Old v new: Honda Gold Wing
The mega-tourer for 17 years, Honda’s GL1800 Gold Wing is all-new for 2018. RIDE compares it with a 2006 model
GRAHAM PERRIS, 62, is a selfemployed telephone engineer. “But I’ve done everything, though, if that doesn’t sound interesting enough,” he says. Everything, in this case, includes owning two Honda Gold Wing GL1500S previously and, until recently, a Harley-davidson Road King. Graham likes his mega-tourers.
“I had the Road King for four years,” he says. “I’ve been to Belgium on it something like 15 times and I loved it — but last year when I got home my ears were ringing because it was so loud. Anyway, while I was at the last rally in Belgium, I got talking to a bloke with a GL1800 Gold Wing — the thing about the GL1500S in the past was I loved the idea, but I sold them on quickly because I was so nervous of dropping them. The worry was always where was I going to stop, was there any gravel, or was it on the level? I was always on tip toes; they aren’t tall bikes but they’re ever-so wide.”
I scan Graham’s stature; he’s not notably deficient in the height department.
“Anyway, I sat on this bloke’s GL1800, and it was so much easier; my feet were flat on the ground. I thought, ‘Yeah, I could really live with this.’ So when I got home, I bought this one and the Harley was toast.”
This one, in Graham’s case, is a 67,000mile 2006 Wing: “I’ve had it for three months,” he says. “I bought it from a dealer; the previous owner had it from new. He took his missus out on the new Wing but couldn’t get two helmets in the top box, so that was that; he traded this one in against the last of the old 1800s instead.”
His loss was Graham’s gain: “I love it.” But is Graham looking forward to trying the new Wing — and especially this, the Dctequipped version? “From what I’ve read, it’s smaller, lighter and easier to manage,” he says. “But the DCT Wing costs nearly thirty grand, so I’m hoping not that much better than mine!”
Honda GL1800 Gold Wing model history
Honda’s 1974 Gold Wing was a 999cc flat-four naked tourer, notable for being the first water-cooled Japanese four-stroke. Over the next decade the Wing motor grew to 1182cc and added luxuries such as a full fairing, stereo, CB radio, digital dash, onboard air-compressor, cruise control and fuel injection. In 1988 the engine grew to a
1520cc flat six and reaffirmed its reputation as the default bells-and-whistles tourer — you often see GL1500S decked in running lights, murals, chrome, tassles and drinks holders, and even towing a trailer. They’re quite a sight.
In 2001 Honda released the flat-six, 1832cc GL1800; completely new, other than to continue the Wing’s reputation of excess. Assembled at Honda’s US plant in Ohio, the engine made more torque (123lb·ft) than a small car – with a bigger engine, it should – and was good for over 140mph. Fortunately, the new aluminium beam frame and vast single-sided swingarm (containing the shaft drive) did much more than hold the performance — and weight — in check, bestowing an unnatural level of chassis composure on the GL1800. It could actually be ridden hard, bursting down twisty roads with a flat-six roar and the rush of air colliding with a barn-door fairing. Nothing on two wheels could match the startling presence of a GL1800 ridden with a dash of spirit.
2006 saw the introduction of the world’s first, and still only, motorcycle airbag system on the GL18, as well as an onboard sat nav (presumably to find the way back to the dealer for the airbag recall; every year for the past three years). By 2012 (technically there was no 2011 model year — production had switched from the US in 2010 to Honda’s new Kumamoto plant in Japan in 2012) the GL18 got its first proper tweak with reshaped,
larger panniers and a redesigned boot, bodywork changes and improved stereo and sat nav. And, until 2018, that’s how it stayed. As Graham and I saddle up, we check the spec of the new Wing – it’s stuffed with Honda engine tech: Unicam valvetrain and four-valve heads, more compact with narrower bores and longer stroke, reduced bore pitch, and making a claimed 125bhp and 125lb·ft (compared to 116bhp and 123lb·ft). Also new is ride-by-wire, hill start (on manual bikes), traction control and four engine modes: Tour, Sport, Economy and Rain. A first on a road bike as well is a switchable engine stop/ start function; when the engine is at tickover for more than three seconds in neutral, it shuts off to save fuel and restarts the instant the throttle opens. Obviously there’s also ABS, cruise control, a stereo, single-touch opening panniers and boot, keyless ignition, onboard sat nav, electronic rear preload and an electric screen.
