Higenamine Fat Burner

Higenamine Fat Burner

Higenamine is a stimulant found in traditional Chinese herbal medicines that have been used for centuries to treat conditions such as heart disease and asthma. Supplements containing higenamine have recently been marketed for use in pre-workout regimens and weight loss. Read on to learn more about the purported health benefits and risks of higenamine.

What Is Higenamine?

Higenamine, also known as norcoclaurine, is a naturally occurring compound found in many Asian plants, including the seeds of Nelumbo nucifera (lotus), the fruit of Nandina domestica (heavenly or sacred bamboo), and the root of Aconitum carmichaelii (Wolf's bane) [1].

Higenamine is a stimulant, meaning it may increase heart rate, expand the airways in the lungs, and widen the blood vessels [2, 3, 4].

For this reason, higenamine has become a popular dietary supplement for weight loss and as a performance enhancer for athletes. However, there is concern regarding the safety of this supplement and its potentially harmful effects on the heart [5].

Higenamine is currently prohibited in sports by the World Anti-Doping Agency [6].

Mechanisms

Research suggests that higenamine works by activating beta-adrenergic receptors, which are responsible for smooth muscle relaxation (β2) and heart contractions (β1). Other activators of the β2 adrenergic receptor include ephedrine and caffeine [4, 7].

Adrenergic receptors are involved in:

• Smooth muscle relaxation (β2 receptors) [4]
• Heart contractions (β1 receptors) [4]
• Controlling muscle tone (constriction/dilation) in the respiratory system (β2 receptors) [7]
• Controlling blood flow by relaxing or tightening arteries (α2 receptors) [8]

According to animal studies, higenamine (given orally) appears to be rapidly absorbed and reaches peak levels in the blood after 10 minutes. However, higenamine is poorly absorbed, with only 3 to 22% entering the bloodstream [9].

A phase I clinical study shows that higenamine lasts in blood circulation for about 8 minutes, and nearly all higenamine is eliminated from the body within 30 minutes [3].

Potential Health Effects

Insufficient Evidence For

The following purported benefits are only supported by limited, low-quality clinical studies. There is insufficient evidence to support the use of higenamine for any of the below-listed uses. Remember to speak with a doctor before taking higenamine supplements, and never use them in place of something a doctor recommends or prescribes.

1) Athletic Performance and Muscle Building

Higenamine is often marketed for use to improve workout efficiency and athletic performance, but research into these effects is lacking. Animal studies suggest that higenamine may increase heart rate and expand the airways in the lungs, effects which may improve athletic performance. However, the research in humans is limited and conflicting [4, 7].

In a randomized crossover trial of 16 healthy young adults, a supplement containing higenamine, caffeine, and yohimbe bark extract increased heart rate. However, the increase was modest (~3 bpm) and it is unclear how much higenamine contributed to this effect [2].

In another study of 48 men, higenamine did not differ from placebo when it came to changes in breathing rate, heart rate, or blood pressure after 8 weeks of supplementation [10].

2) Weight Loss

Higenamine supplements are also often purported to help with weight loss.

In the previously mentioned trial of 16 healthy young adults, a supplement containing higenamine, caffeine, and yohimbe bark extract increased the amount of free fatty acids (FFA) in the blood as well as kilocalorie expenditure [2].

According to the researchers, these results suggest a possible increase in the breakdown of fat (lipolysis) in the body, but it's unclear how much higenamine contributes to this effect compared to the other ingredients in the supplement [2].

Animal and Cell Research (Lack of Evidence)

No clinical evidence supports the use of higenamine for any of the conditions listed in this section. Below is a summary of the existing animal and cell-based research, which should guide further investigational efforts. However, the studies listed below should not be interpreted as supportive of any health benefit.

1) Heart Protective Effects

A study in mice found that higenamine may protect against cell death and heart injury after a heart attack. According to the researchers, this protective effect may be due to the β2-AR/PI3K/AKT signaling pathway [11].

2) Brain Protective Effects

Based on a study of mice with brain damage, higenamine may help reduce the size of injury and increase the chances of survival [12].

3) Asthma

In a study using guinea pigs, higenamine caused a relaxation of smooth muscles in the trachea [7].

4) Arthritis

According to a study of mice with artificially induced arthritis, higenamine may significantly reduce clinical arthritis scores and reduce inflammation [13].

5) Antithrombotic Effects

Higenamine may decrease the ability of the blood to clot, according to research in rats and mice [8].

6) Erectile Dysfunction

Research using tissues from rats suggests that higenamine may relax erectile tissue (corpus cavernosum), which may allow blood to flow into it more easily [14].

7) Spinal Cord Injury

In a mouse study, higenamine decreased inflammation and increased locomotor function after spinal cord injury [15].

8) May Treat Symptoms of Septic Shock

Research in rats and mice suggest that injections of higenamine may increase survival in septic shock or endotoxin-induced disorders [16, 17].

9) Diabetes

A cell study suggests that higenamine may have glucose-lowering effects [18].

Side Effects & Precautions

This list does not cover all possible side effects. Contact your doctor or pharmacist if you notice any other side effects.

Higenamine is possibly unsafe due to its effects on the heart. There is some evidence that this supplement may cause modest increases in heart rate and blood pressure [2, 3].

Clinical studies in people have reported mild and temporary side effects such as dizziness, heart palpitations, chest congestion, and dry mouth [19, 10, 3].

Supplements containing higenamine have been linked to liver damage. However, these supplements contained other compounds, so it's unclear how much higenamine contributes to this effect [20].

A case study was reported where one individual experienced severe muscle pain and break down a day after consuming 1.5x the recommended dose of a higenamine-containing workout supplement. The symptoms persisted for nearly 4 months after consumption of the supplement [21].

Drug Interactions

If you decide to take higenamine (or any other supplement) let your doctor know as there may be unexpected and potentially dangerous interactions with your other medications or health conditions. The drug interactions of higenamine are not well researched and there may be more potential interactions beyond the ones discussed here.

Higenamine may decrease the effectiveness of blood pressure medication and drugs used to prevent blood clots, also known as blood thinners [8, 1].

Higenamine may also decrease the excretion rate of the cancer chemotherapy drug Epirubicin, which could result in a higher level of the drug accumulating in the blood [1, 22].

Supplementation

Natural Sources

Higenamine is found in varying quantities in the following plant sources. It's important to note that naturally-derived plant sources of higenamine, including aconite (Wolf's bane) and fruit of the sacred bamboo, may contain substances that are toxic to animals and humans [1, 23]:

• Wolf's bane or aconite root (Aconitum carmichaelii)
• Seeds of the sacred lotus (Nelumbo nucifera)
• Fruit of heavenly or sacred bamboo (Nandina domestica)
• Wild ginger (Asarum heterotropoides)
• Lamarck's bedstraw (Galium divaricatum)
• Sugar apple (Annona squamosa)
• Willow-leafed magnolia (Magnolia salicifolia)
• Argemone mexicana
• Coptis japonica
• Radix Aconiti Lateralis Preparata

Dosage

There is currently insufficient evidence to determine what a safe and effective dose of higenamine is.

Commercially available higenamine-containing supplements usually contain 20 to 40 mg, although some supplements contain as much as 75 mg per recommended serving or dose [24].

In throat lozenges, the amount of higenamine is 2.2 μg, which is about 10,000 times lower than quantities present in pre-workout supplements [25].

Higenamine Fat Burner

Source: https://supplements.selfdecode.com/blog/higenamine/

Share:

Read More

Harley Heritage Softail Classic 2009

Harley Heritage Softail Classic 2009

[This 2009 Harley-Davidson Heritage Softail Classic Road Test was originally published in American Rider magazine]

The 2009 FLSTC Heritage Softail Classic is probably Harley-Davidson's most traditional model. Facing the wind with its large headlight flanked by driving lights, its white sidewall tires mounted on wire wheels, and the ever so retro studded seat and saddlebags, you might think the Classic to be stalled somewhere in the latter half of last century. Styling-wise it is, but that's intentional as the Heritage Classic has always had a strong following that doesn't take well to having the model changed all that much.

The Heritage Classic is one of eight Softail models, nine if you add in the CVO Springer Softail. While based on the same chassis each of these models has its own distinct feel. With the Classic this feels starts with an upright seating position that would gladden the hearts of grade-school posture police. The low (25-inches), broad solo saddle pushes your fanny forward aided by a taller passenger seat, and the mini-ape bars hold your hands just below shoulder height. While this seating position suited my short stature (5'8″), taller riders might find it a bit cramped.

Advertisement

Nostalgic styling aside, the Classic is a modern touring motorcycle that will munch the miles with the best of the breed. Powered by the fuel-injected 96-cubic inch TC96B motor performance is a bit better than that of, for example, the FLHTCU Electra Glide Classic, despite having the same displacement. Most of this can be accounted for by the Softail's more svelte self as it weights 100 pounds less. Maximum torque is five pounds less (87.9 ft./lbs. vs. 92.6 ft./lbs.), but it hits earlier at 2750 rpm, compared to the 'Glide's 3500 rpm. Given those two factors ?less weight, max torque at lower rpm? the Heritage feels more agile, more responsive than do the full Tourers. A five-gallon tank holds the fuel and you can expect gas mileage to be in the 40's; play carefully and 50 mpg can be had.

2009 FLSTC Heritage Softail Classic back end

The major mechanical difference between this Softail's motor (actually, all the Softails) and that found in the full Touring models is that "B" suffix which indicates that the motor is balanced internally by two rotating weights which counter the inherent vibration in a V-Twin motor. The rest of the Harley lineup rubber-mounts their motors to quiet those vibes. Both systems are very effective at speed, but the "B" motors does a better job of settling things down at idle. Additionally, the non-B motors use rubber bushings to help isolate the vibes. This is a maintenance factor, though, as the rubber bushing do wear out, requiring replacement; not so with the "B" motors.

Since its inception in 1984, the Softail design has become the most copied of frame designs among the aftermarket custom builders. And with good reason, from an aesthetic standpoint; it gives a clean, uncomplicated "slammed" look to the bikes. Ride quality is compromised, however, due to the nature of the under-chassis shock absorber design. Prior to the introduction of the "B" motor in 2000 the combination of a less compliant suspension and a significant amount of vibration made the Softails an acquired taste. Currently, the "B" motor, and a much refined suspension, offer very acceptable ride quality. Just stay away from potholes and rough pavement.
Handling, of course, is a relative term with the ultimate goal always being compromised by, generally, style requirements. In the case of the Softail Classic this means you'll be scraping the floorboards as soon as you get a bit aggressive in the turns. Interestingly, these pivoting boards don't really upset the bike. Once you get used to the horrible grinding sounds you'll find a cruiser that can actually be ridden relatively swiftly through the mountains.

