The Honda GL1800 Gold Wing: The Most Comfortable Motorcycle in the World
When it comes to motorcycles, each brand has its unique standout model. Suzuki has the Hayabusa, Kawasaki has the H2 models with a mechanical supercharger, Yamaha has the three-wheeled Niken, and Honda has the Gold Wing. These motorcycles share a common trait – they have no direct competitors and are truly exceptional. They help build the brand’s image and set them apart from others. That’s why manufacturers attach great importance to them and strive to perfect every detail. In the world of cars, such models are called “halo cars” because of the psychological halo effect, which shapes our initial impression of a person. So, what’s the first impression of the Honda Gold Wing?
If I believed the common opinions about the biggest two-wheeled Honda, I would be very confused because they are extreme. Some say the Gold Wing is a motorcycle for retirees or even a car on two wheels, while others say it’s the best two-wheeler in the world. That’s why I really wanted to form my own opinion about it.
The Honda Gold Wing has a long history, and its latest version is a true masterpiece of Japanese engineers. Their entire effort has been focused on making it the most comfortable motorcycle for traveling. They have succeeded in this art because the GL1800 is definitely the most comfortable two-wheeler I’ve ridden. Every element has been refined so as not to bother or tire the rider during the journey. This applies to everything: the drive, riding comfort, seating position, airflow, electronics, and more. The effort of the designers went in this direction, and other features became secondary. That’s why the Gold Wing isn’t finished with flashy chrome, but primarily with decent plastics. This makes it look modern, and everyone will like it. In my opinion, the current version of the Gold Wing looks original and attractive.
Above all, the Honda GL1800 Gold Wing is an incredibly comfortable motorcycle, but that doesn’t mean riding it is boring. This model handles more sportily than you might think. This is thanks to the drive system and the chassis. The former consists of a 1833cc flat-six engine, which revs eagerly and has a refined, distinctive sound. Honda knows how to build exceptional engines. It proved this with the characterful V-twin in the Africa Twin model, and it confirms it with the Gold Wing’s engine, which sounds almost like a Porsche 911. The torque is transmitted to the wheel in a modern way: through a seven-speed DCT dual-clutch transmission and a driveshaft.
The Gold Wing’s suspension is even more interesting. Instead of a conventional fork at the front, Honda engineers used a pair of swingarms, which provide high riding comfort by reducing front-end dive during braking and almost not transferring road irregularities to the handlebars. Additionally, this design allowed the engine and the rider’s seat to be moved forward. This provides plenty of space for two people on the Gold Wing’s sofa-like seat. The rear suspension features the Pro-Link system, in which the shock absorber column is connected to the swingarm not directly, but through a linkage with three hinges.
The result is excellent. The Honda Gold Wing glides on the road like a flying carpet, so you don’t feel the speed and it’s easy to forget about the high mass. If you exceed the speed on heavily undulating roads, which are not uncommon in Poland, it can result in the entire motorcycle lifting off the ground. Even then, the powerful Honda lands back on the asphalt with considerable grace. The touring Honda also made a big impression on me in the city, as it copes much better in such conditions than I expected. Just ride it smoothly and gently, and the low center of gravity does the rest. Riding the Gold Wing in dense urban traffic is very efficient, and you don’t need to use the clutch or change gears. Maneuvering between cars with this powerful motorcycle is also not a problem, as long as they don’t stop very close to each other.
However, it’s hard not to notice that the Honda GL1800 Gold Wing, especially in the Tour version, is a heavy (390 kg) and large (almost 2.5 lengths) motorcycle. This has a positive impact on riding comfort and stability at high speeds, but it must have some effect on its agility. Therefore, when riding the largest Honda, the mass is felt throughout, but if you don’t forget about it, the motorcycle handles surprisingly nimbly and precisely. Every time I sat on it with a slight uncertainty, which immediately disappeared after a few hundred meters. This two-wheeler handles so well and confidently.
To some extent, I understand what people mean when they call it a two-wheeled car, because at times it gave me a similar impression. The Gold Wing even has a navigation system, a stereo set, a manual emergency brake, and an airbag for the rider. It’s probably the only two-wheeler in the world with such equipment. Certainly, the Honda rides like a motorcycle and it’s really good. You can lean into corners with the Gold Wing and have a lot of fun riding it. The acceleration and the sound of the flat-six engine are really attractive, and the dual-clutch transmission works very smoothly. The Gold Wing is another Honda motorcycle with a DCT gearbox that I’ve ridden, but it fits this one the best. In addition to the seven forward gears, Honda has equipped it with a crawling mode for forward and reverse, which makes maneuvering this heavy machine much easier, as you don’t have to put in any effort.
It’s true that riding the Gold Wing for comfort brings to mind a luxury limousine in a sporty version, a car in the Mercedes-AMG S63 category. Just like them, it combines incredible comfort with driving pleasure, despite its gentle heaviness. I also have another association. It may sound absurd, but there were moments when I felt like I was on a gigantic scooter. The seating position is somewhat similar, as you sit upright, with your legs bent at right angles and the handlebars not too far away. The wide front end that shields us from the wind from our legs to the top of our head (the powerful windshield is electrically adjustable) and the lack of the need to change gears also resemble a scooter.
