Having rented a couple of these behemoths for weekend trips, I decided that I would quite like to own one. To this end, I scoured MCN classifieds, to find that 3, 4 and even 5 year-old 1500s were going for between 8 and 9 grand. List price at the time, (March 97) for a new one was £16,500. I then noticed an advert offering new ones for £13,500, together with a selection of used examples. Descending upon SB Superbikes at Verwood, I looked around their 2nd hand stock, and was not much impressed. Linda, who is good at this sort of thing, then suggested a new one. Two hours later, we've ordered a red one, tagged and alarmed, for £13k.
Downside - Canadian spec - hence km/h speedo, and "Canadian Edition" on the seat.
Upside - £3500 below list, loads of extra chrome, four speaker stereo, "proper" rear light arrangement. [1]
The first time I climbed aboard a GL15, the initial surprise was the proximity of my backside to the road. The seat height, at 29.1", is low enough for the shortest legs, but the width takes a bit of getting used to.
Pulling away, using maybe 1500 revs, it is very stable, and feet up trickling is a piece of cake. It makes maximum power (100bhp) at 5200 rpm, and produces max torque (110lb/ft) at a mere 4000. This corresponds to 85mph in top (OD) gear. Once in top, gear changing can be dispensed with, in most circumstances.
Handling is much as expected, with words such as "vague", "wallow", and "ponderous" springing to mind. Once this is accepted, the Wing can be hustled along at a fair old lick, providing there's not too much braking, cornering, or accelerating involved. Bumps tend to set up a wallow in sweepers, indicating that there's not enough weight, relatively speaking, over the front wheel. This can be partially tuned out, using the on board compressor to firm up the rear shocks.
Comfort is absolutely arm-chair, with the pillion being "adequately" provided for. Footboards for the pillion are adjustable, for height. Linda has regularly fallen asleep on long journeys. The mark of the Wing is that I can ride to the in-laws in Béarn, 780 miles away, in maybe 13 hours, and still walk when I get there. This was not possible on my CBR1000.
Luggage capacity is cavernous, with a top-box, and two panniers, all centrally locked. There are also two cubby holds in the pillion armrests, and two small compartments in the fairing, one lockable.
The topbox takes two full-face lids, or you can put one in each pannier. Left hand pannier holds the tool kit. Right hand pannier has the air compressor extension hose.
The stereo includes an auto reverse tape deck, and AM/FM radio, with six station presets for each. Controls are where the tank should be, or there's a set on the left hand bar cluster. It also now boasts a Pioneer 12CD auto-changer, with a nice little control panel on the left fairing pocket. This has halved the capacity of the rhs pannier.
Right hand switchgear includes the cruise control, which works from 40 - 80 mph. Ideal for long trips. It is deactivated by application of either brake, throttle, or the clutch. There is a "Resume" button, for getting back up to speed.
Top "sad" gizmo - the writing on the switchgear "lights up" when the lights are on.
Runner up is definitely the reverse "gear", which isn't. It's also more useful than you might think. Try paddling an 800lb motorcycle backwards, uphill, on wet cobbles, and you'll see what I mean.
The central console, or dashboard, includes an LCD readout for Time, Air pressure[2], Stereo controls, etc. The idiot lights include "OD", for overdrive (5th)
The much lamented air-con, isn't, really. It's simply a set of 7 vents in the fairing. The bottom two can switched to take air from the radiator, keeping knees warm on winter days. The exhaust shrouds also have vents, Honda have dubbed these "footwarmers", and they work, too. Hands are less well catered for, and can get cold.
The fairing keeps just about everything off, providing you keep the speed respectable.
Fuel consumption averages 35mpg, which is okay, and no more. The tank range is around the 150 mile mark, or two hours, by when a break is welcome, in most cases.
Tyres go around 10,000 miles for the pair, which is good, considering the effort involved in changing the rear. This longevity is achieved by the extensive use of porcelain in their manufacture, or so the wet weather grip would indicate. Do not attempt to throw a Wing about in the wet - you *will* fall off.
Drive is provided by a low maintenance shaft, which is nice, though this does impinge on the Wing's wheelie pulling capability.
It's done 28,000 miles now, and all it's used is oil, filters, tyres, plugs, and brake pads.
I have fitted a K&N Filtercharger filter, and it certainly breathes more easily now.
Extras have been restricted to a rack, for the top box. [3]
Phil West summed up the Gold Wing quite well in Bike, September 1994:
"...but if I could ever afford another bike as well, you'd better believe me when I say it'd be the 'Wing. Live and let live, guys, they're great."
As we all now, you *can* get your knee down, too.
[1] UK spec rear light is solely the panel below the reg. plate. The Canadian spec has both panniers, topbox, and spoiler lights as standard. :-)
[2] For the rear suspension.
[3] ...and pannier lights, topbox lights, fairing position lights, cubby dividers for the panniers & topbox, mirror in the topbox lid, fag lighter, headlamp protector, Fiamm horns, extended airline and Optimate adapter. I think that's it. ;-)