2009 FLSTC Heritage Softail Classic V-twin

Touring means carrying capacity and weather protection. Optioned out in a manner similar to an Electra Glide you can actually carry more on this Softail Classic than the Glide. Not more weight, but more stuff. While the weight load that an Electra Glide Classic can carry is 91 pounds more than that of the Softail (496 vs. 405), the Softail's soft bags can accommodate more volume than the Glide's hard bags due to their soft build. You can seemingly cram everything into the bags whereas the hard bags protest by refusing to latch once they're overfilled.

2009 FLSTC Heritage Softail Classic Saddlebags

The windshield on the Softail is tall and wide and works quite well, but it's not a fairing as on the Glides. You don't give up much in the way of wind and cold protection, but the difference might be significant if you live in the colder climes. On the other hand, the windshield is detachable, which gives the motorcycle a lot of flexibility… some times you really want the wind in your face.

All comes together nicely on the highway. Loaded up and rolling, you'll find the Heritage Softail to be highly maneuverable, and a very easy motorcycle to ride.

Harley Heritage Softail Classic 2009

Source: https://ridermagazine.com/2009/08/10/2009-harley-davidson-heritage-softail-classic-road-test/

Share:

Read More

Bmw Gs Range

Bmw Gs Range

Billed by BMW as the definitive machine for long-distance travel, the R1200GS Adventure is a bike totally at ease with covering huge mileage. The more rugged sibling of the GS, the Adventure was first unleashed in 2005 but in 2014 alongside a total refresh it gained the all-new partially water-cooled Boxer motor, something the stock GS debuted in 2013. Although it can be taken off-road, the GSA is generally bought by riders who relish its huge tank range (up 10 litres on the stock GS), can live with its taller seat height and like the rugged look its spoke wheels and crash protection gives it.

BMW R1200GS Adventure (2014-2016) Price

The GSA is a really common used bike, however don't think that this means you can haggle hard and snap up a bargain. Despite their prevalence in the used market, they hold their price due to their popularity and also their spec list. Very few GSA models are sold in basic spec and that means their residual values are high. If you want a very early 2014 bike you need to fork out just under £10,000 for a machine with under 20,000 miles on its clocks. If you don't mind the mileage, one with mid-30,000s will cost the same but you should get full luggage, which the lower mileage examples will lack. Oddly it seems like the GSA hits the £10,000 mark and holds there or there abouts, so even 2016 bikes are between £10,000 and £11,000, irrespective of age. Generally with a GSA, price is determined by spec and mileage, not age.

Power and torque

The partially water-cooled boxer motor (technically the GS isn't water-cooled, it is partially water-cooled. Where the old boxer motor was 22% oil-cooled and 78% air-cooled, the new GS is 35% water-cooled and 65% air-cooled using a technique called precision cooling) is the same as in the R1200GS and it really is a step up in terms of not only its performance but also its smoothness when compared to the air-cooled boxer engine. With bags of instant stomp, the twin makes a very respectable 123bhp and 92ft.lb of torque, which is all that is needed for road riding. It sounds, feel and acts just like the older boxer however it has a welcome extra element of refinement.

Engine, gearbox and exhaust

With so many GS models out there, you can pick up a fair amount of information when it comes to reliability if you head onto one of the many forums. The motor itself seems to be very reliable as long as you get it serviced regularly (every 6000 miles) and while there have been a few warranty issues, most bikes go through official BMW dealerships and so these will have been completed. In general the thing that causes issues seems to be sensors and finish, which can be an issue. The paint on the engine on some bikes seems to be pretty poor and once corrosion gets under, it lifts the paint off, making the bike look pretty tatty. Check around any areas where two cases meet as the corrosion gets under the paint here and if the owners has fitted a fender extender, which helps protect the front of the motor from road crud, take this as a good sign. The gearbox was updated on the 2017 bike but, weirdly, there were a few late 2016 bikes that have the 2017 engine with its slicker changing action. It's not a bad gearbox, it's just a bit agricultural and the 2017 version is noticeably slicker. A lot of owners swap the OE exhaust system and this is a great thing to do, liberating a nice bit of mid-range grunt with no need to get the fuelling altered as the bike self-adjusts or even swap the OE can, just replace the headers as that junks the cats. As on any shaft drive bike, you need to check the shaft drive system for any oil leaks and also the hub for noisy bearings, but they only really start to go on very high mileage bikes. Generally, motor-wise the GSA is pretty solid, especially if you are looking at a bike with less than 20,000 miles on its clock.

BMW R1200GS Adventure (2014-2016) Economy

BMW claimed that he GSA was able to deliver economy figures of between 48mpg and 66mpg, which gave a tank range of over 300 and even touching 400 miles. Most riders agree that figures in the mid-50s mpg mark is pretty easily achievable in mixed riding and that is not to be sniffed at as it equates to around 350 miles out of a tank of fuel. If you like to avoid petrol station, the GSA is the bike to be riding.

Handling, suspension, chassis and weight

If you are considering a GSA, the first thing to note is that it is a tall and quite top-heavy machine, especially when you brim it with 30-litres of fuel (which is almost 30kg in weight). Add to this a tall 890/910mm (the GS is 850/870mm) seat height and longer travel suspension and low speed drops are pretty common, so inspect the crash bars for dings. If you are worried, you can either get a lower seat or just buy the stock GS. Once rolling the GSA is beautifully balanced and is much more akin to a sports tourer than an adventure bike as such. The front wheel might be 19-inch but it carries wide 120/70 tyres and that means lots of confidence and grip. On a test ride check there is no odd feeling from the Telelever front that might indicate it needs a refresh in its bearings/joins as that can get expensive but usually you are looking at over 50,000 miles before this is required. The ESA (if fitted) is a much more pressing worry as while specialists can rebuild the shocks, results seem mixed and if you buy an OE BMW replacement you are looking at over £1000 for each shock. Ouch! That said, ESA is a brilliant system and it really is worth having on the bike as it smooths out the ride quality. The GSA was subject to BMW's front end recall, which will almost certainly have been competed but just check.

BMW R1200GS Adventure (2014-2016) Brakes

With Brembo radial brakes, the GS actually has a very strong braking set-up and you get ABS as standard, which is a good system. In 2016 ABS Pro was added as an option, which is angle-sensitive, but this is quite late in the bike's production run and to be honest, if you are looking at a 2016 bike it is a better idea to bite the bullet get the updated 2017 model which has an improved motor/gearbox and upgraded electronics. Always check when the ABS fluid was last changed (should be every two years) as if contamination gets into the system and damages the pump you are in for a big bill.

Comfort over distance and touring

Oh yes, this is a bike built to destroy miles and you can most certainly tour on a GSA. In fact, do so and not only will you see loads of other GSA on your route, you will wonder why everyone you see isn't on a GSA as it is so easy to devour the miles on. The upright seating position is very comfortable and with the heated grips and cruise control options ticked, it is very relaxed. The screen is a bit low as standard (it is adjustable) but you can get taller options and a lot of companies also sell additional wind deflectors (the Adventure gets extra deflectors over the GS) to keep you more sheltered. It's not as sheltered as something like an RT with its full fairing, but if you keep the speeds to a reasonable (legal) pace it is wonderful. And should you encounter a bit of light off-road action to reach a secluded viewpoint, the GSA is more than happy to get down and dirty.

Rider aids and extra equipment / accessories

It's a GS and so naturally, there are a lot of options... As standard you get ABS and ASC (traction control) alongside two riding modes (Rain and Road). Tick the Riding Mode Pro box and you add Dynamic, Enduro and Enduro Pro modes, which also adds Enduro ABS and Enduro ASC. None of them are angle-sensitive. If you want ESA (semi-active suspension) that is also an optional extra and so is Onboard Computer Pro, cruise control, tyre pressure control, heated grips and accessory LED lights and LED indicators. A lot of GSAs are sold in TE guise, which basically tics every single box and means you don't have to worry about add-ons, so if you want all the bells and whistles, get a TE. The only thing the TE didn't have as standard was gearshift assist and a keyless ignition, which became standard fitment in 2017 on the updated model which also gained ESA Pro with its self-levelling function. In 2016 the GS did have the option of ABS Pro but not Dynamic Traction Control, that arrived in 2017. In terms of accessories, hard luggage is on nearly every GSA while accessory lights, taller screens (the Adventure has a taller screen as standard than the GS but for some it isn't tall enough), added wind protectors, fender-extenders and crash protection is also very common. Generally, aside from touring goodies or crash protection, most bikes tend not to be too heavily modified and most owners stick with official BMW accessories, aside from exhaust headers.

BMW R1200GS Adventure (2014-2016) verdict

The GSA is a bike designed for serious mile-munchers and while its huge tank, tiptoe suspension and tall seat height can make it a bit unwieldy at low speed, a tank range of a genuine 300-plus miles is a big selling point. If you are short in the leg or not that confident with a heavy adventure bike, the stock GS is probably a better option but if you want to smash out the miles, the Adventure is absolutely brilliant.

Three things we love about the 1200GS…

• Great engine
• Huge tank range
• Comfort levels

Three things that we don't…

• A bit unwieldy at low speed
• Even used they are pricey
• They aren't exactly exclusive!

BMW R1200GS Adventure (2014-2016) spec

Original price	£12,600 (basic spec)
Current price range	£10,000-£11,000
Capacity	1170cc
Bore x Stroke	101x73mm
Engine layout	Boxer twin
Engine details	DOHC, 8v, partially liquid-cooled
Power	123bhp (92kW) @ 7750rpm
Torque	92lb-ft (125Nm) @ 6500rpm
Top speed	140mph
Transmission	6 speed, shaft final drive
Average fuel consumption	49mpg
Tank size	30 litres
Max range to empty (theoretical)	315 miles
Reserve capacity	40 miles
Rider aids	ABS, ASC, two rider modes. Three extra rider modes and ESA optional.
Frame	Tubular steel bridge
Front suspension	BMW Telelever
Front suspension adjustment	Adjustable spring preload. ESA optional.
Rear suspension	BMW EVO Paralever
Rear suspension adjustment	Fully-adjustable. ESA optional.
Front brake	2 x 305mm discs, four-piston Brembo radial calipers. ABS
Rear brake	276mm disc, two-piston caliper
Front tyre	120/70 - 19
Rear tyre	170/60 - 17
Rake/Trail	24.5°/92.7mm
Dimensions	2255mm x 980mm x n/a (LxWxH)
Wheelbase	1510mm
Ground clearance	n/a
Seat height	890/910mm
Kerb weight	260kg

Looking for motorcycle insurance? Get a quote for this motorbike with Bennetts bike insurance

Come direct to Bennetts and get more from motorcycling with all-year round exclusive rewards.

We'll find you the best price for the cover you need from our panel of insurers for our Defaqto 5-star rated cover.

