analog round instruments
Interstate	additionally full fairing, side case and top case
Aspencade	additional digital instruments, integral brake, radio / cassette, built-in compressor for air suspension
LTD and SE-i	additionally injection system, level control, cruise control, cornering lights, on-board computer, CB radio

GL 1500 (six-cylinder, 1988-2001, SC 22)

Honda GL 1500 SE (1993)	Data
engine	6-cylinder four-stroke boxer engine
Displacement	1520 cc
Bore × stroke	71 × 64 mm
compression	1: 9.8
Power at 1 / min	74 kW (98 hp) at 5200
Torque at 1 / min	150 Nm at 4000
Carburetor	2 Keihin CV downdraft carburetors, Ø 33 or 36 mm
cooling	Water cooling
transmission	5-speed gearbox with overdrive plus electr. Reverse gear
Final drive	Cardan drive
coupling	Multi-disc clutch in an oil bath
frame	Double loop tubular steel frame
Front brake	Double disc brake, Ø 296 mm
rear brake	Disc brake, Ø 296 mm
Front suspension	Telescopic fork , Ø 41 mm, hydraulically dampened
Front travel	140 mm
Rear suspension	Swing arm, air-assisted on the right
Rear suspension travel	105 mm, pneumatically adjustable preload
wheelbase	1700 mm
overall length	2630 mm
Overall width	955 mm
Total height	1525 mm
Seat height	770 mm
Front tire size	130 / 70R18 63H
Rear tire size	160 / 80R16 75H
Empty weight	390 kg
Perm. total weight	570 kg
Tank capacity	23 liters
Standard consumption	6.5 l / 100 km (petrol)
Top speed	184 km / h
acceleration	4.9 seconds to 100 km / h

GL 1500 SE-US, SC22, 1998

GL 1500 case and fittings

In 1987 the GL 1500 appeared in the USA, for the first time with a six-cylinder engine and 74 kW (98 hp) output. In 1988 the new model was also introduced in Europe. The large engine dispensed with four-valve technology and high speeds in favor of longevity and torque. The red area began at 5,500 rpm, instead of 7,500, as with the last four-cylinder engines, the highest torque at 4,000 rpm. A 180 ° crank pin offset ensured that the opposing pistons moved inwards or outwards at the same time, which gave the engine a very smooth running.

The Interstate was the base model and Honda called the luxury version again Aspencade. The now 390 kg motorcycle had a real overdrive for an even lower speed level when traveling and a cruise control as well as a novelty the electric reverse gear, which supported the driver with the starter motor when maneuvering (not on the interstate). The GL 1500 SE (Special Edition), which was also offered from 1990, had a radio with cassette drive, two-tone paintwork and, in the USA, additional cornering lights that switched on when they flashed.

Two loudspeakers, or four loudspeakers in the SE, either installed in the open or optionally installed in the helmet, are used for audio playback. An intercom system could be used to speak to the pillion or pillion passenger. Helmet and motorcycle are connected by spiral cables with plug-in couplings that break in the event of a forced separation between the driver and the motorcycle. Communication with other Gold Wing drivers is possible through an optionally available CB radio.

Honda Valkyrie / F6C

Honda Valkyrie Interstate

It was not until 1993 that the models in Germany were officially delivered with a high windshield and top case. Until then, due to the StVO, both the windshield and the topcase were only attached to the GL 1500 at a low height, which earned the topcase the nickname “pizza case”. In retrospect, the GL 1500 from before 1993 can be regarded as the forerunner of the F6B, which was released in 2012.

In 1995, Honda reduced the seat heights of all variants with a new, now uniform bench by 10-30 mm. From 1996 the entry-level Interstate was discontinued. No major modifications were introduced to the 1500 until 2000, the 25th year of Gold Wing production. Honda was already concentrating on the development of the GL 1800.

The growth of the market in the large cruiser segment, from which Harley-Davidson benefited primarily, prompted Honda of America to start developing a new motorcycle in retro design with the Gold Wing's six-cylinder boxer engine in 1992. From 1997 the GL 1500 was also offered as an unclad model Valkyrie or F6C. The name Gold Wing was reserved for the clad models.

