The Honda Goldwing
motorcycle was first
introduced at the Cologne Motorcycle Show in October 1974, liquid-cooled,
horizontally opposed four-cylinder engine, which revolutionized motorcycle
touring. While this first production
version of the now
famous Goldwing was
ultimately deemed a
success, it's place in the world of motorcycling was not entirely cast in stone
at the beginning. Part of the reason for this was the fact that the GL1000
didn't really fit properly into any particular motorcycle class, even though it
was officially tagged as a touring bike. ********************************************************************************************************************************************** 1975 Make:
Honda
Models: GL1000 Standard
Price: $2880.00 (estimated) Weighing in at 584lbs
dry, it was far too heavy to be called a sports bike and the upright sitting
position also
helped to kill off any such sporting pretensions.The
rear coil spring suspension wasn't up to the job of handling all the weight when
the rider was pushing it heavy or on winding country roads that all bikers love
to tackle. Without a touring kit, the “standard GL” didn't help the official
touring image either. Honda
didn't make their own saddlebags and trunk available for the GL1000 until it's
last year of production in 1979. A Honda fairing was not even an option
until the GL1100 Interstate was released in 1980!Honda's
claim that the GL1000 was a touring bike must have rang hollow in the ears of
many owners keen to have their machines fitted for the job. It's almost like the
design team had a picture of what they wanted to make, but no clear idea of
where to fit it once it went into production. More than one GL1000 owner has
said that their early impressions from the press reports was that Honda seemed
to be more concerned with emphasising the outright straight-line performance of
the bike, and cementing it's role as a proper touring motorcycle seemed to be of
secondary importance at the time. In spite
of all the confusion about the Goldwings role in life, the GL1000 proved to be a
very reliable motorcycle, quite capable of going very long distances without
missing a beat and almost immediately the aftermarket fairing and saddle bags
suppliers started to cater for the requests of those who wanted to use the
GL1000 for more than just popping down to the shops. This is what finally gave
the Goldwing it's place in the motorcycling world, it really became a touring
motorcycle because it's owners shaped it into one and Honda, always keen to keep
an ear to the ground, listened to what the customers wanted and started planning
the next generation of Goldwing. ********************************************************************************************************************************************** 1976 Make: Honda
Models: GL1000 Standard and Limited Edition
Price: $2950.00 to $3295.00 (estimated) The
standard GL1000 remained unchanged, apart from a badly needed grease nipple on
the drive shaft. A limited edition LTD model was rolled out alongside the
standard model and the LTD had some nice emblems, pin striping, a better seat,
flared mudguards, gold coloured wheels, and some other nice but otherwise
unimportant cosmetics. The LTD version of the GL1000 was only available for this
model year. ********************************************************************************************************************************************** 1977 Make: Honda
Models: GL1000 Standard
Price: $2930 (estimated) The first
tentative model changes based on customer feedback to Honda got higher
handlebars with neoprene grips, a dual contoured saddle and chromed heat shields
on the header pipes. Chromed upper engine mounting brackets were also a nice
touch. More importantly, the steering head bearings were now tapered rollers
instead of ball bearing type that often wore out quickly. The front, rear
engine, and rocker covers were now thicker and was designed to reduce noise, the
fuel tank also had an internal coating applied to prevent rust. ********************************************************************************************************************************************** 1978 Make: Honda
Models: GL1000 Standard
Price: $3198 (estimated) This year
brought smaller carburettors, shorter valve timing and increased spark advance
which gave the GL1000 increased performance in top gear, which translated into
slightly less top speed but more torque, which is what the long distance rider
needed. The fuel, temperature and voltage gauges were mounted on the tank. The
kick-start was omitted this year and the troublesome wire wheels were replaced
with five spoke Com-stars. Gone was the worry about rusted or loose spokes
on wire wheels, now owners were fretting about cracked rims and loose rivets on
the Com-stars. The stepped saddle was introduced this year and has been a
feature of all Goldwing models ever since. A fully chromed exhaust system which
didn't rust as fast as the earlier painted ones, rear indicators where moved
from the frame to the rear mudguard and shocks changed to a two-stage damping
type (in addition to longer forks & springs) completed the picture. The bike
still handled like a brick when pushed hard, in spite of the new FVQ (often
called fade very quickly) shocks and the better forks. The new exhaust made the
machine sound livelier and the smaller mufflers allowed easy access to the
clutch, which was just as well as this was a problem area on the GL1000 in those
days. ********************************************************************************************************************************************** 1979 Make: Honda
Models: GL1000 Standard
Price: $3698 (estimated) This was
the last year for the GL1000 and the bike saw only minor changes which included
the shape of a then very cool looking CBX style tail light with two bulbs,
rectangular indicators, brake fluid reservoir and black brake and clutch levers
instead of the previous unpainted alloy ones. An opportunity to lose some
of the excess weight and regain some of the performance the model had lost in
previous years was gone and the cosmetics were the only areas attended to at the
end of the decade leaving the Goldwing to continued it's slide down the
credibility scale until the 1980 model year. ********************************************************************************************************************************************** 1980 Make: Honda
Models: GL1100 Standard, Interstate
Price: $3798.00 to $4898.00 (estimated)
The GL1100 was announced for thismodel year and this time Honda got it
right. This was the first ever-Japanese mass produced motorcycle to roll off the
production line as a proper touring motorcycle coming with a full fairing, trunk
and saddlebags on the Interstate model. The quality, fit and finish of the
plastics was first class. The new frame was stiffened considerably to cope with
the extra weight ofthe
Interstate. The bigger 1085cc engine was still a liquid-cooled, horizontally
opposed four-cylinder engine, but it gave more torque and also ran smoother than
the previous model with smaller carburettors and electronic ignition. The
suspension was air assisted and this greatly transformed the handling and
comfort of the bike, in spite of the weight increase of the dressed models
around 672lbs. The forks could take between 14-21psi, the rear shocks 29-42psi.