• Discounted track days at some of the top UK circuits
• Exclusive competitions and prizes all-year round
• Trusted motorcycle advice and reviews from Bennetts BikeSocial
• Exclusive kit, clothing and accessory savings, discounts and competitions

Bmw Gs Range

Source: https://www.bennetts.co.uk/bikesocial/reviews/bikes/bmw/r1200gsa-2014-review-used-price-spec

Share:

Read More

How Fast Is The Bugatti La Voiture Noire

How Fast Is The Bugatti La Voiture Noire

What makes the Bugatti La Voiture Noire the most expensive vehicle in motoring history?

What makes the $18M Bugatti La Voiture Noire the world's most expensive on-road automobile, find out here.

When Ettore Bugatti designed his first Bugatti in 1909, he had an unbending motto: "If it is comparable, it is no longer Bugatti". For over a century, Bugatti has built its legacy on this foundation, and their latest automobile extravagance unveiled this summer in Geneva, toes the same line. The Bugatti La Voiture Noire is an ode toJean Bugatti's (founder Ettore's son) iconic all-black Type 57SC Atlantic  line from 1934, and comes with the heftiest price tag a production vehicle has ever had – €11 million (approximately US$18 million). Apart from its classic Bugatti DNA and caliber, what really makes this car so extravagant and the most expensive vehicle in motoring history? Here's the answer.

There's no such thing as an affordable Bugatti, the Noire does come with justifiable reasons. The 'La Voiture Noire' literally translates to 'the black car', and takes very subtle design cues from the 57SC Atlantic  line from 1934, a 4-piece bespokeBugatti veteran, lost to the World Wars. As a part of the car's allure, it's been crafted out of carbon-fibre and finished with a deep black gloss that shows the material's weave, and only a sparse amount of chrome trim breaks up the darkness. Naturally, carbon fibre is an extremely exotic material and comes with a profound manufacturing procedure. Sharing similar structural integrity with a diamond, it's ultra-lightweight, stronger than steel, and also used in building million-dollar vehicles like airplanes and space shuttles.

While Bugatti claims that this vehicle is handcrafted, there are so many more details that separate the Noire from the rest of the fleet. Take for instance, the headlights – they're essentially clusters of small LEDs encased in glass that elegantly fit onto the carbon fibre base. Triangular perforations on the hood's twin scoops match the pattern on the engine cover, and it has very small slits hidden at both ends, echoing the vents at each end of the headlights. The two-tone wheels use Bugatti's 3D-printed brake calipers. All these tiny handmade details, certainly bump up its price tag.

There's no way of being certain about how much Bugatti's engines cost but guessing by its specs, they are spectacularly high and can dwarf even the best sports cars we have today. The car cages a monstrous 8.0-L Quad Turbocharged W16, that can effortlessly churn out power to match 1500-1600 horses. That's 0-60 in mph in less than three seconds. Having a 100-horsepower more than the speed-ranking Chiron, the La Voiture Noire won't be shy of breaking its 261-mph record, making it the world's fifth fastest production car too.

Other key highlights include a straight-six exhaust; the rear end, which bears a massive grille for engine breathability; and a sleek end-to-end LED taillight. Bugatti hasn't officially shown us the inside of the car, but they've said that it has "the comfort of a luxury limousine" and is "the most elegant and fastest way to travel".

So, the Bugatti La Voiture Noire has two major factors that give it its exorbitant price tag – its handcrafted carbon-fiber body and hefty engine. And besides these two, the extreme attention to detail does count for something, right? As of today, there's just one Noire that's been produced and it's reportedly owned by Real Madrid's hunter, Cristiano Ronaldo. Both apexes, in their respective fields of work.

All images: Courtesy Bugatti

This story first appeared on Lifestyle Asia India

Never miss
an update!

You're all set

Thank you for your subscription.

How Fast Is The Bugatti La Voiture Noire

Source: https://www.prestigeonline.com/id/pursuits/motors/bugatti-la-voiture-noire/

Share:

Read More

2012 Goldwing

2012 Goldwing

Series of touring motorcycles by Honda

"Gold Wing" redirects here. It is not to be confused with Goldwing.

Honda Gold Wing

2018 Honda Gold Wing GL1800
Manufacturer	Honda Motor Co., Ltd
Production	1974–present
Assembly	Japan
Predecessor	GL1800 (2001–2017)
Class	Touring
Engine	1,833 cc (111.9 cu in) water-cooled flat-six, SOHC, 4 valves per cylinder; with PGM-FI
Bore / stroke	73 mm × 73 mm (2.9 in × 2.9 in)
Compression ratio	10.5:1
Power	93 kW (125 hp) @ 5,500 rpm (claimed)[1] 73 kW (98 hp) @ 5,500 rpm (rear wheel)[2]
Torque	170 N⋅m (130 lbf⋅ft) @ 4,500 rpm (claimed)[1] 148 N⋅m (109 lb⋅ft) @ 1,210 rpm (rear wheel)[2]
Ignition type	Digital electronic
Transmission	6-speed manual with slipper clutch, Tour with electric reverse, or 7-speed dual-clutch automatic with reverse and forward
Frame type	Aluminum die-cast, twin tube
Suspension	F: Single shock double wishbone 109.2 mm (4.30 in) travel R: Single-sided swing arm with Pro-Link Showa shock, 104.1 mm (4.10 in) travel
Brakes	F: Dual 320 mm (13 in) discs, dual radial-mounted 6-piston Nissin calipers R: Single 316 mm (12.4 in) disc, 3-piston Nissin caliper
Tires	F: 130/70R-18, R: 200/55-16
Rake, trail	30.5 degrees/109 mm (4.3 in)
Wheelbase	1,690 mm (66.7 in)
Dimensions	L: 2,575 mm (101.4 in) W: 905 mm (35.6 in) H: 1,430 mm (56 in)
Seat height	740 mm (29.3 in)
Weight	357 kg (787 lb)[3] Gold Wing (wet) 379.0 kg (835.5 lb)[1] Gold Wing Tour (wet)
Fuel capacity	20.8 L (4.6 imp gal; 5.5 US gal)[3]

The Honda Gold Wing is a series of touring motorcycles manufactured by Honda. Gold Wings feature shaft drive, and a flat engine. Introduced at the Cologne Motorcycle Show in October 1974,^[4] the Gold Wing went on to become a popular model in North America, Western Europe and Australia, as well as Japan.

The Gold Wing series [edit]

Total sales are more than 640,000, most of them in the U.S. market.^{[5] [6]} Gold Wings were manufactured in Marysville, Ohio from 1980 until 2010, when motorcycle production there was halted.^{[7] [8]} No Gold Wings were produced for the 2011 model year; and production resumed in Kumamoto Prefecture, Japan in 2011 using tooling transported from the American factory.^[9]

The Society of Automotive Engineers of Japan [ja] includes a Honda Gold Wing GL1000 manufactured in 1974 as one of their 240 Landmarks of Japanese Automotive Technology.^[10] Through 2012, Honda GL models have appeared eighteen times in the Cycle World list of Ten Best bikes.^[11]

Over the course of its production history, the Gold Wing had many design changes. Beginning in 1975 with a 999 cc (61.0 cu in) flat-four engine, by 2001 this had grown to a 1,832 cc (111.8 cu in) flat-six. The 2012 model had anti-lock braking, cruise control, electrically assisted reverse gear, an optional airbag, a fairing with heating and an adjustable windscreen, panniers and a trunk, a pillion backrest, satnav, and a six-speaker radio/audio system with MP3/iPod connectivity.^{[12] [13]}

Gold Wing development [edit]

In 1972, following the success of the ground-breaking CB750 superbike, the company assembled an R&D design team to explore concepts for a new flagship motorcycle.^[14] The project leader was Shoichiro Irimajiri, who in the 1960s had designed Honda's multi-cylinder MotoGP engines and their Formula One V12 engine.^{[15] [16] [17]}

The 1974 Gold Wing with its flat-four shaft-drive powertrain used technologies both from earlier motorcycle^{[18] [19]} and automotive designs.^[20]

Although preceded by the 1971 water-cooled Suzuki GT750 two-stroke triple,^{[21] [22]} the Gold Wing was the first Japanese production motorcycle with a water-cooled four-stroke engine.^[23] The first four-cylinder boxer engine was produced in 1900.^[24]

Target market [edit]

During its development, the CB750 was known within Honda as their "King of Motorcycles";^[25] so Honda's next big thing would be deemed the "King of Kings".^{[4] [26]} Honda first envisaged the Gold Wing as a large sport motorcycle, but on learning that customers were "piling miles on touring", Honda reconsidered the bike's design objectives,^{[27] [28]} realising that the primary market for the Gold Wing was the long-distance motorcyclist.^[29] In North America a motorcycle suitable to that task would need comfort for the long haul, wind protection, a smooth ride, a comfortable seat, luggage storage, and power in abundance.^{[30] [31]}

In America in the early 1970s, long-distance motorcyclists had only a few manufacturers to choose from: Harley-Davidson, Moto Guzzi and BMW. The H-D Electra Glide was a comfortable, high-maintenance and high-vibration motorcycle with a loyal cult following.^{[32] [33]} It faced strong competition from Moto Guzzi's 850cc Eldorado.^[34] BMW motorcycles were smoother and more reliable, if expensive.^[14] Other large Japanese motorcycles, such as the Honda CB750 and the Kawasaki Z1 were cheaper but were not ideal tourers with their small fuel tanks and rear drive-chains needing regular maintenance.^[4] The Gold Wing was aimed at a newly emerging market segment namely, a new kind of American long-distance rider not likely to buy a Harley-Davidson or BMW but who would open their wallets for an affordable machine offering comfort, endurance, low-maintenance and a smooth, torquey, quiet engine.^{[16] [32] [17] [35]}

The Gold Wing's secondary target market was Europe, where riders prioritised handling and performance over luxury.^{[32] [36]} (The European market's special demands subsequently led to the Honda Pan European).^[37]

M1 prototype & Project 371 [edit]

In 1972, the project team broke from Honda practice^[17] to produce an experimental prototype motorcycle, code-named "M1". Instead of the usual transverse engine layout with a chain final drive, the M1 had a longitudinal engine suitable for shaft drive. The M1 had a 1470cc liquid-cooled^[16] flat-six engine, (twice the displacement of the CB750). Instead of seeking high performance (as some engineers had wanted) the M1 engine was designed to have a broad torque output and to produce 80 horsepower (60 kW) at 6700 rpm, with a top speed of 220 kilometres per hour (140 mph).^{[32] [28]}

The brainstorming team's M1 project was never intended as a production prototype. Nonetheless, the M1 should be seen as the primordial Gold Wing because so many of its distinctive features appeared on the GL1000.^{[15] [16] [38]} The flat-six gave the M1 a low center of gravity, enhancing stability, but the extreme length of the engine/gearbox unit resulted in a cramped riding position.^[39] Instead, the project team chose to build a bike with a compact one liter flat-four engine.^{[32] [28]} This bike was code-named "Project 371", and Toshio Nozue (who had worked on CB750 development)^[40] took over from Irimajiri as project leader.^{[41] [42] [43]}

