First Ride
>> 2012 Honda Goldwing <<
l
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Tes t Dean Mellor
Martin
Ph ot og ra ph y Lou
Main: Open roads are where
the Goldwing is in its element
1. The cockpit is wide and
covered in buttons, switches
and dials, but satnav and
dash are clear and concise
2. Combined brakes with ABS
offer loads of stopping power
and good feel
3. All 421kg bikes need
reverse, and it works a treat
amcn /46
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A
t first glance, the 2012 model
Honda Goldwing is not
significantly different to the
GL1800 model that was launched
back in 2006, although it is now
built in Japan rather than the USA,
and a few subtle improvements have made it a
more refined machine than its predecessor.
You’d be forgiven for expecting Honda to
go all-out to produce a new Wing in the face
of growing competition in the luxury touring
segment, but to take on the new BMW K1600GT
and K1600GTL, Honda has simply slimmed
down the Goldwing range from two models
to one, and repositioned it in the marketplace
with an aggressive pricing strategy that sees
the machine now retail at $35,290 – down
significantly on the $37,990 and $43,990 asking
prices for the US-built GL1800 Standard
and GL1800 Luxury Goldwings. Not so
coincidentally, the Goldwing’s new price is also
smack-bang in between the $34,990 K1600GT
and the $36,990 K1600GTL.
Honda’s flagship tourer, with a pedigree
dating back to the 1975 GL1000 Goldwing, is still
the last word when it comes to motorcycling
in the lap of luxury. And despite its gargantuan
size, mammoth weight and plethora of high-tech
features, the latest generation Goldwing is still a
reasonably agile machine on the open road, with
strong performance and good dynamics.
The most visibly obvious changes for 2012
are a revised fairing and screen, tweaked
headlight design and new taillight assembly.
These updates are not purely cosmetic: the new
fairing has extra width to better protect the rider
and pillion; improved aerodynamics to reduce
buffeting around the rider’s legs; vents at the
rear bodywork to reduce the negative pressure
that forms at the back of the bike, improving
stability at speed; and larger panniers that
increase total luggage capacity to more than
150 litres.
Beneath the acres of bodywork lurks the
same twin-spar aluminium chassis of the
previous model, with 45mm forks up front and
a monoshock rear with computer-controlled
spring-preload adjustment and a single-sided
swingarm. The suspension bushes have been
revised front and rear which is claimed to result
in better compliance over rough roads.
Honda’s super-smooth 1832cc SOHC 12-valve
horizontally opposed six-cylinder engine is
unchanged for 2012. It’s mated to a five-speed
gearbox with shaft final drive. This electronic
fuel-injected powerplant is incredibly refined
and you can sit at a standstill on the bike and
blip the throttle without detecting any trace of
movement whatsoever. And the engine layout
keeps the bulk of the weight down low which
aids low-speed manoeuvrability.
Also unchanged is the five-speed gearbox,
which spins in the opposite direction to the
crankshaft to cancel out the side-to-side
torque effect of the longitudinally mounted
engine. Considering the generous capacity of
the engine, the plentiful torque on offer and
the shaft final drive, there’s little in the way
of driveline lash, either. A big flywheel effect
makes it easy to poke around smoothly at low
speed, such as in stop-start traffic, and an
integrated reverse gear (that operates via the
starter motor) makes it easy to move the 421kg
beast around carparks or when performing
three-point turns.
But it’s on the open road that the Goldwing
has been designed to roam freely, and at
highway speeds the rider and pillion will really
appreciate the new 80W six-speaker audio
system that now features a surround sound
system (SRS) and iPod integration. The CD
stacker is no more, replaced by a USB jack in
the topbox that accepts iPods, iPhones or USB
sticks, and full integration means that music can
be selected on the move, and tracks are clearly
displayed on the full-colour dash display. This is
a much better set-up than before, where media
players such as iPods could only be connected
via a headphone jack.
The satnav system has also been significantly
47/ amcn
Touring timeline
1
revised and is standard equipment on the
2012 Goldwing. It features a brighter colour
screen, better satellite reception and enhanced
software. Map storage is now via an SD card and
owners with appropriate software can pre-plan
their routes and easily load them on to the SD
card before they go on a ride. Routes can also be
shared and uploaded to other Goldwings via the
SD card if riders are travelling in a group.