Motorcycle magazines immediately gave the new machine the thumbs-up and
customers all over the world hassled their dealersfor
a bike that Honda couldn't get out of the factory quick enough to meet the
demand. Its reliability meant that the Goldwing rider didn't have to fill
the luggage space with repair tools every time the bike was taken out. The
GL1100 was the Goldwing that the GL1000 should have been. For those who weren't
satisfied with the already comprehensive items on the GL1100, Hondaline offter
luxuries such as a full radio/cassette, CB radio and lots more. Honda knew that
the typical Goldwing rider had the cash to spare for the luxuries they offered
and price was not a factor. The aftermarket suppliers were also quick to adapt
to the new challenge and before long one could buy countless accessories for the
Goldwing, with many suppliers eager to meet demand and fill the large gaps that
Honda had left for them. This pattern has been repeated for every Goldwing model
ever since and the GL1100 is the bike that really saw the Goldwing accepted as
the “ultimate touring bike”, a title that the Goldwing has held almost since
then.
The
GL1100 saw some changes such as a reshaped saddle that was slightly lower than
before. As on the 1980 model, the saddle could be adjusted forward and back by
about 40mm, but this time with a press of a lever instead of the previous
fiddling with Allen keys. The saddle on the Goldwing has probably seen more
changes than any other area of the bike over the years. Almost yearly there
where minor changes to the shape and foam density and no matter how much effort
Honda put into this area, there where always plenty of people whose
“rear-ends” just didn’t fit comfortably enough. The rear shocks could now
take up to 57psi of air, this being the limit for the rest of the GL1100's
production life. Orange & Gold pin striping, a scratch-resistant windshield,
and better instrument shielding to stop unwanted reflections on the windshield
all showed Honda were keen to refine the bike. Saddlebag liners were available
from this year on.
In May of 1981 Honda moved the Goldwing production from Japan to Ohio, USA.
********************************************************************************************************************************************** 1982 Make: Honda
Models: GL1100 Standard, Interstate, Aspencade
Price Range: $4248.00 to $5698.00 (estimated)
The GL1100 had some major improvements in the new Aspencade. The bike had an
electrically operated air pump for the suspension, accessed from the top of the
dummy tank, instead of the previous valve set-up (retained on the Standard and
Interstate) which required the rider to either keep a manual pump handy or go to
the local garage to pump up the suspension. Two-tone paintwork was applied to
the Aspencade and all the GL1100's got smaller wheels (18" front, 16"
rear) The rims were now wider (2.5" front and 3"rear) to allow for
wider tires on all models and the self-cancelling indicators were fitted to all
models from 1982. All models from 1982 got a new style crash bar and dual piston
brake callipers all a round. The Aspencade also got vented stainless steel discs,
two-tone seat and trunk pouches, the Clarion type 2 AM/FM stereo radio, digital
dash, CB radio and a clock. The stereo, CB radio and air pump where available as
options on the Interstate.
This
was the final year of production for the GL1100. All models got flatter
foot pegs, the passenger ones being slightly adjustable. The Aspencade now had
eleven spoke aluminium wheels instead of the previous troublesome Com-stars (which
were never really able to cope with all the weight), the suspension pump
controls where now mounted on the handlebars just below the dash and the bike
finally got linked brakes which were much welcomed by the Goldwing community.
The Aspencade came with a LCD dash and advanced features. The choke lever was
operated by thumb on the left handlebar. Anti-dive forks (TRAC) helped
considerably to reduce wallowing and helped prevent bottoming-out and stronger
springs in the rear shocks meant that the bike could be ridden without any air
in them, although this wasn't always entirely wise, especially when travelling
with a passenger. Changes to the gearing saw better fuel economy; a
shorter first gear made the machine faster off the line, but top gear
acceleration was now a bit more sluggish. The self-cancelling indicators had
some improvements to make them more reliable and the seat was redesigned to give
the passenger more room. Locating the trunk both higher and further back gave
even more space for the passengers. The Aspencade now tipped the scale at over
700lbs! Comfort and size were the criteria from now on.