The engine was revised, got six 28 mm Keihin carburettors instead of the two 36s and a camshaft with different opening times in favor of higher performance. The hydraulic valve lifters were replaced by mechanical ones, which made shorter maintenance intervals necessary. The steel frame in cruiser look was supplemented by many chrome parts, conventional struts at the rear and a teardrop-shaped tank with a capacity of 20 liters. Leather panniers were available for the basic version. The Valkyrie Tourer variant had painted plastic cases and a high windshield instead and was offered in black or in red and white two-tone paint.

In 1999, the Valkyrie Interstate added side cases, a 49-liter topcase and a large handlebar cover with double headlights in the style of the automobiles of the 1950s. Honda attempted to compete with the Harley-Davidson Elektra Glide without taking away its own modern Gold Wing customers. The tank was a little larger with 26 liters and a radio with speakers was installed in the handlebar-mounted fairing. The Valkyrie Interstate was built parallel to the new Gold Wing GL 1800 until 2001. However, Honda decided not to equip it with the new engine and in 2002 it was no longer offered. The 2003 presented Honda Valkyrie Rune with the 1832 cm³ engine was no longer a classic cruiser.

GL 1800 (2001-2017, SC 47 and SC 68)

Honda GL 1800 (2001)	Data
engine	6-cylinder four-stroke boxer engine
Displacement	1832 cc
Bore × stroke	74 × 71 mm
compression	1: 9.8
Power at 1 / min	87 kW (118 hp) at 5500
Torque at 1 / min	167 Nm at 4000
injection	Computer controlled fuel injection PGM-FI
cooling	Water cooling (with electric fans)
transmission	5-speed gearbox with overdrive plus electr. Reverse gear
Final drive	Cardan drive
coupling	Multi-disc clutch in an oil bath
frame	Double profile frame made of aluminum
Front brake	Double disc brake, Ø 296 mm
rear brake	internally ventilated disc brake, Ø 316 mm
Anti-lock braking system	ABS with traction control as standard
Front suspension	Telescopic fork , Ø 45 mm, hydraulically damped
Front travel	140 mm
Rear suspension	Pro-Link, single telescopic shock absorber on the right
Rear suspension travel	105 mm, electrohydraulically adjustable preload
wheelbase	1692 mm
overall length	2633 mm
Overall width	947 mm
Total height	1454 mm
Seat height	740 mm
Front tire size	130 / 70R18 63H
Rear tire size	180 / 60R16 74H
Empty weight	399 kg
Perm. total weight	602 kg
Tank capacity	25 liters
Standard consumption	6.3 l / 100 km (petrol)
Top speed	200 km / h
acceleration	4.3 seconds to 100 km / h

GL 1800 (SC 47) from 2001

GL 1800 (SC 68) from 2011

From 2001 Honda sold the Gold Wing GL 1800 with a newly developed six-cylinder boxer engine . The new model with the model code SC 47 had 1,832 cm³ displacement and 87 kW (118 hp). With the new aluminum bridge frame and the load-bearing motor, the dry weight sank again to 363 kg. The very low center of gravity and the seat height of 74 cm gave the GL 1800, together with the wide handlebar, surprisingly easy handling. An injection allowed the use of two catalysts of controlled in order to meet the requirements of EURO-2 standard. The valves were operated via bucket tappets in order to extend the maintenance intervals and timing chains replaced the previous belt drive of the camshafts. The maximum torque of 167 Nm is already reached at 4000 min ⁻¹ . In comparison, the BMW R 1200 GS , which is known for its very powerful torque, it is only 125 Nm at an engine speed of 6500 min ^-1 . Thanks to the very voluminous exhaust system, the GL 1800 is a very quiet motorcycle when driving. At a constant cruising speed of 100 km / h, the wind and tire noise are louder than the engine.

