Honda Goldwing
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The Honda Goldwing motorcycle debuted in 1975, and became one of the most popular motorcycles in history. Initially intended as a road bike, it started the new trend in "touring bikes".
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[edit] Prototype
The first appearance of the Goldwing was at Cologne Motorcycle show in October 1974. It was a flat-4 999cc motorcycle. It got immediate attention because of some cutting edge technology for the time. This includes:
- A water cooled engine, only the second Japanese motorcycle to have it (Honda's CX500 was a water-cooled V-twin).
- Virtually the first motorcycle ever to have a fuel pump. What appeared to be a fuel tank was actually the electronics bay and radiator overflow. The real fuel tank was placed under the seat.
- Shaft Drive. German BMWs were noted for using this on touring motorcycles, but it was a first on a Japanese motorcycle.
- Very quiet, partly by use of a one piece silencer box under the motor.
- Transmission underneath the engine (instead of behind it). This is a popular car layout, but first use on a motorcycle.
[edit] GL1000
The first production model GL1000 came out in 1975, and was in production until 1979. The bike was listed as a touring bike, but it came as a bare bike. A large market developed offering fairings and luggage, the most popular being the Windjammer series by Vetter. Other than minor changes in the exhaust system, this bike remained virtually unchanged for its entire run.
During the final run of the GL1000 (1979), Honda finally released their own saddlebags and trunk (although they did not produce a fairing).
[edit] GL1100
First released in 1980, this model was made until 1983. For the most part, this was the same bike as the GL1000, but with some improvements. The engine was the same, but it was bored to a larger 1085cc cylinder. The front and rear suspension was also changed to an air ajdustible system (a first for a production motorcycle). Another major change was the replacement of the point ignition system to electronic ignition. One of the biggest advantage is that almost all of the parts were interchangeable between the models.
One of the things removed was the kickstarter. While it was technically possible to kickstart the GL1000, it was practically impossible because of the size of the engine.
However, 1980 was the introduction of the "Interstate". This was the first production bike to come standard with touring accessories like a trunk, saddlebags, and a fairing (the base bike was now called the "GL1100 Standard).
In 1981, a major change came when the production of the Goldwing was moved from Japan to Ohio. This was a smart move, since the US was the largest market for the motorcycle. It also enabled them to make the claim that the most popular motorcycle in the world was made in America.
In 1982, the "Aspencade" was introduced. This was an Interstate model, with more options. AM/FM Radio, CB Radio, floorboards, and chrome were all standard on the Aspencade (these were options on the Interstate).
In 1983, Honda made a few substantial changes for the final year of the GL1100. This includes an LCD dashboard, Anti-dive forks, a change to the transmission to improve fuel mileage, and the movement of the choke from the dash to the handlebars. The size of the trunk was also increased, and the seat and footpegs for the passenger were moved to provide more comfort.
[edit] GL1200
In 1984, the GL1200 was released, and was an immediate hit. This time the engine was totally new, and was bored to 1182cc. The frame was larger, and stiffened for a smoother ride. In the Interstate and Aspencade models the fairing was integrated into the main body, eliminating the appearance that they were "added on". Now the Touring models truly appeared to have been created that way.
1984 however was the last year of the "Standard" model. Over the preceding years, sales of the Standard had declined in favor of the Interstate and Aspencade models. This also lead to the decline of after-market manufacturers like Vetter.
In 1985, the GL1200LTD was introduced. This was a limited model GL1200 Aspencade, with even more technology. Standard on the LTD was electronic fuel injection, auto leveling rear suspension, driver-passenger intercom system, cruise control, a Panasonic stereo with Dolby noise reduction, rear seat stereo speakers, an improved seat, a more elaborate paint scheme and an exclusive color (two tone gold), additional marker lights and cornering lights, a more sophisticated instrument panel, and a sophisticated trip computer. It also had an increased alternator capacity, allowing even more electronics to be added to the bike.
In 1986 the LTD was replaced with the SE-i. This model had an even larger 500 watt alternator, as well as all other LTD features, and was also available only in an exclusive color to the SE-i, a white and beige two tone.
In 1987 the SE-i was dropped, but some of the features were moved to the Aspencade model including the intercoms, cruise control, and the upgraded stereo. A simplified version of the trip computer was caried over as well. Fuel injection was not continued.
[edit] GL1500
1988 brought the most changes ever to the Goldwing. The GL1500 completely outclassed all competition to such a degree that Suzuki, Kawasaki and Yamaha eventually abandoned the market segment. The biggest difference was that the flat-4 engine was replaced with a 1470cc flat-6 engine, though it was still carbureted, Honda did introduce solid state digital ignition. This both increased power, and reduced noise. Honda also enclosed the entire motorcycle in plastic, giving it a seamless appearance.
One major innovation was the addition of a "reverse gear". Because of the size and weight, it was felt that some people would have problems backing it up.
During the first year, only one model was available. In 1990 Honda introduced the SE, which was essentially a cosmetic improvement including things like two-tone paint, a trunk spoiler and some others. In later years more features were added to the SE after criticism that the price premium brought little more than window dressing. In 1990 the Interstate was brought back as a more budget-conscious model.
The only major change made in 1993 was an increase in engine size from 1470cc to 1520cc. For the next 7 years, the only changes were largely cosmetic in nature.
[edit] GL1800
In 2001, the first new model in 13 years was revealed. The security was so tight that nothing about it was known until it was first displayed to the public.
The new engine was increased to 1832cc, and fuel injected. At the same time, the weight of the bike actually decreased from that of the GL1500. This was done by making the frame out of high strength aluminum. This was an extruded frame, and was composed of only 31 individual parts (almost half the number of the previous frame).
Another major improvement was an optional ABS braking system. This was a major advantage because of the increased power of the new engine.
In September 2005, Honda announced the world's first production motorcycle airbag system scheduled for availability in the 2007 model line.
[edit] Valkyrie
In 1996, Honda brought back the modern incarnation of the "Standard Goldwing". Renamed the Honda Valkyrie in the US and F6C in the rest of the world, it featured the same engine as the GL1500 in a cruiser style frame. A version with a windshield and luggage was introduced as the Valkyrie Tourer in 1997. A much more touring oriented version was introduced in 1999 as the Valkyrie Interstate with a full fairing, luggage and trunk. These models were dropped due to slow sales, leaving the standard Valkyrie, which was discontinued after the 2003 model year.
In 2004, Honda released a "Limited Edition" model, the Valkyrie Rune, complete with 1800cc engine and unique styling.
[edit] External links
- GL1800 Review
- Detailed history of the Goldwing
- Randakk's Honda GL1000 Restoration Resources
- Goldwingworld all about the Goldwing series