In general, there’s not much to do on the Gold Wing. There’s no clutch lever or gear shift lever, and the braking system for both wheels is linked, so you just need to press the right lever. Holding the throttle open is replaced by cruise control. That’s how you can travel! And quite efficiently, because the Gold Wing accelerates very briskly. Allegedly, its speed has been electronically limited to 180 km/h, but it must be admitted that the engine with a “square” design (the piston stroke has the same value of 73 mm as its diameter) lacks neither power (126.5 hp) nor torque (165 Nm).
As long as we remember the Gold Wing’s own weight, it rides fantastically. Splitting the displacement between as many as six cylinders has made this power unit work smoothly. No vibrations reach the rider, making the journey even less tiring. In addition, this heavy motorcycle exceptionally effectively sheds speed. The efficient brakes are not only due to the large discs at the front (two with a diameter of 320 mm) and at the rear (316 mm). Each of them is clamped by a six-piston caliper with sintered metal brake pads. Probably that’s why the response to pressing the brake lever is so sharp and precise.
As I mentioned, the dual-clutch DCT transmission works very well in this model, and the increase in mass due to it has no significance for such a heavy motorcycle. However, its operation may initially be a bit of a hindrance in traffic, as it’s more difficult to maneuver the heavy motorcycle at speeds below the balance threshold without using the semi-clutch. Fortunately, you can quickly get used to it, and any problems disappear around the 10 km/h mark. The Gold Wing handles so confidently mainly because of the very low center of gravity. You can thank the flat-six engine for that. However, you have to be careful not to lean the motorcycle too much during maneuvers, because with its own weight of almost 400 kg, you won’t be able to straighten it out.
The onboard multimedia make a big impression by motorcycle standards, although they are a bit outdated and not the easiest to use. Looking at the analog gauges, numerous screens and displays, and excellent mirrors, you can really feel like you’re in a car. The central color display is the heart of the onboard multimedia. It shows the map of the onboard navigation system, but in addition, it can be connected to a smartphone via Bluetooth. That’s not the end of the car associations. They are also evoked by the three comfortable panniers with central locks. Especially the top one is surprisingly capacious.
In motorcycles, I always miss having a trunk, and there’s no such problem here; the total luggage space is similar to that in sports cars. The side panniers are noticeably smaller, and they open to the sides, so you have to be careful not to let the contents fall out. Nevertheless, the 121-liter capacity of the panniers allows two people to pack for a longer trip. That’s why the Honda Gold Wing is an excellent motorcycle for shopping.
The design of the touring Honda is really well thought out and refined, so it’s not lacking in smaller compartments. On the right side, there’s a small lockable compartment for small items: a wallet or a phone. The fuel filler opening is also hidden there. In the central pannier, there’s a USB-A socket for connecting a phone. The Gold Wing’s system has been equipped with Android Auto, but as is usually the case with Hondas, the process of connecting a phone is not easy.
Despite connecting a smartphone via Bluetooth or cable without any problems, I eventually gave up, because without an additional headset, the Android Auto interface didn’t indicate readiness to work at all. What if I don’t want to talk, just use Google Maps on the motorcycle screen or use external speakers for this? It’s not a very sensible way to enjoy music, considering that motorcyclists ride with helmets, but for some reason, Honda has equipped its flagship model with an audio system.
Despite minor complaints, I probably don’t need to answer the question of whether I liked the Gold Wing? Apart from the difficult-to-use, yet functional multimedia, nothing bothered me about it. Maybe just the relatively small, 21-liter fuel tank. Everyone complains about it, so I have to as well. Oh, there’s also the troublesome issue of the price of this two-wheeler.
In the richly equipped Tour version with a central pannier, a passenger backrest, a higher windshield, and electronically controlled suspension preload, the Honda GL1800 Gold Wing costs almost PLN 173,000. For that amount, you can buy a fairly comfortable car. The model without the third pannier is much cheaper, costing PLN 133,600. The price difference is difficult to swallow, even taking into account the much richer equipment of the Tour version, so if someone travels alone, the Honda GL1800 Gold Wing in the bagger version may be a better choice.
Despite these shortcomings, the largest touring Honda is an amazing motorcycle in every respect: technical and riding experience. I probably wouldn’t want to use it every day for city travel, and I missed the agility of lighter two-wheelers a bit, but for a long journey, there’s no better choice. It really is one of the most comfortable motorcycles in the world, and certainly the most comfortable I’ve ever ridden. Additionally, it’s not at all a “grandpa” motorcycle. Many features contribute to this: surprisingly good performance and a determined engine character, an ideal seating position, excellent weather protection, a suspension that absorbs irregularities well, high overall drivetrain refinement, and rich equipment, topped by an automatic gearbox. This Honda has no weaknesses; it has been perfected to perfection in a truly Japanese style. That’s why the Gold Wing has become a legend.
The motorcycle was provided for testing by Honda Motor Europe Branch in Poland Ltd.