1st Generation [edit]

GL1000 [edit]

Gold Wing GL1000

1975 Honda Gold Wing GL1000
Production	1974—1979
Assembly	Japan
Engine	999 cc (61.0 cu in) SOHC flat-four
Bore / stroke	72.0 mm × 61.4 mm (2.83 in × 2.42 in)
Compression ratio	9.2:1 [44]
Power	80 hp (60 kW) @7500 rpm [10]
Ignition type	Contact breaker[45]
Transmission	5-speed manual
Frame type	Steel full-duplex cradle
Suspension	F: Telescopic fork 143 mm (5.6 in) travel R: Swing arm, 86.3 mm (3.40 in) travel
Brakes	F: Dual discs, single-piston calipers R: Single disc, opposed 2-piston caliper
Tires	F: 3.50 H-19 (tube type) R: 4.50 H-17A (tube type)
Rake, trail	28 degrees/120 mm (4.7 in)[44]
Wheelbase	60.6 in (1,540 mm)[14]
Dimensions	L: 2,305 mm (90.7 in)
Seat height	31.9 in (810 mm)[45]
Weight	584 lb (265 kg)[10] (dry)
Fuel capacity	19 L (4.2 imp gal; 5.0 US gal)

The Project 371 team finally settled on a layout that became the characteristic Gold Wing: a liquid-cooled flat-four SOHC engine, with a gear-driven generator that contra-rotated to counteract the engine's torque reaction.^{[36] [46]} Cylinder blocks and crankcase were integral, with the transmission situated beneath the crankcase to keep the unit construction engine as short as possible. Final drive was by shaft.^{[47] [48]}

Before going on sale in the US and in Europe in 1975, the Gold Wing was revealed to dealers in September 1974 at American Honda's annual dealer meeting in Las Vegas, and then shown to the public the following month at the IFMA^[49] (International Bicycle and Motorcycle Exhibition; today Intermot) in Cologne.^{[8] [50]}

Small fairings had been mounted on two of the show models at the US dealer show in Las Vegas.^{[36] [47]} These Honda-designed fairings were to be manufactured in the US by the Vetter Fairing Company and sold as Hondaline accessories; but they never went into production after the molds were accidentally destroyed.^[51] Consequently, the Gold Wing was born into the world naked, lacking saddlebags and having no place for luggage, without even a windshield.^[8] This created a golden opportunity for accessory manufacturers,^[20] who quickly offered a range of fairings and luggage accessories, particularly the Craig Vetter Windjammer series.^[4]

The original 999 cubic centimetres (61.0 cu in) GL1000 (designated K0) had an electric starter backed up by a kick start lever stored inside a dummy fuel tank, which also housed the radiator expansion tank, electrical components, as well as the air filter supplying four Keihin 32 mm CV carburetors. The real fuel tank was under the seat, in order to keep the center of mass as low as possible.^[52] The bike had a dry weight of 584 pounds (265 kg).^{[48] [35] [45]} 13,000 Gold Wings were sold in the United States in 1975.^[14]

There were no significant changes in the standard Gold Wing for 1976 (the K1 model).^[47] To mark the United States Bicentennial year Honda announced the GL1000 LTD with distinctive insignia and color scheme (e.g., gold stripes, gold wheels)^[15] plus some extra amenities.^{[52] [53]} The LTD was a genuine limited edition with production restricted to about 2,000 units.^{[47] [35]}

In the third model year (K2) Honda began refining the Gold Wing, although the changes for 1977 were small, such as exhaust pipe heat shields, revised seat and handlebar, as well as a new fuel gauge.^[52] Weight increased to 595 pounds (270 kg).^[35] The motorcycle division of Honda UK produced 52 Executive GL1000 K1 bikes by adding premium accessories to 1977 Gold Wings.^[47]

The engine was modified in 1978 for the GL1000 K3 model, in order to make more torque available at lower engine speeds; the carburetors were reduced in size by 1 mm, the exhaust system was redesigned, valve timing and ignition timing were altered.^[54] The kick-start mechanism was removed from the engine, and a reserve lighting module for the headlight and taillight (automatically switching to the second filament when one burns out) was removed from the electrics.^[47] A small instrument panel appeared on top of a restyled dummy fuel tank. Wire-spoke wheels were replaced with Honda's new ComStar wheels, but the existing tires with inner tubes remained.^{[52] [55]} Dry weight grew to 601 pounds (273 kg).^[35]

1979 marked the end of GL1000 development with the K4 model (the UK version was designated KZ). Dry weight increased slightly to 604 pounds (274 kg).^[47] for the last Gold Wing to be powered by a one-liter engine.^{[56] [52]} There were only minor changes for this model year, except for the ComStar wheels; new ComStars had stronger steel spokes on aluminum rims instead of the original aluminum spoked wheels that precipitated a 1979 recall (for the 1978 model year).^{[57] [58]} During the final run of the GL1000 in 1979, Hondaline saddlebags and trunk were available, but Honda still did not offer a fairing.^[50]

Honda sold more than 97,000 units of the GL1000 in the United States between 1975 and 1979.^[14]

1976 GL1000 engine close up

Honda Gold Wing GL1100 Full

2nd Generation [edit]

GL1100(SC02) [edit]

Gold Wing GL1100

1980 Honda Gold Wing GL1100
Assembly	Japan '79–'80; Marysville, Ohio '80–'83
Engine	1,085 cc (66.2 cu in) SOHC, flat-four[59]
Bore / stroke	75.0 mm × 61.4 mm (2.95 in × 2.42 in)
Compression ratio	9.2:1
Power	81 hp (60 kW) @7000 rpm [60] [61]
Torque	88 N⋅m (65 lbf⋅ft) @5500 rpm [60] [61]
Ignition type	Electronic
Transmission	5-speed manual
Frame type	Steel full-duplex cradle
Suspension	F: Air-assisted telescopic fork, 148 mm (5.8 in) travel; anti-dive '82–'83 R: Air-assist shocks 80 mm (3.1 in) travel [62]
Brakes	F: Dual discs, 1-piston calipers '80–'81 R: Single disc, 1-piston caliper '80–'81 F: Dual discs, 2-piston calipers '82–'83 R: Single disc, 2-piston caliper '82–'83
Tires	F: 110/90-19 62H, R: 130/90-17 68H '80–'81 F: 120/90-18 65H, R: 140/90-16 71H '82–'83[59]
Rake, trail	29.17 degrees/134 mm (5.3 in) '80–'81 [63] 29.17 degrees/132 mm (5.2 in) '82–'83 [64]
Wheelbase	1,605 mm (63.2 in)[62]
Dimensions	L: 2,340 mm (92 in) GL1100 Standard
Seat height	790 mm (31 in)
Fuel capacity	20 L (4.4 imp gal; 5.3 US gal)

After five years of the GL1000, the second-generation Gold Wing was released in 1979 as a 1980 model, and the GL1100 would be continued through the 1983 model year. The GL1100 was manufactured in Japan until May 1980 when Honda started building 1981 models at the Marysville Motorcycle Plant in Ohio^{[8] [65]} (which had been making frames and parts for various models since 1974).^[66] Gold Wings would be built at a rate of 150 units a day for the years 1981–1983. Engines were still being built in Japan, but Honda began to market the machine as being made in America.^[67]

The Gold Wing faced competition from Japan in the form of the Suzuki GS1000 with an inline-four engine, and especially in the Kawasaki Z1300 that had a massive DOHC 1300cc straight-six engine with water cooling. Honda responded by increasing the displacement of the Gold Wing, and then followed-up by announcing the first Japanese full-dress tourer.^[65] The new engine was more than just a GL1000 with a 3 mm larger bore, the alterations clearly emphasized torque over horsepower.^[15] The cylinder heads were modified to improve combustion at low and middle engine speeds, transmission gear ratios were changed and the final drive ratio shortened to make more torque available at highway speeds.^[54] The bore size for all four carburetors was again reduced by 1 mm, to 30 mm.^[68]

The wheelbase was lengthened over that of the GL1000, and air suspension was added.^{[15] [53]} The GL1100 had an adjustable seat, and for the first time used tubeless tires, mounted on black reverse ComStar wheels.^[52] The naked Gold Wing, which would become known as the Standard model, weighed 589 pounds (267 kg) dry.^[35] In spite of the fact that here were only minor changes to differentiate the GL1100 '81 edition from the previous year.^[65]

Ridden by Emilio Scotto, the GL1100 is the bike that toured the world. Holding the record for the longest distance of any motorcycle total distance of 457,000 miles (735,000 km).^[69]

All the 1982 Gold Wings had transmission ratios revised (again) to lower engine rpm at cruising speeds, new brakes with twin-piston calipers and wider tires on smaller wheels.^[54] Dry weight for the GL1100 '82 was 595 pounds (270 kg).^{[35] [65]}

Transmission gear ratios were revised yet again for the 1983 Gold Wings to lessen engine speed on the highway.^[54] But the significant changes were not to the engine, they were to the running gear in this last year for GL1100s. Cast aluminum eleven-spoke wheels replaced the ComStars. The front suspension was endowed with TRAC anti-dive forks with an integrated fork brace,^[52] and the rear suspension worked even with no air pressure.^[65] Honda's first combined braking system, dubbed Unified Braking at the time, debuted in 1983; it engaged both front and rear brakes in unison when the brake pedal was applied.^{[70] [71]} Dry weight for the standard GL1100 inched up to 599 pounds (272 kg).^[35]

GL1100 Interstate [edit]

Honda went beyond the mechanical makeover of the naked Gold Wing in March 1980 by releasing the first Japanese turn-key tourer, the Interstate model (GL1100I) with a factory-installed full fairing, saddlebags and a removable trunk, plus a long list of optional extras including a stereo system.^[72] This bike was called the De Luxe model (GL1100DX) in some markets.^[68] The fairing was designed to protect both the rider and a passenger from the wind. Likewise, the saddlebags and trunk were intended to carry the baggage of two people.^[23] This made the Interstate significantly heavier than the standard model, with a dry weight of 672 pounds (305 kg).^[15] The almost identical Interstate model was made for 1981.^[65]

The GL1100I '82 model offered more options, such as a new stereo, a 40-channel CB transceiver, and an on-board compressor to adjust the suspension air pressure.^[52] Dry weight was 679 pounds (308 kg).^{[35] [65]}

The GL1100I '83 received the engine and running gear updates of the standard model; dry weight increased to 686 pounds (311 kg).^[65]

GL1100 Aspencade [edit]