**********************************************************************************************************************************************
1984 Make: Honda
Models: GL12000 Standard, Interstate, Aspencade
Price: $4795.00 to $7895.000 (estimated)
The GL1200 arrived for this year and continued the trend set by it's predecessor.
Competition from Yamaha's Venture (which many motorcycle magazines compared to
the Goldwing) no doubt hastened the development of the successor to the GL1100
and the GL1200 was Honda's answer. With three different models for this
year which included the Standard, the Interstate, and the top of the line
Aspencade, which had the Type 3 audio system. Honda was ready to roll!
With major improvements over the 1100, it had a bigger and more responsive
1182cc version of the
liquid-cooled, horizontally opposed four-cylinder engine
with hydraulic valve adjusters, better suspension and better handling. A
hydraulic clutch was another first for the Goldwing. Carried forward from
the previous Aspencade were the now even better air suspension controls, linked
brakes, and the new Aspencade had a more advanced audio system and upgraded LCD
dash. The front wheel was a rather small (for such a large machine)
16" and this gave the steering a very light and quick feel. The styling of
the plastics was more aggressive than the GL1100, the fairing, trunk, saddlebags,
and lights all had a more brute look that was evident on many motorcycles and
cars from the eighties. The flowing lines of the previous model were not quite
as subtle on the GL1200, but the integration of the luggage was much better now
because there were less gaps and spaces between the panels and much more
efficient use was made of the available storage space. Four 32mm CV carburettors
managed to give better response with a light feel without the need for
accelerator pumps. The GL1200 was the first Goldwing to drift away from the
common Honda "parts bin" approach and most of the parts fitted to a
GL1200 were unique to that machine and not fitted to any other Honda motorcycle.
Hondaline could supply you with a CB radio and other extras considered essential
by many owners of the new machine. The aftermarket suppliers had a field day,
small industries had sprung up everywhere to feed the habit and the vast range
of chrome goodies, backrests, lights, and more.
This year Honda drop the Standard model. Since the introduction of the
GL1100 Interstate, sales of the Standard had slumped dramatically and in spite
of the predictable whining and howls of protest from the aftermarket fairing and
luggage suppliers, this was the beginning of the era when accountants really did
have a big say in marketing policy, so the Standard was unceremoniously put down
by Honda. Alongside the Interstate and Aspencade, Honda brought in the GL1200
LTD for this year only. The LTD had computerised fuel injection, auto levelling
rear suspension and a sophisticated trip computer. The fuel injection, while not
entirely without it's faults in the real world, it transformed the GL1200 into a
real animal, which made the carburettor models seem sluggish in comparison. The
LTD was only available in two-tone gold/brown. This year the GL1200 alternator
capacity was increased (though still not by enough to cater for all the
accessory lights that owners usually fitted) and the ignition pick-up coils were
mounted at the front of the engine instead of the rear. An altered top gear made
for smoother cruising in top and the fairing had better ventilation.
********************************************************************************************************************************************* 1986 Make: Honda
Models: GL12000 Interstate, Aspencade, SEi
Price Range: $6698 to $10598.000 (estimated)
The year saw mainly cosmetic changes to the Interstate and Aspencade, the LTD
was replaced by the SEi, which came in Pearl White only and had little over the
LTD except for Dolby noise reduction on the Panasonic Type 3 audio system
an up rated 500 watt alternator, a slightly better seat (which was also fitted
to the Interstate and Aspencade) and different emblems. The SE-i weighed out
around 770lbs. Many people who had bought the supposedly unique LTD the year
before felt cheated by what looked like another LTD in the shape of the SE-i in
a different colour, the general feeling being that Honda were just cashing in
again this year. An Aspencade emblem on the saddlebags of the SE-i didn't
go down too well with buyers who wanted their own unique Goldwing to be distinct
from the "lesser" models. The carburettor models were back to 30mm
CV's with accelerator pumps, although it made little noticeable difference to
the riding experience.
This was the final year of production for the GL1200 and there was little change.
No doubt Honda was saving the major surprise for the following year, although
the Goldwing faithful had been expecting the rumoured "Super Goldwing"
for the current model year. The SE-i was gone and the Interstate and Aspencade
got a much plusher saddle, the best on any Goldwing to date. The Aspencade now
had cruise control and trunk mirror as standard, and the lower cowl (oil filter
cover as Honda called it) and the side vents on the SE-i were now fitted to the
Aspencade. Color-matched riders foot peg accents with a nice chrome trim were
also fitted to the Aspencade this year. The final drive and differential had
been made much smoother and quieter and this translated into less chucking and
jumping at trundling speeds. All of these improvements meant that the 1987
models were the quietest and best GL1200’s to date.
