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Honda Goldwing prototype M1

Launch: Honda Goldwing F6B

The bagger is Honda’s answer to trends while also a platform for those who are heading in the of the full biscuit Goldwing

The Goldwing has been transformed, a number of its famed long-haul discarded to create the new-for-2013 F6B. The blacked-out bagger – with red or black bodywork not only has a much more profile than its big brother, but is lighter and definitely brings a sporting flavour to the table – if the best way to describe a bike has a kerb weight of 385kg.

At Honda’s blueprint for the F6B is simple: targeting males over 40 who may the machine and then ultimately the next step to the Gold with its full suite of luxuries. In 2012, Goldwing slipped in Australia, and the F6B solution go a long way to making it a family with Harley-Davidson’s domination of the market in Australia clearly in sights. It’s a fairly approach, as Honda hasn’t with the main element has made the Goldwing such a success – the hulking 1832cc flat six engine.

For the price, still delivering a classic of over-engineering; a bike that not invites two-up touring absolute ease, but can still tow a if the situation arises. But that’s to be the lot of the F6B, as this is a back to bike which invites urban interface than the Wing could ever

The main items made to requirements on the F6B include the electric gear, cruise control, the automatic cancelling blinkers, seat heaters and the massive trunk. Also, there are no running boards for the pillion, and the is a lot smaller to befit the F6B’s low-slung demeanour – although is an optional screen available, other items including a rest, fog lights, centrestand and fog In some markets a ‘Deluxe’ of the F6B is available, which includes a of those accessories as standard.

is plenty of room in the F6B’s to get comfortable, and the smaller and narrower instantly invites the rider to more involved in the interaction tarmac and bike. The rear of the is also big enough for long-haul and I doubt the absence of running makes a discernible difference to levels.

The downside of a sedate ride is that it gives more time to dwell on negatives, and the Aussie press was a case-in-point. My main gripe was the buffeting at helmet level on the which is obviously a sacrifice has to be made for the smaller, chopped-down The optional taller windshield – vent — doesn’t too bad, although it isn’t the fit for the long and low foundations the machine is on.

But without a doubt, the bike enclose the rider into a comfort bubble; one that needs to be popped for toilet, and sustenance breaks.

The F6B is definitely agile than the Gold with the decrease in weight the reason. There’s also a centre of gravity compared to the and more appointment-rich Gold and it’s just so easy to into a metronomic beat. It is that easy to churn the kilometres, but there’s no getting from the fact that the F6B is a big and heavy machine which respect.

But with a 1690mm at least stability isn’t an

The F6B has the same suspension as the Goldwing – rear and 45mm fork with adjustment confined to preload only. Without the trunk and pillion backrest of the Honda could have got with a softer rear end but at the expense of the weekend warrior who a firmer setup. Smart

The unique flat six engine really require a formal as the seamless, turbine-like power has been spoken about in tones for years now. Ad always loved its deep, sports car-like rasp. an effortless experience to wind up the F6B, without even a of intimidation.

The power characteristics point towards laid-back – gear selection isn’t that critical for a start but there’s still a little bit of aggression and punch for those are in the for that sort of thing. is also a non-issue across the rev and the throttle response is predictably but faultless. The engine is fed by dual throttle bodies and six high-pressure

Honda claims peak of 87kW (118hp) at 5500rpm and of torque at 4000rpm, but the real about this engine is you get the feeling it could pull irrespective of mass. You can’t say the thing for many of the F6B’s

The 296mm twin discs on the F6B are by a whopping 316mm number at the and it’s all metered – very indeed — by Honda’s Braking System.

Honda hasn’t abandoned all of luxury on the F6B, and it still with a glove box, audio system controlled, with wide-ranging connectivity And the waterproof panniers are 22 litres which may be more than required for the type of use the bike is to be subjected to. The panniers do look bulky on the rear, too, and what is otherwise a beautifully and flowing bike.

The bike has a tank, and on the launch my bike fuel consumption of 6.4lt/100km. an effective range of about entirely adequate for a machine of ilk.

The F6B gets the nod of approval. It has a few shortcomings, some of the instrumentation and may be a little dated, but on the whole it a great service to the Gold badge. It’s now available in from authorised Honda dealerships.

1972: the beginning

A new team was assembled under Irimajiri, who headed up the design of five-cylinder and six-cylinder road engines in the 1960s. The team the top-secret M1 prototype, powered by a horizontally opposed six-cylinder with shaft final – features that subsequently their way onto the production

1975: GL1000 Goldwing

The first production Goldwing a 999cc liquid-cooled horizontally four-cylinder engine. In 1976 celebrated the Goldwing’s success the Goldwing Limited Edition and in 1979 the first Honda of manufacturing plant opened, the fact that 80 per cent of production in Japan was being to the United States.

1980: Goldwing and GL1100 Goldwing

The GL1100 with air-assisted firmly established the Goldwing as a Tourer par excellence. The larger engine was developed for torque than power, while a wheelbase offered increased and more room for the rider and At the same time the GL1100 introduced its factory-fitted fairing, and top box.

1982: GL1100 Aspencade

The most luxurious to date offered an unparalleled of standard features, from LCD and a CB radio to an onboard air compressor.

GL1200 Limited Edition

The of the GL1200 Limited Edition saw a with computerised fuel a four-speaker sound system, control, auto-levelling rear a travel computer and metallic paint.

1988: GL1500

The new Goldwing had to be quieter, smoother, more comfortable and even in the corners. The development team 15 different machines in 60 prototype

2001: GL1800 Goldwing

A eight years in development, the was steered by Masanori Aoki, CV included the CBR250RR and CBR600F3. In words: My job was to add more fun factor, to a Goldwing with the kind of and handling people normally with sporting machines. The horizontally opposed six-cylinder is mounted in a box-section aluminium

2006: Industry-first airbag

The model introduced initially in the USA the world’s first airbag on a motorcycle, as well as revised and instrument panel.

2012: update

The connect between and machine is strengthened thanks to improvements in electronics, the audio and a few other creature comforts. And it received a mild cosmetic

2013: Goldwing F6B released.

Tuesday, 11 June 2013


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