Starting in 1982, Honda offered three different Gold Wing models.^[52] With the introduction of the Aspencade (GL1100A) Honda took the full-dress tourer to a new level of luxury, with a larger seat, two-tone paint and more storage compartments, together with many options from the Interstate that were being included as standard.^[15] All three brake disks on the GL1100A were internally ventilated. The additional items jacked up the dry weight to 702 pounds (318 kg).^{[35] [65]}

The GL1100A '83 received the same engine and running gear updates of the other models. The Aspencade also got new front and rear brakes, with internally ventilated front discs (only), as well as a digital LCD instrument panel and some additional amenities for rider and passenger. Weight went up just a bit to 707 pounds (321 kg).^[65]

Honda GL1100 Interstate

Honda Gold Wing GL1100 Full-Dresser

3rd generation [edit]

GL1200(SC14) [edit]

Gold Wing GL1200

Honda Gold Wing GL1200
Production	1983—1987
Assembly	Marysville, Ohio
Engine	1,182 cc (72.1 cu in) SOHC, flat-four
Bore / stroke	75.5 mm × 66 mm (2.97 in × 2.60 in)
Compression ratio	9.0:1
Ignition type	Electronic
Transmission	5-speed manual
Frame type	Steel full-duplex cradle
Suspension	F: Air-assisted, anti-dive telescopic fork, 5.5 in (140 mm) travel R:Air-assist shocks 4.1 in (100 mm) travel
Brakes	F: Dual discs, 2-piston calipers R: Single disc, 2-piston caliper
Tires	F: 130/90-16 67H, R: 150/90-15 74H
Rake, trail	30 degrees/4.6 in (120 mm)
Wheelbase	1,610 mm (63 in)[73]
Dimensions	L: 2,355 mm (92.7 in) GL1200 Standard
Seat height	780 mm (31 in)
Fuel capacity	22 L (4.8 imp gal; 5.8 US gal)

In 1983 Honda was facing a challenge in the marketplace from a new full-dress tourer, the Yamaha Venture XVZ 1200 with its DOHC four valve per cylinder V4 engine (as Yamaha's XS Eleven Venturer had challenged the GL1100 two years earlier). Honda hit back at the Milan motorcycle show late that year by announcing a new 1984 Gold Wing that pushed its four-cylinder engine design to its limits. The bored and stroked boxer produced more power and torque; a new final drive ratio gave the GL1200 taller gearing in order to reduce noise and vibration.^[54] The four Keihin 32 mm CV carburetors were larger than those on the GL1100 engine, on the other hand, they were the same size as the '75–'76 GL1000 carbs.^[45] Incorporating hydraulic actuation for the clutch, in addition to hydraulic tappets for the valves, made the new engine virtually maintenance-free.^[15] In order to make the Gold Wing more nimble, front and rear wheel diameters contracted (and tire widths expanded) one more time.^[74] The GL1200 was built on a new, stronger frame and despite all the improvements, the claimed dry weight of the naked bike remained unchanged at 599 pounds (272 kg) for the 1984 model year.^[35]

1984 was the one and only year for the GL1200 Standard (which was not exported to Europe) for the reason that sales had decreased in favor of the Interstate and Aspencade models. This led to the decline of aftermarket manufacturers such as the Vetter Fairing Company.^[75]

The GL1200's competitors were becoming more numerous. Last of the big Japanese manufacturers to do so, Suzuki finally entered the marketplace in 1985 with their full-dress tourer, the GV1400 Cavalcade with a DOHC, four valves per cylinder, V4 engine. In 1986 Yamaha enlarged the Venture's V4 engine to 1300cc, and Kawasaki introduced the ZG 1200 Voyager XII with a four-valve, DOHC, Inline-four engine.^[74]

With three versions of the Gold Wing boxer motor spanning a dozen years, by 1987 further development of the flat-four engine was regarded as being constrained by the law of diminishing returns.^[76] Piston displacement had been increased twice to generate more torque, but this also made each power stroke more intense. During the same time period, gear ratios had been raised to decrease engine RPM (boosting fuel economy and reducing vibration as well as noise levels) which in turn made pulses through the drivetrain seem rougher to the rider because firing intervals were farther apart. The obvious way to deliver power more smoothly (as Irimajiri-san had demonstrated with the M1 engine) was to step up from four cylinders to six.^[54]

GL1200 Interstate [edit]

Having introduced the full-dress Interstate with the GL1100, Honda used the GL1200I '84 to refine the Gold Wing's fairing so that it would come across as a basic part of the bike and not as an afterthought. The new model Interstate (still called De Luxe in Europe) had an automotive-style instrument panel up front and increased luggage capacity in back: 38 liters (1.3 cu ft) in each saddlebag plus another 63 liters (2.2 cu ft) in the trunk.^[75] Dry weight for the 1984 Interstate was 697 pounds (316 kg).^[74]

Despite giving the Gold Wing taller gearing the year before, in 1985 Honda shortened the overall gearing to improve performance.^[54] There were many small changes to the GL1200I '85 but atypically its price was the same as it was the previous year, and at 699 pounds (317 kg) its weight was basically stable.^[74]

The GL1200I '86 got more small updates, but the significant change was that all Gold Wing engines were being produced in Honda's Anna, Ohio plant from July 1985.^{[15] [77]} Claimed dry weight for the 1986 Interstate was unchanged.^[74] The GL1200I '87 got a new seat design with three-stage foam;^[52] the weight was unchanged for 1987, the last year of the four-cylinder Gold Wing Interstate.^[74]

GL1200 Aspencade [edit]

The GL1200A '84 had all the features of the GL1200I, plus a new Panasonic audio system that combined AM/FM radio, cassette player and an intercom between the rider and passenger. Unlike the analog instruments of the Interstate, the Aspencade had a dashboard with an LCD digital display.^[52] The GL1200A also had foot boards for the passenger instead of footpegs.^[74] Claimed dry weight for the 1984 Aspencade was 723 pounds (328 kg).^[35] The price was unchanged for 1985, and the Aspencade received the same updates as the Interstate model for that year. Dry weight for the Aspencade was 728 pounds (330 kg) in both '85 and '86.^{[ citation needed ]}

In 1986 Dolby noise reduction was added to the audio system, which was replaced with an improved Panasonic system in 1987. In its final year, the GL1200A got the same seat upgrade as the GL1200I '87 model and some amenities that had been optional were made standard, increasing the dry weight of the Aspencade to 743 pounds (337 kg).^{[35] [52] [74]}

Fuel-injected models [edit]

In 1985 Honda marked the tenth anniversary of the Gold Wing by launching a gold-painted Limited Edition model (GL1200L) luxuriously equipped with cruise control, auto-leveling rear suspension, an electronic trip computer and a four-speaker audio system.^{[15] [35]} The significant development was that the GL1200L was furnished with Honda's programmed fuel injection system, previously used on the turbocharged CX500T and CX650T (variants of the GL500 and GL650 Silver Wing).^[78] Also known as the LTD, 5372 units were built and sold only in North America. Claimed dry weight for the GL1200L was 782 pounds (355 kg).^[74]

To a limited extent, the Limited Edition turned out to be a sham when the SE-i (Special Edition—injected) debuted in 1986, as essentially a repainted GL1200L.^[74] The SE-i had the same Dolby audio system as the GL1200A '86 and was only available in the US.^{[52] [75]} This was the only year for the SE-i because the high cost of the fuel injection system forced Honda to return to carburetors for 1987.^[54]

Honda Gold Wing GL1200 Full-Dresser

4th generation [edit]

GL1500(SC22) [edit]

Gold Wing GL1500

1998 Honda Goldwing GL1500SE
Production	1987—2000
Assembly	Marysville, Ohio
Engine	1,520 cc (93 cu in) SOHC, flat-six [79]
Bore / stroke	71 mm × 64 mm (2.8 in × 2.5 in)
Compression ratio	9.8:1
Power	75 kW (100 hp) @5200 rpm [79] [80]
Torque	150 N⋅m (110 lbf⋅ft) @ 4000 rpm [79] [80]
Ignition type	Electronic Solid-state Digital
Transmission	5-speed manual; electric reverse
Frame type	Steel full-duplex cradle
Suspension	F: Anti-dive fork 5.5 in (140 mm) travel R: Air-assisted shocks, 4.1 in (100 mm) travel
Brakes	F: Dual discs, 2-piston calipers R: Single disc, 2-piston caliper
Tires	F: 130/70-18 63H, R: 160/80-16 75H
Rake, trail	30 degrees/111 mm (4.4 in)[81]
Wheelbase	1,690 mm (67 in)
Dimensions	L: 2,630 mm (104 in) GL1500
Seat height	30.3–29.1 in (770–740 mm)[45]
Fuel capacity	23 L (5.1 imp gal; 6.1 US gal)

GL1500 with the dashboard visible

1992 Gold Wing GL1500 Aspencade

A new design team began work on the fourth-generation Gold Wing in 1984. Honda describes prototype testing as involving sixty developmental stages, and building fifteen different test bikes, including one made from a GL1200 frame coupled with the original M1 engine so that a six-cylinder could be compared to a four-cylinder head-on.^{[15] [82]} This early '70s prototype had an influence far beyond what the M1's initial designers could have expected.^[16]

New Gold Wing engine design goals were smoothness, quietness and enormous power.^{[15] [52]} Ultimately, a redesigned Gold Wing made its debut at the 1987 Cologne Motorcycle Show, 13 years after the original GL1000 was first shown to the public at the same venue, and the GL1500 brought the most changes seen to the Gold Wing series since its inception. The biggest difference was that the flat-four engine was replaced with a flat-six engine.^[82] Although the GL1500 still used carburetors, there were just two large 36 mm CV Keihins supplying all six cylinders, the first time any Gold Wing had less than one carb per cylinder.^[45]

Honda also enclosed the entire motorcycle in plastic, giving it a seamless appearance. The seat height was lowest yet on a Gold Wing, the passenger back rest and trunk were integrated, and a central mechanism locked the trunk lid and saddlebags. Rear suspension air pressure was adjusted by an on-board compressor. One major innovation was the addition of a "reverse gear", which was actually a creative use of the electric starter motor linked to the transmission. Because of the size and weight, Honda felt that some people would have problems backing it up.^{[52] [82]}

The new Gold Wing had grown in nearly every dimension. A larger windshield, longer wheelbase, two more cylinders, more horsepower, more bodywork, more electronics, more accessories and more mass: 794 pounds (360 kg) dry.^[76] Options include a passenger audio control and rear speakers, CB radio, auxiliary lights and exterior trim.^[52] In another first for the GL1500, 1988 was the year Honda exported Gold Wings from the US to Japan for the first time.^{[83] [35]}

For 1989 Honda modified the brake discs, and raised the price. Brake discs were modified again in 1990, as were the carbs and camshafts, without a price increase.^[52] The claimed GL1500 dry weight for '90 was 798 pounds (362 kg). In addition, a Gold Wing 15th Anniversary Special Edition model (GL1500SE) made its debut in 1990.^[82]

