Honda GL1000 Goldwing Road Test — Classic Motobikes — Bike Reviews

27 Янв 2015 | Author: | Комментарии к записи Honda GL1000 Goldwing Road Test — Classic Motobikes — Bike Reviews отключены
Honda Goldwing prototype M1

Honda GL1000 Goldwing Test

When Honda the first of the GL series at the 1974, show the rest of the world never have imagined it create a whole new breed of and riding style, let alone be around in one form or another Most had considered a larger of the CB750 to be on the cards, however few had correctly. Now in its fourth decade and its generation of continued production the is a true phenomenon of modern

The machine combined what to be a perfectly normal, conventional and cycle parts wrapped nothing less than a car to create a perfectly well machine. The overhead camshaft resembled something out of the back of a car and is technically nothing out of the ordinary, good sound engineering put together in typical Honda Despite looking like an engine inside the flat was all pure motorcycle with valves and hemispherical combustion producing a healthy output for the pumping four large that sat on top of a CB750 like speed gearbox.

Although ridiculed for being too big and heavy in the GL1000 is a surprisingly nimble hiding its not inconsiderable mass thanks to the low slung fuel and flat layout of the horizontally engine, in effect there is of any weight above ankle even the gearbox is situated in the bilges, making the machine to throw around even at Whilst on the subject of speed for its the GL was no slouch either being as as the benchmark sports motorcycles a top speed a shade over the mark and a 12.73 second quarter, faster than a 911.

In use the early GL1000 is a real to get the hang of with few vices, for the spongy rear shocks once loaded up are little With a wheelbase a shade than a “normal” motorcycle the handling is impressive, combine with good brakes and a demeanour and riding the wing is fun.

It does feel at however like the brakes snap the front forks is the combined power of them and the backing up behind the front it is all in the mind however and I cant an instance of any Goldwings snapping in at the squeeze of the front bake none the less Honda did fit and larger diameter forks as the developed over the years. A idea is the size of the rear being 12mm larger in than the front rotors and grabbed by a more powerful opposed caliper rather the single piston floating used on the front. The rear effectively has a twenty percent swept area for the pads to than the front discs it way too powerful especially when on by your best size

Ground clearance is the limiting in cornering but one soon learns to accordingly by going in that bit steadier before using the to stomp out, exiting as fast as if you had tried to go around on knee but without decking the can Of course many degrees of angle are eaten up by those shocks and fitting a longer pair will aid the situation no

The flat-four engine is a silkily delight, even now some years on, so one can only imagine the upon the biking community way at the types launch, pulling way down low in the rev range and maintaining a power curve all the way to its redline peak power being a seven thousand rpm. The is continuous and certainly up there the Superbikes of the day with acceleration and indeed top speeds equal to the Z1 et al.

Five perfectly chosen seamlessly slot into the rev to give the big machine yet another with every shift its impressive three figure top If you look in the biking bible the entry for smooth gearboxes, times out of ten it will say “see and that is certainly the case aided by a clutch so light it be better served on a middleweight not a big heavy weight bike this.

You can move weight within a structure to help, or totally destroy its balance, but you ever lose that it will always be there. It is bulk that totally the rear suspensions best of keeping the plot in shape, a very basic design of the damping fails miserably passing all but the very smoothest if

In typical Japanese testing no doubt this bike did of miles around a race being tested by professional this practice common in the and seventies almost without failed to highlight a machines handling habits and really served to push horse limits to the maximum. Consequently we saw a of Jap machines that looked and superbly yet handled relatively particularly when compared to the machines that were developed in a more laid and hands on style.


The GL’s general demeanour is in a straight line, providing eyes and thick white are steered away from but get in a bit of a mid corner and the big Wing gets all with the rear trying to do a job of steering than the front, for a it manages this challenge and the thing you can do is back off the throttle. The thing you can do however is junk the shocks and fit a pair of more damped units.