The compound braking system Dual-CBS-ABS (series from 2004; see also: Anti-lock braking system for motorcycles ) always decelerated both wheels. The rear wheel was guided by a single-sided swing arm and could be dismantled like a car wheel to change tires, the brake including the brake disc on the final drive remained. An electric reverse gear made maneuvering easier when the car was stationary. The height of the large windscreen with a central ventilation flap for warm summer days could only be adjusted manually, but the preload of the rear shock absorber was operated electrically and two memory buttons made it possible to call up two personal presets for the solo or Passenger operation. The height of the four H7 headlights for dipped and main beam was also electrically adjusted.

Also standard were cruise control, a spacious 66-liter topcase and two 40-liter cases with a central lock. There is also a weatherproof radio housed in the dummy tank with loudspeakers in the cladding and an intercom for communication between driver and front passenger. The coded ignition key unlocked both the suitcases and the electronic immobilizer. The case system and the engine were protected by crash bars, which should also prevent it from tipping over and make it easier to set up the motorcycle.

The very large pillion seat was equipped with a high backrest and armrests. A multitude of equipment options, including an airbag, was also available and could drive the price well over 30,000 euros. Honda wanted to continue to offer the most comfortable and luxurious motorcycle on the world market, (quote :) .. that other two-wheelers have nothing to oppose.

As of 2010, due to the abandonment of motorcycle production in Marysville and the conversion of the plant to auto components, no new Gold Wings were manufactured there, only stocks were sold. From 2012 the GL 1800 was no longer built by Honda of America, but only at the Kumamoto plant in Japan. Although the engine, drive train, chassis and brakes remained completely unchanged compared to the first generation, Honda gave the new type designation SC 68. The changes compared to the SC 47 were essentially limited to a new audio and navigation system, a central glove compartment in the fuel tank and a Completely changed rear section with larger side cases and new indicators and taillights. This second-generation GL 1800 was offered in Europe until the end of 2016 and, like many other large-displacement motorcycles, was taken out of the range at the beginning of 2017 due to stricter emissions regulations. It was still sold in the USA in 2017.

Motorcycle airbag

After 15 years of development work, Honda launched the first airbag in a motorcycle in September 2006 in the Gold Wing 1800 for an extra charge of 3000 euros . The V-shaped airbag module sits in front of the driver, holds 150 liters and is firmly attached to the motorcycle. It is triggered by an electronic system with four sensors in the front fork that register changes in acceleration and braking behavior. Fifteen hundredths of a second after an impact is detected, the momentum of the driver thrown forward is absorbed by the airbag. The effect was tested by the ADAC at 72 km / h and rated positively.

Trailer operation

GL 1800 with trailers in Norway

The Gold Wing 1800 is one of the few motorcycles for which towbars are also available with a German TÜV certificate. Up to 235 kg trailer load is possible with the GL 1800, depending on the provider. The heavy motorcycle with very good ABS brakes, low center of gravity and high torque (167 Nm) at low speeds is recommended by experienced trailer pilots as a towing vehicle for motorcycle trailers .

Valkyrie Rune (2004/2005)

A "naked" version of the GL 1800, as it existed up to the GL 1200 and the GL 1500 as the F6C , was introduced in 2003 with the Honda Valkyrie Rune . Of this version, however, only 1200 pieces were built, only 20 pieces were officially offered outside the USA in Austria and it is accordingly rare to find it.

Goldwing F6B and F6C (2013-2017)

Honda F6B (2013)

To get into the niche of the first only by Harley-Davidson and Victory occupied excavators (of English. Bag advocate [saddle] pocket), Honda of America brought under the leadership of the developer Asao Itaya in 2013 F6B on the market. Excavator motorcycles are touring motorcycles reduced in the opulence of their equipment. In the case of the F6B, the parts that otherwise stand for the typical gold wing luxury such as the top case, navigation system, reverse gear and similar equipment details have been omitted. The drive and chassis remained unchanged. The seat height has been reduced by 15 mm and the weight to 385 kg.