The following year, to celebrate the 10th Anniversary of American-made Gold Wings, every bike produced for 1991 came with a numbered plaque and anniversary edition insignia. There were three '91 models: Aspencade indicated the regular GL1500 model; the luxurious Special Edition from the year before carried on as the SE model; and the Interstate name denoted a stripped-down model.^[52]

GL1500 Aspencade [edit]

When the Honda of America Manufacturing (HAM) plant in Marysville, Ohio produced its 500,000th vehicle in 1991, it was a Gold Wing Aspencade.^[84] The claimed dry weight for the GL1500A '91 was 800 pounds (360 kg). Honda began offering extra cost paint options, and Honda Canada inaugurated Canadian Edition Gold Wings in '92.^{[35] [82]}

Beginning in 1993, all GL1500 rocker arms pivoted on needle bearings, and the cruise control was updated to directly read crankshaft speed for enhanced precision. 1994 was the seventh year of GL1500 production (longer than any of its forerunners) and nothing significant changed except the asking price.^{[35] [52] [82]}

1995 was the 20th Anniversary of the Gold Wing.^[15] American Honda published a special hard-cover book Vreeke, Ken (1994). Gold Wing: The First 20 Years (Twentieth Anniversary ed.). ISBN0964249103. All 1995 models got commemorative emblems, cosmetic changes, a thinner and narrower seat and suspension improvements which reduced ground clearance, contributing to an even lower seat height (offsetting the weight gain).^{[29] [52]} The GL1500A was at its heaviest in '95; the claimed dry weight would stay at 802 pounds (364 kg) until the end of this model.^{[35] [82]}

The 1996 Aspencade received an upmarket audio system that had been exclusive to the GL1500SE. Yet another milestone was reached in mid-1996 when a Gold Wing Aspencade was the millionth Honda motorcycle made in America to roll off the assembly line at the Marysville Motorcycle Plant.^{[15] [85]} The GL1500 family got bigger when Honda created the first GL1500C Valkyrie in May 1996 (for the 1997 model year). The Valkyrie was the first naked GL since 1984.^{[52] [82]}

1997 GL1500s received engine, transmission and final drive improvements first introduced on the GL1500C. A 1998 Gold Wing styling makeover extended to the engine with redesigned valve covers, but no price increase. Honda commemorated 50 years in America by adding 50th Anniversary emblems to all 1999 Gold Wings; the GL1500A '99 price increased. The 2000 Gold Wings had chrome-plated valve covers, Canadian and American models also had gold-plated 25th Anniversary emblems marking 25 years since the first GL1000 debuted for the 1975 model year.^{[82] [86] [87]}

The 2000 model was the last GL1500 Aspencade model.^[82] A complete redesign of the Marysville Motorcycle Plant began In January 2000 to build the next Gold Wing,^[15] and stories soon came out in the motorcycle press that the Gold Wing itself was being redesigned.^[87] The GL1500 had been in production for 13 model years, which was as long as all of the four-cylinder Gold Wings combined; moreover, GL1500 engine continued to be used in the Valkyrie through the 2003 model year.^{[88] [89]}

GL1500 SE [edit]

The original 15th Anniversary Special Edition model had a vented windshield, additional lights, upgraded sound system, two-tone paint with special insignia, adjustable passenger floorboards and adjustable foot pegs as well as foot heaters for the rider. In 1990 It had a weight of 807 pounds (366 kg) dry. The GL1500SE '91 was essentially unchanged, though weight and price were up a bit at 809 pounds (367 kg).^{[35] [82]}

Hitherto optional rear speakers and CB radio became standard on the GL1500SE '93; boosting both its weight—813 pounds (369 kg).^{[35] [82]}

The GL1500SE '97 had powertrain updates. Honda marked its 50th Anniversary in 1999 without a GL1500SE price increase, and the American-made GL1500SE '99 that was exported to Japan got a two-tone paint job. More significantly, the export model got an exhaust air-injection system along with carburetor modifications in order to pass Japan's new emission regulations.^{[30] [82] [83]}

The 25th Anniversary GL1500SE in 2000 had a claimed dry weight from 1995 to 2000 was 816 pounds (370 kg).^[82]

GL1500 Interstate [edit]

The GL1500I '91 model had its weight and price cut by eliminating the reverse gear, cruise-control, the passenger footboards, and by replacing the audio system with a small Kenwood radio. The seat was lowered by 0.8 inches (20 mm). Claimed dry weight for the 1991 Interstate was 760 pounds (340 kg). In 1992 the Kenwood radio was, in turn, replaced by a new Panasonic 25-watt-per-channel sound system with intercom. Weight for the GL1500I '92 rose slightly to 767 pounds (348 kg).^{[35] [82]}

As with the other 20th Anniversary models, the cost of a GL1500I '95 jumped. The last GL1500I was the 1996 model. Claimed dry weight for '95 and '96 was 769 pounds (349 kg).^{[35] [82]} The Interstate model was discontinued, replaced in 1997 by the Valkyrie Tourer (GL1500CT) as well as the 1999 Valkyrie Interstate (GL1500CF).^{[90] [91]}

5th generation [edit]

GL1800(SC47) [edit]

Honda Gold Wing GL1800

Honda Gold Wing GL1800
Manufacturer	Honda Motor Co., Ltd
Also called	GL1800A (with ABS)
Production	2001–2017
Assembly	Marysville, Ohio USA (2000—2009); Kikuchi, Kumamoto Japan (2011—present)
Predecessor	GL1000, GL1100, GL1200, GL1500
Class	Touring
Engine	1,832 cc (111.8 cu in) water-cooled flat-six, SOHC, 2 valves per cylinder; with PGM-FI
Bore / stroke	74 mm × 71 mm (2.9 in × 2.8 in)[92]
Compression ratio	9.8:1
Power	88 kW (118 hp)[93]
Torque	167 N⋅m (123 lbf⋅ft)[93]
Ignition type	Digital electronic
Transmission	5-speed manual, plus electric reverse
Frame type	Diamond multi box-section aluminum alloy
Suspension	F: 45mm cartridge fork with anti-dive system, 140 mm (5.5 in) travel R: Single-sided swing arm with electronically controlled preload, 105 mm (4.1 in) travel [92]
Brakes	F: Dual discs, 3-piston calipers R: Single disc, 3-piston caliper
Tires	F: 130/70R-18 63H, R: 180/60R-16 74H
Rake, trail	29.25 degrees/109 mm (4.3 in) [92]
Wheelbase	1,692 mm (66.6 in)
Dimensions	L: 2,635 mm (103.7 in) W: 945 mm (37.2 in) H: 1,455 mm (57.3 in)[94]
Seat height	29.1 in (740 mm)
Weight	799 lb (362 kg) GL1800A [92] (dry) 858 lb (389 kg) (fuel tank empty) 898 lb (407 kg)[95] (wet)
Fuel capacity	25 L (5.5 imp gal; 6.6 US gal)
Fuel consumption	30 mpg‑US (13 km/l; 36 mpg‑imp) (low) 40 mpg‑US (17 km/l; 48 mpg‑imp) (high) 36 mpg‑US (15 km/l; 43 mpg‑imp) (avg)[95]
Related	Valkyrie Rune; Valkyrie (F6C); F6B

The first new model for 13 years, the 2001 GL1800 had a larger 1,832 cc (111.8 cu in) engine with fuel injection, and a power increase from 74 kW (99 bhp) to 87 kW (117 bhp). The GL1800's extruded aluminium frame, comprising 31 elements (barely half the GL1500's number) resulted in an overall weight decrease. Options included ABS braking.^{[ citation needed ]}

The 2006 model had further options: an airbag,^[13] in-dash GPS called Internavi, with audio information provided through the speakers and headset cables, plus a rider "comfort package" comprising saddle heating, heated grips, and adjustable engine-air vents ahead of the driver's foot pegs.^{[ citation needed ]}

Update(SC68) [edit]

The 2010 model year was the last to be produced in the United States, and no 2011 model year Gold Wings were produced while manufacturing was transferred to Japan in 2012. Some retailers and aftermarket traders group all GL1800 models into two categories: US made GL1800s (2001–2010) are "1st Generation",^[96] and Japanese-built GL1800's (2012-2017) are "2nd Generation".^{[97] [98] [26] [99]}

2nd Gen GL1800 had minor updates:^[15] restyled bodywork made the fairing and saddlebags seem less bulbous, despite being more capacious. A revised fairing gave better protection to the rider's legs, with vents channelling warm engine air onto the rider's feet.^[100] The trunk, fairing pockets and saddlebags gave a storage capacity of 150 litres (5.3 cu ft).^[101] The instrument display has a brighter screen, an updated satellite navigation / radio, and a revised six-speaker audio system with MP3 and iPod connectivity.^{[12] [102]}

2012 Gold Wing GL1800 model for Japanese market, with windshield wiper

6th generation [edit]

2018 GL1800(SC79) [edit]

Honda Gold Wing GL1800

2018 Honda Gold Wing GL1800
Manufacturer	Honda Motor Co., Ltd
Production	2019 - present
Assembly	Kumamoto, Japan
Class	Touring
Engine	1,832 cc (111.8 cu in) water-cooled flat-six, SOHC, 4 valves per cylinder; with PGM-FI[103]
Bore / stroke	73 mm × 73 mm (2.9 in × 2.9 in)
Compression ratio	9.8:1
Power	93 kW (125 hp) at 5,500rpm
Torque	170 N⋅m (130 lbf⋅ft) at 4,500rpm
Transmission	6-speed manual, plus electric reverse 7 speed [Dual clutch transmission], plus electric reverse
Frame type	Aluminium die cast, twin tube
Suspension	F: Double wishbone R: Pro-link
Brakes	F: Dual discs, 6-piston calipers R: Single disc, 3-piston caliper
Tires	F: 130/70R-18 63H R: 200/55R-16 74H
Rake, trail	30.5 degrees/109 mm (4.3 in) [92]
Wheelbase	1,695 mm (66.7 in)
Dimensions	L: 2,475 mm (97.4 in) 2,575 mm (101.4 in)(Tour) W: 925 mm (36.4 in)(MT) 905 mm (35.6 in)(DCT) H: 1,340 mm (53 in) 1,430 mm (56 in)(Tour)
Seat height	745 mm (29.3 in)
Weight	365 kg (805 lb) MT 364 kg (802 lb) DCT 380 kg (840 lb) Tour MT 383 kg (844 lb) Tour DCT w/ airbag (wet)
Fuel capacity	21.1 L (4.6 imp gal; 5.6 US gal)
Oil capacity	4.4 L (0.97 imp gal; 1.2 US gal) MT 5.6 L (1.2 imp gal; 1.5 US gal) DCT
Fuel consumption	5.6 l/100 km (50 mpg‑imp)
Turning radius	3.4 m (11 ft)