Shocks the only real tangible that you can find with the bearing in mind its age and status in the world, is the rather pessimistic fuel gauge, the fitting of was yet another first in the biking of things. To be fair it was good of to fit one where it is, smack bang in the of the faux tank where it grab your attention at the moment and had it been blessed stunning or even half it would have been a thing however the reading drop, both suddenly and leading you into thinking you had find a gas station pretty the reality of the situation is however you will have many miles left in the tank.

GL1000 Goldwing Model

The Goldwing project began in soon after the completion and launch of the radical CB750 the design brief was simple it have a bigger capacity both the Z1 Kawasaki and BMW R90 and produce power and carry a greater than the 1200 Electroglide. The aim was challenge and overcome the domination of Davidson in the US cruiser market.

The Honda research people keen to explore the possibilities of increasing capacities taking the concept, first seen the 1968 CB, onto greater with more power and being produced to good The prototype GL nicknamed the M1 or king of was an elaborate design featuring a six cylinder engine not unlike the 1500cc Goldwing and Valkyrie of the mid

Once the basics of the design forged the rest took of itself mainly out of necessity, of a flat engine whether it be or six cylinder either has to be liquid or feature huge ducting to air to the rear cylinders as they sit their hot mates up front. The torque forces created by the spinning in line with the was cleverly offset, unlike the powered Guzzi and BMW’s, by the weighted alternator in the opposite (the crank spins when viewed from the effectively dissipating the energy to to nothing the negative impact the bike.

The engine was quiet too rubber belts driving the and the water jackets hiding any sounds from the top end. The primary balance kept smooth while a five-speed driving a wet multi plate handled the transmission via a large to the rear wheel. Ignition once again there was spectacular providing the sparks, no CDI or the just a pair of good old points although the advance mechanism was actuated via a vacuum to take into account load.

Build quality was superb wheels laced with spokes attached to aluminium later models soon had the to make Comstar design, the fake fuel tank up top up to reveal the electrics and also storage space. The real tank is situated below the very near the centre of and helps melt away 584 pounds of excess baggage far than if the five gallons had balanced on top of the frame like a bike.

The type, despite a start with a mere thousand sold in its debut against a prediction far higher that, did eventually take off in the and this in turn led to the opening and production of GL1000’s in America considered a risky move the American built Wings the factory in September 1979. year the model also was in capacity via a 3mm larger bore to 1083cc and with this cam a new CDI ignition system greatly the types reliability.

Smaller were continually fitted on year to aid fuel consumption, was a regular area for criticism in the at the time with some reporting figures as low as 15 mpg during high speed use, the was also small for a long cruiser greatly exacerbating the of a heavy right wrist. The was revised too, making the of trailers and low speed pottering along with a lowered and a lengthened wheelbase all aimed at the king of tourers even capable of the job in hand.

Honda off a few years after the types to fully develop the sportier like the CBX and the CB1100R but they did and the GL grew in both capacity and within the two-wheeled community. The is a massively popular lifestyle possessing one of the largest followings, if not the of any machine ever made and is doubt the most developed an unbroken production run that has the basic GL1000 grow an unfaired Superbike to the gargantuan range six cylinder super we know today.

Honda GL1000 1975

Engine – liquid cooled opposed four OHC

Capacity –

Bore … – 72 mm x 61.4mm

Honda Goldwing prototype M1

– 32mm CV

Max Power – 80 bhp @7000rpm

– 63 ft-lb @5500 rpm

Ignition – breaker mechanical advance

– Five-speed wet multi plate shaft drive

Frame – twin loop cradle

– 37mm telescopic forks rear shocks spring adjustable

Wheels – 3.50 x 19 4.50 x 17 rear

Brakes – Dual disc, single floating caliper. 292mm disc, twin opposed caliper

Wheelbase – 1545mm

– 265 kgs

Fuel capacity – 22litres

Top – 125mph

Honda GL1000 Gallery

Honda Goldwing prototype M1
Honda Goldwing prototype M1

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