The F6C presented at the end of 2013 - not to be confused with the F6C from 1997 to 2004 - was reduced even further to the essentials. Here, too, the chassis geometry and engine are unchanged. The look, however, tends more in the direction of a custom bike and has been made more “martial” by omitting the lush front fairing and the otherwise usual suitcase, as described by Motorrad magazine. At 341 kg, the weight of this variant is significantly below that of the F6B.

GL 1800 (SC 79)

Honda GL 1800 (2018)	Data
engine	6-cylinder four-stroke 24-valve SOHC boxer engine
Displacement	1833 cc
Bore × stroke	73 × 73 mm
compression	1: 10.5
Power at 1 / min	93 kW (125 PS) at 5500
Torque at 1 / min	170 Nm at 4500
injection	Computer controlled fuel injection PGM-FI
cooling	Water cooling (with electric fans)
Manual transmission	6-speed gearbox with overdrive plus electr. Reverse gear
Automatic	7 speed DCT transmission including reverse gear
Final drive	Cardan drive (2,615)
coupling	Multi-disc clutch (s) in an oil bath
frame	Aluminum bridge frame
Front brake	Double disc brake, Ø 320 mm
rear brake	internally ventilated disc brake, Ø 316 mm
Anti-lock braking system	ABS with traction control as standard
Front suspension	Double trailing arm fork, hydraulically damped
Front travel	140 mm
Rear suspension	Pro-Link, single telescopic shock absorber on the right
Rear suspension travel	105 mm, electrohydraulically adjustable preload
wheelbase	1695 mm
overall length	2475 mm (Tour model 2575 mm)
Overall width	925 mm
Total height	1340 mm (Tour model 1430 mm)
Seat height	745 mm
Turning circle	3.4 m
Front tire size	130 / 70R 18 63H
Rear tire size	200 / 55R 16 77H
Weight with a full tank	365 kg (Tour 379 kg / with airbag 383 kg)
Perm. total weight	554 kg (Tour 571 kg)
Tank capacity	21 liters
Standard consumption	5.6 l / 100 km (petrol)
CO2 emissions	128 g / km (131 g / km with DCT)
Top speed	180 km / h

GL 1800 (SC 79) from 2018

GL 1800 (SC 79)

Since January 2018, Honda has been selling a completely new and, with the European basic version with a full tank of 365 kg, much lighter GL 1800, which was presented in California on October 5, 2017. This Gold Wing has a new, shorter six-cylinder boxer engine with an optional automatic 7-speed double clutch transmission (DCT) or 6-speed manual transmission, a double longitudinal control arm front suspension instead of the telescopic fork and reduced dimensions and weights. In addition, an electronically adjustable chassis, electric windscreen adjustment, extensive cockpit electronics with menu control and, in the highest equipment variant, again the only motorcycle airbag.

According to Honda, like the first GL 1800 in 2001, the motorcycle is again targeting an even younger, but financially strong clientele, as satisfied riders who already own a Gold Wing 1500 or 1800, because of the durability and reliability of their motorcycle and the high costs often no longer consider switching to a newer model.

Honda offers different model variants of the SC 79. What they all have in common is the engine with a square stroke / bore ratio of 73 × 73 mm and the chassis with the unusual double-link fork, which during compression does not bring the front wheel closer to the engine, as with a telescopic fork, but rather guides it almost vertically upwards. This allows the engine and the driver to move further forward, reducing the overall length. A side effect of the front wheel guidance is the turning circle of just 3.40 meters. In addition, by decoupling the guidance, suspension and damping, a finer responsiveness of the fork should significantly improve the driving characteristics. The steering head angle is 30.5 °.

The rounded design of the GL 1800 presented in 2001 is replaced by a more angular and slimmer appearance that combines the lines of the Honda DN-01 and ST 1300 with those of the old Gold Wing. The engine and gearbox are no longer completely covered with plastic panels, as before, but the technology is a little more visible again. The windshield is electrically adjustable and offers better weather protection, although it is narrower than the previous model. A retractable ventilation opening on top of the dashboard replaces the ventilation flap previously installed in the windshield.