For its 6th generation in 2018 Honda produced a completely redesigned Gold Wing.^{[104] [105]} The new model has a new four-valve engine and is available in two versions: the standard Gold Wing (replacing F6B bagger) and the "top trunk" Gold Wing Tour. Sportier in appearance, technologically more advanced, and more compact, the 2018 Gold Wing is 41 kg (90 lb) lighter than before. Its new robotically welded frame has a double wishbone front suspension, resembling the Duolever from BMW.^[106] New features include throttle by wire, four ride modes, traction control, LED lighting, hill start assist, Apple CarPlay,^[107] and (on the Tour model) electronically adjustable suspension. Options include automatic dual clutch transmission with a forward and reverse "walking mode".^{[3] [108]}

In mid-June 2020, Honda introduced Android Auto.^[109] For 2021, Honda increased the size of the top trunk from 50 litres to 61 litres. The passenger's back seat rest features a more relaxed angle with thicker foam and taller profile. Speakers were changed to 45 watt with automatic volume adjustment and standard XM radio. Rear turn signals were changed to all red.^[110]

2018 Honda Gold Wing Tour

F6C "Valkyrie" [edit]

"Limited Edition" Valkyrie Rune

In 1997 Honda brought back an incarnation of the "Standard" or "classic" Gold Wing, renamed the Valkyrie in the US, and called F6C in the rest of the world. It had a higher performance engine, based on the GL1500, in a cruiser-style frame. The Valkyrie Tourer version had a windshield and saddlebags. A more touring-oriented version was introduced in 1999 as the Valkyrie Interstate with a full fairing, saddlebags and trunk. It was released as a naked bike, but also had a Tourer and an Interstate model. These two incarnations lasted relatively short and were (re-absorbed by the Goldwing line.^{[ citation needed ]}

These Valkyrie models were dropped due to slow sales, leaving the standard Valkyrie, which was discontinued after the 2003 model year and since then intermittently new Valkyrie models introduced into the market as "limited" editions. One such case was the in 2004 released Limited Edition model, the Valkyrie Rune, complete with 1,832 cc (111.8 cu in) engine and unique styling.^{[ citation needed ]}

The Valkyrie engine is based on the Gold Wing engine, but has solid lifters instead of hydraulic lifters, six carburetors instead of the Goldwing's two (carbs ≤ 2000, FI ≥ 2001), more aggressive camshafts, a free flowing exhaust, and altered ignition timing to increase performance.^{[ citation needed ]}

Valkyrie revival [edit]

At the 2013 Tokyo Motor Show, Honda revealed a new naked version of the GL1800, the 2014 Valkyrie, using the same 1832cc six-cylinder engine as the Gold Wing but weighing 70 kg (150 lb) less.^{[111] [112]} The new Valkyrie has increased rake and trail, front and rear suspension revised for the reduced weight, 50/50 weight distribution and large tires after the fashion of sport-bikes.^[113] Going beyond the naked bike genre, the Valkyrie's horsepower-to-weight ratio puts it clearly into the muscle bike class.^{[114] [115]}

F6B "Bagger" [edit]

2013 model year Gold Wing F6B

In 2013, Honda brought out a new variation on the traditional Gold Wing, itself being available in two models, The F6B and F6B Deluxe. The F6B is basically a greatly stripped-down version of the 'standard' Gold Wing with most of the chrome trim being 'blacked out', giving the F6B a look that should appeal to many cruiser buyers. It is affectionately known as the Bagger.^[116] The rear trunk has been eliminated and the windshield is much smaller. The seat is changed for both the passenger and the rider with the most obvious difference being that the passenger no longer has the oversize backrest – a result of the removal of the trunk. The F6B Deluxe does, however, come with a small passenger backrest, heated grips, self cancelling turn signals & center stand as standard equipment. The basic design is, otherwise, the same as the full blown Gold Wing except that there is no reverse gear and early models did not have cruise control. For 2018 this model is now just called the standard Gold Wing.^{[3] [108]}

See also [edit]

• Harley-Davidson FL
• BMW R1200RT and K1600
• Kawasaki Z1300
• Suzuki GV1400 Cavalcade
• Yamaha XS Eleven, V-Max, Yamaha Venture Royale and Royal Star Venture

Notes [edit]