With long-distance, two-up touring the
Goldwing’s prime purpose, rider and pillion
comfort was obviously paramount in the design
process. The already comfortable seat has
been slightly revised with a minor change to
its shape, and there’s a new urethane seat
material. The waterproof seat covering also
scores a perforated finish for a “sportier” look.
The seat retains a heater function with separate
controls for rider and pillion, and a low 740mm
seat height makes it easy for even short riders
to plant both feet firmly on the ground. While the
rider has generous support around the lower
2
back, the pillion sits in armchair comfort, with a
full-size backrest and big grab handles. There
are also a couple of cubbyholes so the pillion
can access small items on the move, such as a
drink bottle or even a snack.
From the rider’s perspective, the Goldwing
is an imposing machine. Thanks to low-set
panniers, it’s pretty easy to throw a leg over
the Wing and, once perched in the comfy seat,
you’re confronted by a super wide cockpit with
buttons and switches all over the place. It’s this
switch layout that is starting to look quite dated.
On the lower left fairing there are no less than
ten buttons, two dials and three rocker switches
for the audio system, along with a button for the
hazard lights. On the lower right fairing are the
buttons to control the satnav, and just above
those are rocker switches and memory buttons
for the rear spring preload adjustment and
headlight adjustment, both of which can only
be adjusted when the bike is stationary. On the
top left of the fairing is a lever to open and close
The rider has generous support, the
pillion sits in armchair comfort
Main: Wider fairing and screen
offers improved protection and
more integrated styling
1. The 1832cc SOHC boxer six
is supremely smooth
2. More buttons and switches
than you can poke a stick at
1972: Roots
A new design team is assembled under Soichiro
Irimajiri, who headed up the design of Honda’s fivecylinder and six-cylinder road racing engines in the
1960s. The team creates the M1 prototype, powered
by a liquid-cooled, horizontally opposed six-cylinder
engine with shaft final drive.
1975: GL1000 Goldwing
Not a flat six like the M1 prototype, the first
production Goldwing features a unique 999cc liquidcooled horizontally opposed four-cylinder engine. It
offers high levels of refinement, performance and
reliability. In 1976 Honda launches the Goldwing
Limited Edition model. In 1979 the first Honda of
America manufacturing plant opens in Marysville,
Ohio, reflecting the fact that 80 percent of Goldwing
production is being exported to the United States.
1980: GL1100 Goldwing
The GL1100 has a larger 1085cc engine developed
for torque rather than power, while a longer
wheelbase offers increased stability and more room
for the rider and pillion. The air-assisted suspension
sets new standards for motorcycle ride quality. At the
same time the GL1100 Interstate offers factory-fitted
fairing, panniers and top box.
1982: GL1100 Goldwing Aspencade
The most luxurious Goldwing to date offers an
unparalleled range of standard features, from
LCD instrumentation and a CB radio to an
on-board air compressor.
Made in Japan
Honda has had plenty of Goldwings in stock in Australia for the past couple of years, but production actually ceased at the
Marysville, Ohio plant in the USA in 2009. This new 2012 model is made in the state of the art Kumamoto Prefecture Honda
factory in Japan, the same plant that makes the VFR1200F and CBR1000RR, amongst many other models.
49/ amcn
Touring timeline
1985: GL1200 Limited Edition
The unfaired GL1200 is discontinued and the GL1200
Limited Edition is introduced, complete with electronic
fuel injection, a four-speaker sound system, cruise
control, auto-levelling rear suspension, a trip
computer and metallic gold paint.
1. You need to be stationary
to adjust the rear preload
and headlight aim
2. Hours of comfort and
loads of luggage space
Bagged bike
Introduced on the 2006 model,
the Honda Goldwing remains the
only production motorcycle in the
world to offer an airbag, which is a
standard feature on the Australianmarket model. The airbag module
containing the airbag and inflator
is positioned in front of the rider.