The aluminium beam frame is also new but the Wing’s double wishbone front end, with a swingarm-style fork steered via a parallelogram of scissor joints and a single shock absorber, is reminiscent of the Hossack-style Duolever front end of BMW’S K-series. It does the same job – separating suspension loads from the steering path, effectively leaving steering free to steer and
suspension to suspend. And, as a package, the new Wing is shorter, narrower and lower than before, even though wheelbase is longer and seat height is up slightly. Weight is down, by 19kg — or, with our DCT version, by 15kg.
We set off, heading into the South Downs – and Graham’s 2006 Wing feels exactly the way it should. Progress is regal, with a majestic, shooming, rustling drive from the massive flat six, as the unearthly combination of immense torque and immense mass meet head-on. Riding Graham’s Wing feels special, if a bit crude — the forks crash on potholes, the gearbox is leaden and the lip of the manually adjusted screen sits bang in my eye-line.
We stop after a while for a chat. What are Graham’s thoughts on the new Wing? “First thing I notice is the physical size,” he says, moping sweat from his brow; it’s a hot day here in Sussex. I expect him to talk about how light and nimble the new bike feels — because it is, compared to the previous Wing – but instead Graham sees it differently: “In some ways it doesn’t feel like a Wing,” he continues. “It hasn’t got the presence. On my bike, you can only be on a Gold Wing; on the new bike... well, it could be something else. It’s fine for what it is but if you want a Wing experience, that’s not it.”
He’s right — the new Wing carries nothing over from the old bike in terms of componentry, but it carries little over in terms of philosophy too; this is a much sleeker, more svelte, more agile and — basically — smaller bike than before. And while that’s commendable in terms of engineering, it might not be what existing Wing owners want. Maybe Honda is targeting new, younger customers? Graham is keen not to be misunderstood: “I mean, it’s a lovely bike — a very good machine. But for an ultimate tourer, I’m not sure this is what it needs,” he says. “It’s definitely got more power and better handling, but I’ve never needed more of either from mine. The riding position is comfy, but it’s also more compact,” he says. “But the new bike’s suspension is definitely an improvement – when I hit a pothole in mine, there’s a lot of crashing and banging but the new bike just floats.”
Personally, I like how the new Wing’s front suspension’s linkage tops chatter as you ride; they remind me of the old
Football Focus teleprinter on a Saturday evening, printing out football scores. But I don’t like having to open a sidepanel, push a lever, open the tank flap, then undo the filler cap and find somewhere to put it
“It looks good now but it’ll age”
when you fill up. Or the dash layout with a big sat nav front and centre, which takes an age to program but can’t be swapped for, say, a trip display if the mood takes you. The speedo, on the left, is an afterthought.
Meanwhile, Graham’s split on DCT: “Solo, it’s horrendous and pulling away is a nightmare — terrible pick-up. But with Alex on the back, it’s a different bike — the DCT suddenly becomes easy to manage.”
We stand back and compare the two visually: Graham points at the sharp lines defining the new Wing’s mirrors: “Do you think in five years it’ll be dated?” he asks. “It looks contemporary now, but it’ll age quickly. You look at a GL1800 – a 20-yearold design – and it still looks fresh.”
We sit down for a cup of tea as Graham delivers his verdict: “Overall the new Wing is quicker, smoother, lighter, smaller, has a better engine, better ride quality and suspension and brakes... you can tell it’s a newer bike, but to me, it’s also a different bike. It doesn’t have the Gold Wing essence and there’s no way I’d swap mine.”
I point out that when I do these tests, half the time the owner comes back to me after a week and says, ‘I bought one!’ “Yeah, that won’t be happening,” he laughs, confidently. And, so far, he’s right.