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Main: Open roads are where the Goldwing is in its element1. The cockpit is wide and covered in buttons, switches and dials, but satnav and dash are clear and concise2. Combined brakes with ABS offer loads of stopping power and good feel3. All 421kg bikes need reverse, and it works a treat

First ride >> 2012 Honda GoldwinG <<

TesT DeAn MellOr PhoTograPhy lOu MArTinFull Flight

At 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

At 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

The 2012 Honda Goldwing has been updated and

repositioned in the marketplace to stave off new competitionThe 2012 Honda Goldwing has been updated and

repositioned in the marketplace to stave off new competitionThe 2012 Honda Goldwing has been updated and

repositioned in the marketplace to stave off new competitionFull Flight1

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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

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

1972: RootsA new design team is assembled under soichiro Irimajiri, who headed up the design of Honda’s five-cylinder 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.

TourinG Timeline

1975: GL1000 GoLdwInGnot a flat six like the M1 prototype, the first production Goldwing features a unique 999cc liquid-cooled 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 GoLdwInGthe 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 AspEncAdEthe 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.

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.

made in Japan

Main: Wider fairing and screen offers improved protection and more integrated styling1. The 1832cc SOHC boxer six is supremely smooth2. More buttons and switches than you can poke a stick at

Main: Wider fairing and screen offers improved protection and more integrated styling1. The 1832cc SOHC boxer six is supremely smooth2. More buttons and switches than you can poke a stick at

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2001: GL1800 GoLdwInGthe 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 AIRBAGthe 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.

2009: pRodUctIon cEAsEs In UsA

1988: GL1500 GoLdwInGthe GL1500 finally scores a horizontally opposed six-cylinder engine, and is the benchmark in luxury touring for more than a decade.

1985: GL1200 LIMItEd EdItIonthe 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.

2012: new, built-in-Japan GL1800 Goldwing is launched.

TourinG Timeline

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, vibe-

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

The engine is smooth and linear, from 1500rpm to the redline

BaGGed BikeIntroduced 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 Australian-market 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.

1. You need to be stationary to adjust the rear preload and headlight aim2. Hours of comfort and loads of luggage space

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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.

accessories

it’s big and heavy, but it’s surprisingly swift and agile once you get the hang of it

deluxe Headsets $220.19Replacement Headset coil cord $54.24Replacement Headset Hardware Kit $19.96push to talk switch $42.63Rear spoiler with Brake Light (candy Red) $333.60Rear spoiler with Brake Light (Black) $318.25Rear spoiler with Brake Light (Ultra Blue Metallic) $350.88trunk Inner Light $91.64trunk Inner Light Harness $52.33chrome trunk Rack $104.63Fairing pouch with GL Logo $36.12Inner trunk pouch $29.94saddlebag cooler with Honda Logo $56.17trunk net $18.94coin Holder $23.35Goldwing owners Manual Folio $36.04deluxe saddlebag/trunk Mat set $116.74saddlebag Lid organiser with GL Logo $38.34deluxe saddlebag/trunk Liner set $141.30

chrome Exhaust tips with GL Logo $282.70chrome swingarm pivot covers with GL Logo $136.57chrome Bar Ends $65.31chrome Front Fender ornament $147.19Gold cylinder Head cover Emblem set $196.27silver cylinder Head cover Emblem set $281.14chrome Front Fender Emblem $65.40chrome passenger Floorboard Lower cover $104.63chrome Rear spoiler Accent $178.84chrome sidestand $95.64chrome Front Fender Extension $111.19chromeFrontFenderRail $158.02chrome Front disc covers $422.58chrome trunk Handle with GL Logo $72.08passenger Armrests $131.58tall Vented windscreen $196.9812V dc Accessory socket Kit $45.58Foglight Kit (LEd) $696.52cycle cover with GL Logo $164.40

enGineConfiguration Horizontally-opposed sixCylinder head SOHC, two valves per cylinderCapacity 1832ccBore/stroke 74 x 71mmCompression ratio 9.8:1Cooling LiquidFueling EFI, 2 x 40mm Keihin throttle bodiesPower 87kW @ 5500rpm (claimed)Torque 167Nm @ 4000rpm (claimed)

TrAnSMiSSiOnType Five-speed, plus electric reverseClutch WetFinal drive Shaft

CHASSiSFrame material AluminiumFrame layout Twin-sparRake 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 5Tyres Bridgestone Exedra G709/G704 Front: 130/70R18 (63H) Rear: 180/60R16 (74H)

BrAkeS NissinFront: Twin 296mm discs, three-piston calipers Rear: 316mm disc, three-piston caliper Control: CBS, ABS

DiMenSiOnSWeight 421kg (kerb, claimed)Seat height 740mmMax width 945mmMax height 1455mmWheelbase 1690mmFuel capacity 25L

perfOrMAnCeFuel consumption NATop speed 200km/h (est)

COnTACT & SAle infOTestbike Honda AustraliaContact www.hondamotorcycles.com.au (03) 9270 1111Colour options Ultra Blue Metallic, Candy Red, BlackWarranty 24 months, unlimted kmPrice $35,290

Main: Ground clearance is limiting in the twisties1. redesigned taillights and better aerodynamics

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