There are two crash sensors, one on
each fork leg, that are connected
to the ECU which, in the event of an
accident, determines whether or
not to inflate the airbag.
1988: GL1500 Goldwing
The GL1500 finally scores a horizontally opposed sixcylinder engine, and is the benchmark in luxury touring
for more than a decade.
The engine is smooth and linear,
from 1500rpm to the redline
2001: GL1800 Goldwing
The GL1800 Goldwing has been developed
by Masanori Aoki, whose CV includes the
CBR250RR, the CBR400RR and the much-lauded
CBR600F3. In Aoki-san’s words: “My job is to
add more fun factor, to build a Goldwing with
the kind of acceleration and handling people
normally associate with sporting machines.”
The horizontally opposed six-cylinder engine is
mounted in a box-section aluminium frame and in
the course of the bike’s development no less than
20 technological innovations are patented.
2006: Industry-first airbag
The 2006 model introduced initially in the USA
featured the world’s first airbag on a production
motorcycle, as well as revised taillights and
instrument panel.
the feet-warming vents. Below the centrally
mounted colour screen are four buttons for
the trip computer, and rolling switches for
the heated grips and heated seat. On the right
switchblock are controls for the cruise control
system and the reverse-gear selector; and on
the left switchblock are more controls for the
audio system and optional intercom and CB
radio (the latter not yet available in Oz). All of
these buttons and switches are in addition to
the usual controls for horn, indicators, high
and low beam, kill-switch etc. that you’d find
on any other bike, and are quite overwhelming
when you first sight them, so it’s a good idea to
set everything how you want it, including the
manually adjustable screen, before you
get moving.
By contrast, the Wing’s dash is simple and
easy to read, with analogue gauges for speedo,
tacho, fuel and coolant temperature. And the
trip computer is easy to navigate and the info
easy to digest. The mirrors offer a great, vibe1
free view and the small air vent in the screen is
brilliant on a hot day.
When you select first gear and release the
progressive clutch, you can certainly feel all of
that weight that makes up this mighty luxury
tourer, but the Wing is surprisingly easy to
ride at low speed. The long wheelbase and big
flywheel effect make manoeuvring a doddle at
dawdling pace, and once you’re up to second
gear or above, it is just as easy to ride as any
other big tourer.
The engine offers a smooth and linear power
delivery, from about 1500rpm all the way to
the 6000rpm redline. Cruising at 100km/h in
fifth, which Honda calls an overdrive, sees the
tacho needle hovering at around 2500rpm, and
at these revs there’s enough grunt available to
overtake without having to downshift.
The big screen offers excellent protection at
highway speeds and, by adjusting its height over
a range of 100mm, you should be able to find
a position that’s just right. Unlike some bikes
2
2009: Production ceases in USA
2012: New, built-in-Japan GL1800 Goldwing is
launched.
51/ amcn
with big screens, there’s no undue back pressure that
makes you feel like you’re being pushed forwards, and
there’s no annoying distortion when you look through
the screen.
Veer off the highway and get into some nice twisty
roads and the Goldwing will surprise you. There’s
no doubt that this big, heavy machine needs to be
fairly manhandled through the tight stuff, but it’s
surprisingly swift and agile once you get the hang of
it. Ground clearance is a limiting factor, and it doesn’t
take too much lean angle to grind off the hero knobs,
but once tipped over the Wing holds its line well, even
over bumpy stuff where you might expect the soft-ish
suspension to not offer the best control.
The braking package is superb – twin 296mm discs
up front gripped by three-piston calipers and a 316mm
disc at the rear with a three-piston caliper – easily
dealing with the Goldwing’s weight. Honda’s Combined
Braking System (CBS) with ABS works exceptionally
well on this style of bike and offers plenty of
confidence. And although the rear brake also operates
the front, you can still lean on it to tighten your line
mid-corner if necessary.
The wing still offers a generous 25-litre fuel tank,
which gives it a touring range of around 350km, and
with all of the comfort on offer you can easily cover
this distance without raising a sweat. And with its new,
bigger panniers and massive topbox, it’s amazing
just how much gear you can pack into the Goldwing.
Remote central locking and a remote topbox release
makes accessing all that gear easy too.