A 7-inch LED screen is located in the center of the glass cockpit between the speedometer and rev counter to operate the navigation system, mobile phone, external USB devices, infotainment and the menu-controlled vehicle electronics and, for the first time in a motorcycle, to integrate Apple CarPlay. The menu control can be operated via a selector button positioned centrally on the dummy tank or alternatively via a four-way switch on the left handlebar switch block. The tire pressure and the gear engaged are also shown on the large display, which can also be personalized in details. The handle and driver's seat heating are each set in 5 levels via the menu and the status is shown on the display. The front passenger can regulate his seat heating himself using a dial on the left side case.

The headlights, daytime running lights, turn signals and taillights are built entirely in LED technology and a smart key system enables the vehicle and suitcases to be automatically unlocked when approaching, but also to manually lock the storage space, steering lock and ignition if you are nearby remains. A selector button replaces the steering and ignition lock. The headsets of the helmets of the driver and pillion passenger are no longer wired, but work via Bluetooth and telephone calls can be accepted or ended using a button on the left handlebar control unit. Thanks to the menu control, the number of control buttons on the handlebars and the fairing has been significantly reduced compared to the SC 68. USB ports in the top case and glove compartment allow devices to be charged and access to mobile phones and multimedia players via the menu control.

The engine has a displacement of 1833 cm³ and four valves per combustion chamber. Despite the higher output of 93 kW (125 PS) at 5500 min ⁻¹ , the top speed should be limited to 180 km / h. That doesn't matter in the rest of the world, but Honda wants to prevent suspension problems at high speeds on German autobahns, such as those occasionally occurred with the ST 1300, from affecting the image of their top model. All models have the electronic throttle (throttle-by-wire) with cruise control , ABS and traction control , as well as reverse gear and a hill start aid . The torque of 170 Nm is only slightly higher than that of its predecessor, but the weight reduction of up to 48 kg with a full tank enables a leap in performance. Starter and alternator are now combined in one unit (ISG - Integrated Starter Generator) to save weight. When stopping at traffic lights, a stop-start system switches off the engine after idling for 3 seconds. Then a quick turn of the throttle is enough to start the engine again. The system can also be deactivated.

The models with DCT do not need a clutch lever, but a parking brake and instead of the electric reverse gear have a "walking mode", which facilitates maneuvering both backwards and forwards with two buttons on the left control unit. In automatic driving mode (D), they can be used to shift up or down manually. In manual mode (MT) the gearbox does not shift up automatically, but downshifts automatically when the speed is reduced. The operation of the electric reverse gear on the model without DCT is now also located on the left control panel. The second highest gears of both transmissions are almost identical to the 5th gear (0.686) of the SC 68 with 0.666. The ratio of the highest gear is significantly longer than before at 0.522 and should only be about 2000 revs per minute at 100 km / h enable.

The exhaust system of the Gold Wing is made entirely of stainless steel and equipped with two three-way catalytic converters. As with the first GL 1800, E10 petrol can be used. The tank, which is positioned under the seat bench, is four liters smaller than before, but should allow almost the same range thanks to the fuel consumption being reduced to 5.6 liters / 100 km. With the Tour, Sport, Econ and Rain driving modes, not only does the response of the suspension and damping change, but also the traction control, power and torque of the engine and, in the case of models with DCT, the switching behavior of the automatic. The damping and preload of the suspension can also be changed for operation solo or with a pillion passenger and / or luggage using retrievable presets.

The following five model variants are built, but not all are offered in every country. A version completely without cladding analogous to the F6C is no longer in the program.

GL 1800 Gold Wing (GL 1800B) without topcase

The basic model with six-speed manual transmission takes up the concept of the previous F6B. As an "excavator" it is only equipped with side cases (bags) and instead of the top case only has a removable cover. However, it can be retrofitted with the Tour version's top case. This model does not have heated seats and a center stand. The airbag is also not available as an option. The US version is lighter than the version for Europe and Canada with 365 kg due to the lack of equipment details such as a tool kit, start-stop system and reverse gear with 357 kg fully fueled. The windshield is 9 cm lower than on the Gold Wing Tour.

