2008 Honda Gold Wing Long Term Test - Report #3

We've gotten acquainted with our long term Gold Wing in updates #1 and #2, and now it's time for a taste of real life with this 886 pound touring beast.

Gold Wings have reputations for being focused touring bikes, but every time I straddle mine I have difficulty pigeonholing it as such. In spite of cushy features like electric reverse, heated this and that, and seemingly endless storage space, the Gold Wing is undeniably powerful; let out the hydraulic clutch, and the 1,832cc flat six-cylinder starts pulling despite itself.

You don't even need to apply throttle-- the thing just goes. Twist that right grip, and all bets are off: the Gold Wing offers delicious thrust that's seamless and strong, and before you know it this huge hunk of bike is hauling effortlessly along.

Once you're rolling, the 'Wing's relatively low center of balance (aided by a ridiculously low seat height of 29.1 inches) makes it more maneuverable than you'd think. Its wheelbase is a lengthy 66.5 inches, and while it takes a moment to instigate a change in direction, the Gold Wing leans eagerly once it's committed to a turn. Its overall height makes it feel like a tall ship at a regatta, but the effect of transferring all that weight is strangely thrilling. Coupled with the torquey six-cylinder, it doesn't take long to channel your inner hoodlum.

The photo here features full racing leathers for comic effect, but the point is this: ride a Gold Wing and you'll be tempted to rev it high (hence the abysmal fuel economy figure below), lean it hard, and potentially look quite abnormal in the process.

While practicing these tactics I found that my boot was usually the first thing to make contact with the road, but no bother-- I simply tucked in and allowed the pegs to (eventually) meet asphalt. Powering out of turns is a blast since the bike settles to the rear (especially when the electronic preload isn't set too high), and the tachometer pushes hard towards its 6,000 rpm redline. The brakes scrub off speed aggressively, and though it's equipped with ABS, the Gold Wing's massive downforce almost never necessitates application of the anti-lock system during stops. The linked system means you can depress the rear brake pedal and not worry about grabbing the front brakes unless you need a whole lot of deceleration urgently.

So there you have it. In spite of its reputation otherwise, the Gold Wing is surprisingly enjoyable to flog. Perhaps I'll show some restraint for the next few hundred miles and avoid earning a reputation as the guy who tries to ride his Gold Wing like it's a CBR1000RR... who knows, I might even get better fuel economy in the process.

Stay tuned for more facets of the Honda Gold Wing's eclectic personality.