So have the 2012 updates improved the Goldwing
enough to keep the wolves at bay? Although the
refinements are relatively modest, they have made
a great luxury tourer even better. As for keeping the
wolves at bay, we’ll put the new Goldwing up against
BMW’s premium K1600GTL in an upcoming issue to
find out, so stay tuned.
It’s big and heavy, but it’s surprisingly
swift and agile once you get the hang of it
Main: Ground
clearance is limiting
in the twisties
1. Redesigned
taillights and better
aerodynamics
1
Engine
Configuration Horizontally-opposed six
Cylinder head SOHC, two valves per cylinder
Capacity 1832cc
Bore/stroke 74 x 71mm
Compression ratio 9.8:1
Cooling Liquid
Fueling EFI, 2 x 40mm Keihin throttle bodies
Power 87kW @ 5500rpm (claimed)
Torque 167Nm @ 4000rpm (claimed)
TRANSMISSION
Type Five-speed, plus electric reverse
Clutch Wet
Final drive Shaft
CHASSIS
Frame material Aluminium
Frame layout Twin-spar
Rake 29˚
Trail 109mm
suspension
Front: 45mm fork, no adjustment,
140mm travel
Rear: Monoshock, electronic spring preload
adjustment, 105mm travel
wheels/tyres
Wheels Five/three-spoke cast aluminium
Front: 18 x 3.5 Rear: 16 x 5
Tyres Bridgestone Exedra G709/G704
Front: 130/70R18 (63H)
Rear: 180/60R16 (74H)
Accessories
Deluxe Headsets
Replacement Headset Coil Cord
Replacement Headset Hardware Kit
Push to Talk Switch
Rear Spoiler with Brake Light (Candy Red)
Rear Spoiler with Brake Light (Black)
Rear Spoiler with Brake Light (Ultra Blue Metallic)
Trunk Inner Light
Trunk Inner Light Harness
Chrome Trunk Rack
Fairing Pouch with GL Logo
Inner Trunk Pouch
Saddlebag Cooler with Honda Logo
Trunk Net
Coin Holder
Goldwing Owners Manual Folio
Deluxe Saddlebag/Trunk Mat Set
Saddlebag Lid Organiser with GL Logo
Deluxe Saddlebag/Trunk Liner Set
amcn /52
$220.19
$54.24
$19.96
$42.63
$333.60
$318.25
$350.88
$91.64
$52.33
$104.63
$36.12
$29.94
$56.17
$18.94
$23.35
$36.04
$116.74
$38.34
$141.30
Chrome Exhaust Tips with GL Logo
$282.70
Chrome Swingarm Pivot Covers with GL Logo
$136.57
Chrome Bar Ends
$65.31
Chrome Front Fender Ornament
$147.19
Gold Cylinder Head Cover Emblem Set
$196.27
Silver Cylinder Head Cover Emblem Set
$281.14
Chrome Front Fender Emblem
$65.40
Chrome Passenger Floorboard Lower Cover
$104.63
Chrome Rear Spoiler Accent
$178.84
Chrome Sidestand
$95.64
Chrome Front Fender Extension
$111.19
ChromeFrontFenderRail$158.02
Chrome Front Disc Covers
$422.58
Chrome Trunk Handle with GL Logo
$72.08
Passenger Armrests
$131.58
Tall Vented Windscreen
$196.98
12V DC Accessory Socket Kit
$45.58
Foglight Kit (LED)
$696.52
Cycle Cover with GL Logo
$164.40
brakes
Nissin
Front: Twin 296mm discs, three-piston calipers
Rear: 316mm disc, three-piston caliper
Control: CBS, ABS
DIMENSIONS
Weight 421kg (kerb, claimed)
Seat height 740mm
Max width 945mm
Max height 1455mm
Wheelbase 1690mm
Fuel capacity 25L
Performance
Fuel consumption NA
Top speed 200km/h (est)
Contact & sale info
Testbike Honda Australia
Contact www.hondamotorcycles.com.au
(03) 9270 1111
Colour options Ultra Blue Metallic,
Candy Red, Black
Warranty 24 months, unlimted km
Price $35,290