GL 1800 Gold Wing (GL 1800BD) without top case with DCT double clutch transmission

The excavator model with dual clutch transmission for the United States and Canada will probably only be available in Europe through gray imports. It is not mentioned in the official German press release.

GL 1800 Gold Wing Tour (GL 1800) with topcase and manual transmission

This model corresponds to the image of the classic Gold Wing with manual transmission, trunk and comfortable pillion seat with high backrest, separately adjustable seat heating for driver and front passenger, rear armrests and loudspeakers. In contrast to its predecessor, the topcase can be removed and replaced with a cover. But that requires a conversion work lasting several hours. According to the manual, each side case and top case can each be loaded with a maximum of 9 kg of luggage.

GL 1800 Gold Wing Tour (GL 1800D) with top case and DCT double clutch transmission

The classic Gold Wing is now also available with the automatic transmission known from the Honda VFR 1200 and Crosstourer , and corresponds in the remaining details to the version with manual transmission. The full tank weight is 379 kg with both transmission versions, the payload is 192 kg. According to the current status, this version is not offered in Germany and Austria.

GL 1800 Gold Wing Tour (GL 1800DA) with top case, DCT double clutch transmission and airbag

The top model of the GL 1800 with airbag is not offered with the six-speed manual transmission, but only sold in combination with the DCT . That means, if you want this extra security, you have to buy the Gold Wing with full equipment. This is also the heaviest version with a full tank of 383 kg. That is 40 kg less than the SC 68. At 189 kg it has the lowest payload and thus has a gross vehicle weight of 572 kg. The airbag is installed in the dummy tank instead of the central glove compartment. Numerous other extras are available for all models at an additional cost.

Gold Wing clubs and scene in Germany and Europe

German Gold Wings with motorcycle trailers on the way to a meeting in England

The Gold Wing drivers form a very active club scene in Germany and Europe. In Germany there are currently around 70 local clubs and round tables, most of which are held in their umbrella organization, the Gold Wing-Föderation Deutschland e. V. are organized. This association currently has over 1000 members, around half of whom come from local clubs and regulars. The currently somewhat larger part of the members are single drivers who do not belong to a club, but want to take advantage of a lobby group and an active scene. The Gold Wing Federation Germany is also a member of the Gold Wing European Federation (GWEF), in which 26 other European countries are represented.

In the German scene around 20 so-called "national" meetings take place every year, in which mainly friends from the clubs and unorganized drivers meet. These mostly multi-day events are organized by the local clubs and round tables and often have several hundred participants. Individual journeys of a few hundred to a thousand kilometers are more the rule than the exception at such events.

In the international scene, all member countries usually hold so-called "international" meetings every year. Gold Wing riders from all 26 countries from Finland to Portugal, from Ukraine and Russia to Italy come together at these multi-day meetings.

literature

• Alan Ahlstrand (transferred and edited by Udo Stünkel): Maintenance and repair - Honda GL 1800 Gold Wing (2001–2011) . Delius Klasing Verlag , Bielefeld 2012, ISBN 978-3-7688-5335-4 .
• Joachim Kuch: Type compass Honda motorcycles since 1970 . Motorbuch-Verlag, Stuttgart 2000, ISBN 3-613-02061-0 , p. 62-66 .
• Joachim Kuch, Jürgen Gaßebner: Honda. Motorbikes since 1948. Motorbuch Verlag Stuttgart, 1st edition 1998, ISBN 3-613-01887-X , pp. 134–141.
• Pascal Szymezak: Honda Gold Wing - history of a cult motorcycle . Heel Verlag , Königswinter 2008, ISBN 978-3-86852-038-5 .

Web links

Commons : Honda Gold Wing  - Collection of pictures, videos and audio files

• History of the Gold Wing series to this day
• Gold Wing Club Germany e. V.
• Gold Wing European Federation
• Gold Wing Federation Germany V.
• Gold Wing Road Riders Association Germany V.
• Gold Wing Forum

Individual evidence

1. ^ Gold Wing Club . Retrieved July 24, 2016.
2. ^ Gold Wing Development History . Retrieved November 10, 2017.
3. ↑ ^{a b} This figure was based on the template: Inflation determined, rounded to 100 EUR and relates to last January.
4. ^ Peter Limmert: Test Honda GL 1000; in: Das Motorrad, Issue 23/1975
5. ↑ Dangerous commuting. Der Spiegel, February 23, 1987, accessed July 19, 2017 . 
6. ↑ Honda Germany, Driver's Manual - Honda GL 1500 SE . Honda Motor Co., Ltd., 1993, 34MAF600, p. 116, Specifications.
7. ↑ Gold Wing Forum website, data sheet GL 1500. Retrieved November 8, 2017.
8. ↑ Pascal Szymezak: Honda Gold Wing - History of a cult motorcycle . Heel. 2008, ISBN 978-3-86852-038-5 , p. 198.
9. ↑ Pascal Szymezak: Honda Gold Wing - History of a cult motorcycle . Heel. 2008, ISBN 978-3-86852-038-5 , p. 77.
10. ↑ Pascal Szymezak: Honda Gold Wing - History of a cult motorcycle . Heel. 2008, ISBN 978-3-86852-038-5 , p. 83.
11. ^ Honda Germany, press release 2001 - Gold Wing . Honda, 2001, Gold Wing 20011-G, p. 17, Technical Data.
12. ↑ Pascal Szymezak: Honda Gold Wing - History of a cult motorcycle . Heel. 2008, ISBN 978-3-86852-038-5 , p. 95.
13. ↑ Pascal Szymezak: Honda Gold Wing - History of a cult motorcycle . Heel. 2008, ISBN 978-3-86852-038-5 , p. 96.
14. ↑ Pascal Szymezak: Honda Gold Wing - History of a cult motorcycle . Heel. 2008, ISBN 978-3-86852-038-5 , p. 101.
15. ↑ Pascal Szymezak: Honda Gold Wing - History of a cult motorcycle . Heel. 2008, ISBN 978-3-86852-038-5 , p. 117.
16. ↑ [1] website Autoblog.com, July 30, 2009, Goodbye, Gold Wing: Honda officially ends US motorcycle production . Retrieved November 8, 2017.
17. ↑ Pascal Szymezak: Honda Gold Wing - History of a cult motorcycle . Heel. 2008, ISBN 978-3-86852-038-5 , p. 121.
18. ↑ [2] . Website motocampers.com. Retrieved November 8, 2017.
19. ↑ Pascal Szymezak: Honda Gold Wing - History of a cult motorcycle . Heel. 2008, ISBN 978-3-86852-038-5 , p. 114.
20. ↑ Plan B. Motorrad, May 1, 2013, accessed January 25, 2016 . 
21. ↑ Six-cylinder boxer and a martial appearance. (No longer available online.) Motorcycle January 1, 2014, archived from the original on January 25, 2016 ; Retrieved January 25, 2016 . Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.  
22. ↑ ^{a b c d e f} 2018 HONDA GL1800 GOLD WING press release Honda Austria, October 25, 2017. Accessed November 15, 2017.
23. ↑ ^{a b c d e f g h i j} 2018 GL1800 / B / BD / D / DA Owner's Manual, American Honda Motor Co., Inc., 31MKC600 MOM 16400 (1708), November 2017.
24. ↑ https://www.bennetts.co.uk/bikesocial/news-and-views/features/bikes/inside-technology-suspension-2018-honda-gold-wing-gl1800?sa=X&ved=2ahUKEwjWpvmj8vHmAhU4SxUIHS0fATcQFjAIegQIBhAB
25. ^ New Gold Wing website Bennetts, October 11, 2017, New Gold Wing: First technical details. Retrieved November 8, 2017.
26. ↑ ^{a b c} magazine touring drivers, edition 2017-12, p. 9: Honda Gold Wing - Modern and less bulky, the new Gold Wing GL 1800 underpins its reputation as a luxury tourer par excellence.