1. ^ ^{a b c} "GOLD WING Tour 2018 Specifications". Honda.co.uk. 2017. Retrieved 31 December 2017.
2. ^ ^{a b} Jon McDevitt (8 March 2018), 2018 Honda Gold Wing Dyno: Honda's 1,833cc liquid-cooled engine power delivery, Cycle World, retrieved 12 July 2018
3. ^ ^{a b c d} Gales, Morga (24 October 2017). "The 2018 Gold Wing Is Lighter, More Compact, and Sportier Than Ever". Cycle World. Retrieved 11 December 2017.
4. ^ ^{a b c d} Duchene, Paul (4 July 2005). "Honda's Gold Wing Goes the Distance". New York Times . Retrieved 9 November 2013.
5. ^ "Honda Gold Wing: A legend in its own time". Washington Times. 10 March 2011. Retrieved 21 November 2013.
6. ^ "Honda Announces More New Models for 2013". Honda Media Newsroom. American Honda Motor Co. 4 September 2012. Archived from the original on 8 September 2012. Retrieved 4 December 2013. Last but certainly not least is the 2013 Gold Wing, the true icon of two-up long-distance luxury travel with U.S. sales approaching 550,000 units since its introduction in 1975.
7. ^ "autoblog news article". 30 July 2009. Retrieved 19 March 2010.
8. ^ ^{a b c d} Sawyers, Arlena (8 June 2009). "Gold Wing, Honda's top motorcycle, finds its destiny in Ohio". Automotive News. Crain Communications. Retrieved 9 November 2013.
9. ^ Tuttle, Mark (12 May 2010), "New Honda Gold Wing News", Rider Magazine, archived from the original on 2 September 2010, retrieved 19 November 2010
10. ^ ^{a b c} "Honda Gold Wing GL1000". 240 Landmarks of Japanese Automotive Technology. Society of Automotive Engineers of Japan. Archived from the original on 23 April 2017. Retrieved 12 November 2013. The Gold Wing GL1000 accelerated the demand for larger motorcycles in the American market. A long-distance touring model rather than a sport model, it incorporated innovative technologies and ideas.
11. ^ Burns, John (21 September 2012). "The Best of Ten Best: Careening through the cream of the last 36 crops". Cycle World. Bonnier Corp. p. 3. Retrieved 6 December 2013.
12. ^ ^{a b} Williams, Don (9 April 2011). "2012 Honda Gold Wing | First Ride". Ultimate MotorCycling . Retrieved 21 November 2013.
13. ^ ^{a b} "Gold Wing features at Honda Canada". Archived from the original on 7 August 2011. Retrieved 19 March 2010.
14. ^ ^{a b c d e} Salvadori, Clement (May–June 2007). "The Honda GL1000 Gold Wing". Motorcycle Classics. Ogden Publications. Retrieved 12 November 2013. Looking back, it's easy to think the first Honda GL1000 Gold Wing in 1975 was a revolutionary motorcycle. It was, in fact, evolutionary, built to appeal to the American bigger-is-better theory.
15. ^ ^{a b c d e f g h i j k l m n o p} "The History of Honda Gold Wing Development". Honda Worldwide. Honda Motor Co. Retrieved 7 November 2013.
16. ^ ^{a b c d e} "M1: Long Live the King". Honda Powersports. American Honda Motor Co. Retrieved 7 November 2013.
17. ^ ^{a b c} "Soaring in the 2nd =American Honda Motor Co". 2 September 2003.
18. ^ The traditional BMW Motorrad layout, a wet-sump unit construction boxer-twin using shaft final drive, goes back to the R32 model that began production in 1923.
19. ^ English, Bob (20 April 2010). "The engine that Benz built still survives". The Globe and Mail (Canada). Archived from the original on 20 December 2013. Retrieved 6 January 2014. …Benz gave the world its first horizontally opposed style engine in 1897 – later to be known as 'boxer' because the pistons punch back and forth. He called it the 'contra engine.'
20. ^ ^{a b} Biker, Maxx (26 November 2008). "2009 Honda Gold Wing". Top Speed . Retrieved 6 December 2013. A true limousine on two wheels, the Gold Wing comes fitted with airbags, ABS, Comfort Package, heated seats and feet warmers, features without which any normal rider wouldn't be able to pun the number of miles that this bike is capable of.
21. ^ "Suzuki GT750". 240 Landmarks of Japanese Automotive Technology. Society of Automotive Engineers of Japan. Archived from the original on 6 February 2012. Retrieved 12 September 2013. This motorcycle had a water-cooled, 2-stroke, 3-cylinder engine that provided good acceleration over a wide speed range from low to high.
22. ^ Two-stroke water-cooled engines from The Scott Motorcycle Company go back to the 1920s.
23. ^ ^{a b} "Designers Talk: GL1800". Honda Worldwide. Honda Motor Co. Retrieved 8 November 2013.
24. ^ "Invention of the boxer engine: The Benz "contra engine" of 1897". Global Media Site. Daimler AG. 1 February 2007. Retrieved 6 January 2014. The final evolutionary stage of the Benz racing car equipped with a contra engine was the 20-hp Benz vehicle introduced in 1900. Whereas the two previous models both had a two-cylinder boxer unit, this vehicle – developed by Georg Diehl – featured a four-cylinder boxer with a 5,440-cc displacement.
25. ^ Frank, Aaron (8 August 2012). "The Making of the Honda CB750 | 'The King of Motorcycles'". Motorcyclist magazine. Bonnier Corp. Retrieved 20 January 2014.
26. ^ ^{a b} "2009 Honda GL1800 Gold Wing Road Test". Rider Magazine. April 2009. Archived from the original on 2 December 2013. Retrieved 23 November 2013.
27. ^ Gales, Morgan (16 March 2018). "Getting Technical With The 2018 Honda Gold Wing". Motorcyclist . Retrieved 23 March 2018.
28. ^ ^{a b c} Duchene, Paul (13 July 1999). "How Honda Put The Glitter On Gold Wing". Chicago Tribune . Retrieved 8 November 2013.
29. ^ ^{a b} "Full-Dress Heavyweight Tourers". Motorcycle.com. VerticalScope. Retrieved 8 December 2013.
30. ^ ^{a b} Colker, David (25 February 1999). "Luxury Bikes Can Bring Back That Old Feeling for Motor Touring". Los Angeles Times. p. 1. Retrieved 8 December 2013. I'm not dead, just touring.
31. ^ J. Joshua Placa (28 July 2011). "A Luxury-Touring Rethink". Motorcycle.com. VerticalScope. Retrieved 17 December 2013.
32. ^ ^{a b c d e} Szymezak, Pascal. "Début de la légende". La saga GoldWing (in French). Fédération des GoldWing Club de France. Archived from the original on 19 December 2013. Retrieved 11 December 2013.
33. ^ Truett, Richard (7 March 1996). "Valkyrie, The Un-harley". Orlando Sentinel . Retrieved 15 November 2013. It is often said that Harley-Davidson is the last American motorcycle manufacturer. Perhaps the last American-owned manufacturer would be more accurate. Honda has been building motorcycles in America since the late '70s at its plant in Marysville, Ohio.
34. ^ Ric Anderson; Richard Backus (November–December 2005). "1972 Moto Guzzi Eldorado". Motorcycle Classics. Ogden Publications. Retrieved 15 December 2013. The Moto Guzzi Eldorado was the biggest weapon in a snout-to-snout battle with Harley-Davidson
35. ^ ^{a b c d e f g h i j k l m n o p q r s t u v} Truett, Richard (14 May 1995). "Honda Gold Wing At 20: Smooth Sailing For Bikers". Chicago Tribune . Retrieved 8 November 2013.
36. ^ ^{a b c} White, Trevor (4 January 1999). "The Origins of GWEF – Some Facts and Some Thoughts". Gold Wing European Federation. Archived from the original on 9 January 2014. Retrieved 11 December 2013. We ride a motorcycle that can take us from one end of Europe to the other with ease and comfort – just with a twist of the wrist.
37. ^ Visordown quote: "The Honda ST1100 Pan European was one of those bikes that quietly got on with doing the job it was designed to do. And that was to provide something just short of a full-dress touring bike in a slightly more manageable (and cheaper) form, at the behest of the European, not US, market. [1]
38. ^ "Gold Wing F6B: The story behind this remarkable machine". Honda Powersports. American Honda Motor Co. Retrieved 7 November 2013.
39. ^ Branch, Ben. "A BRIEF HISTORY OF THE HONDA GOLD WING". silodrome.com . Retrieved 26 February 2019.
40. ^ Sheehan, Dave (October 2013). "Honda, Triumph, and the Race For the 750 Superbike". Motorcycle Classics . Retrieved 16 January 2014.
41. ^ Floria, Phillip. "A quick look at the beginning of the Honda Gold Wing". The Biker eNews. Phillip Floria. Archived from the original on 5 December 2008. Retrieved 16 January 2014.
42. ^ "Prototyp (M1) 1972–1974". GoldWing-Technik Details (in German). GoldWing Freunde Region Stuttgart. Archived from the original on 3 February 2014. Retrieved 16 January 2014.
43. ^ Washington, Randall. "Musings on Honda's 50th Anniversary in America". MotoHistory. Ed Youngblood. Archived from the original on 1 February 2014. Retrieved 20 January 2014. Introduced in 1975, the Honda GL 1000 was a stunning technical achievement. The original, unfaired Gold Wing was the world's biggest, heaviest, and second fastest bike available at the time (only the mighty Kawasaki Z1 was swifter). Novel features included a liquid-cooled flat four engine, belt-driven overhead cams, shaft drive, triple disk brakes, under-seat fuel tank, counter-rotating alternator, two oil pumps, 'floating' piston pins, faux top shelter 'tank' and detachable back-up kick-start arm, to mention a few.
44. ^ ^{a b} "Honda Gold Wings 1975–77". hondabikespecs.com . Retrieved 13 November 2013.
45. ^ ^{a b c d e f} "Honda Goldwing Specifications" (PDF). Goldwing Chrome. Gold Wing Chrome. Archived from the original (PDF) on 8 October 2010. Retrieved 12 November 2013.
46. ^ "Honda GL1000 K2 Goldwing Test". Motorcyclist Illustrated. December 1977. Retrieved 20 January 2014.
47. ^ ^{a b c d e f g} "GL1000". Goldwing Owners Club of Great Britain. Archived from the original on 4 February 2013. Retrieved 13 November 2013.
48. ^ ^{a b} Szymezak, Pascal. "Goldwing 1000". La saga GoldWing (in French). Fédération des GoldWing Club de France. Archived from the original on 24 March 2008. Retrieved 13 January 2014.
49. ^ (in German) Internationale Fahrrad- und Motorrad-Ausstellung
50. ^ ^{a b} Saunders, Steve. "Goldwing History". Steve Saunders Goldwing Page. Archived from the original on 4 July 2016. Retrieved 18 January 2014.
51. ^ Vetter, Craig. "Honda GL1000 and the Vetter years". craigvetter.com. Web Partners. Archived from the original on 5 April 2010. Retrieved 13 November 2013. As we got comfortable with each other, Honda gave us permission to use our loaner GLs to make hardware to fit up my own Windjammer III fairing. Consequently, we had Windjammer brackets for GLs before Honda dealers even had the motorcycles.
52. ^ ^{a b c d e f g h i j k l m n o p q r s t u} "Gold Wing Spotter's Guide". News & Views. American Honda Motor Co. 3 September 2003. Retrieved 8 November 2013.
53. ^ ^{a b} "Goldwing historique" (in French). Honda Werther. Archived from the original on 15 October 2005. Retrieved 11 December 2013.
54. ^ ^{a b c d e f g h} "The Human Touch". Honda Powersports. American Honda Motor Co. 8 January 2013. Archived from the original on 16 January 2014. Retrieved 8 November 2013.
55. ^ Szymezak, Pascal. "Commercialisation". La saga GoldWing (in French). Fédération des GoldWing Club de France. Archived from the original on 24 March 2008. Retrieved 15 January 2014.
56. ^ Andrea B. "Storia della Goldwing". www.andreagoldwing.com (in Italian). Archived from the original on 20 February 2014. Retrieved 16 January 2014.
57. ^ "GoldWing-Techik: Rückrufaktionen GL 1000". GoldWing-Forum. Karl-Heinz. Retrieved 18 January 2014.
58. ^ "Search Safety Issues: Recalls, Investigations & Complaints". NHTSA.GOV. U.S. Department of Transportation. Retrieved 18 January 2014.
59. ^ ^{a b} "HONDA GL1100 '80–'82 GL1100I '80–'82 GL1100A '82 PARTS MANUAL" (PDF). Parts Manual. Honda. Archived from the original (PDF) on 8 October 2010. Retrieved 16 November 2013.
60. ^ ^{a b} "Honda GL1100 Gold Wing". www.hondagoldwings.com. Archived from the original on 19 February 2014. Retrieved 16 November 2013.
61. ^ ^{a b} Reijmerink, Teus. "Specifications GL 1100". Goldwingworld. Retrieved 16 November 2013.
62. ^ ^{a b} "Honda Gold Wings 1983". hondabikespecs.com . Retrieved 16 November 2013.
63. ^ Honda GL1100 Interstate Owner's Manual 1981 (PDF). Honda Motor Co. 1980. p. 94. Archived from the original (PDF) on 21 June 2015. Retrieved 19 November 2013.
64. ^ Honda GL1100 Aspencade Owner's Manual 1982 (PDF). Honda Motor Co. 1981. p. 97. Archived from the original (PDF) on 13 November 2014. Retrieved 19 November 2013.
65. ^ ^{a b c d e f g h i j} "GL1100". Goldwing Owners Club of Great Britain. Archived from the original on 4 February 2013. Retrieved 13 November 2013.
66. ^ Szymezak, Pascal. "Usines GoldWing aux USA". La saga GoldWing (in French). Fédération des GoldWing Club de France. Archived from the original on 24 March 2008. Retrieved 20 January 2014.
67. ^ "A Brief History of Honda's American Manufacturing". Honda Media Newsroom. American Honda Motor Co. 2 September 2003. Archived from the original on 1 February 2014. Retrieved 4 December 2013.
68. ^ ^{a b} Szymezak, Pascal. "GoldWing 1100". La saga GoldWing (in French). Fédération des GoldWing Club de France. Archived from the original on 24 March 2008. Retrieved 20 January 2014.
69. ^ Glenday, Craig (2009). Guinness World Records 2009. Random House. p. 176. ISBN9780553592566.
70. ^ "Advanced Brake Systems: Q&A". Honda Worldwide. Honda Motor Co. Retrieved 8 November 2013.
71. ^ "2008 Honda Powersports Technology". Honda Media Newsroom. American Honda Motor Co. 4 June 2007. Archived from the original on 1 February 2014. Retrieved 3 December 2013.
72. ^ "WE DIDN'T INVENT TOURING . . " (PDF). Honda Goldwing GL1500. American Honda Motor Co. October 2000. Retrieved 16 November 2013.
73. ^ "Honda Gold Wings 1984". hondabikespecs.com . Retrieved 18 November 2013.
74. ^ ^{a b c d e f g h i j} "GL1200". Goldwing Owners Club of Great Britain. Archived from the original on 5 February 2013. Retrieved 13 November 2013.
75. ^ ^{a b c} Szymezak, Pascal. "GoldWing 1200". La saga GoldWing (in French). Fédération des GoldWing Club de France. Archived from the original on 24 March 2008. Retrieved 20 January 2014.
76. ^ ^{a b} Szymezak, Pascal. "GoldWing 1500". La saga GoldWing (in French). Fédération des GoldWing Club de France. Archived from the original on 24 March 2008. Retrieved 27 January 2014.
77. ^ "Honda of America Records Many Industry Firsts". Honda Media Newsroom. American Honda Motor Co. 10 September 2004. Archived from the original on 1 February 2014. Retrieved 4 December 2013.
78. ^ "Fuel Injection System for Small Engines". Honda Worldwide. Honda Motor Co. Archived from the original on 30 June 2013. Retrieved 26 January 2014.
79. ^ ^{a b c} "Honda GL1500 Gold Wing (1988–2000)". Motorcycle News. Bauer Media. Retrieved 18 November 2013.
80. ^ ^{a b} Reijmerink, Teus. "Specifications GL 1500". Goldwingworld. Retrieved 18 November 2013.
81. ^ GL1500 Service Manual and Electrical Troubleshooting Manual. Honda Motor Co. p. 2-2.
82. ^ ^{a b c d e f g h i j k l m n o p} "GL1500". Goldwing Owners Club of Great Britain. Archived from the original on 5 February 2013. Retrieved 13 November 2013.
83. ^ ^{a b} "Honda Announces that Modified US-Manufactured Gold Wing SE Touring Bike Complies with New Japanese Motorcycle Emission Regulations". Honda Worldwide. Honda Motor Co. 25 August 1998. Retrieved 14 November 2013.
84. ^ "Honda Chronology (1999–1990)". Honda Media Newsroom. American Honda Motor Co. 9 June 2005. Archived from the original on 24 November 2010. Retrieved 3 December 2013.
85. ^ Dever, Paul (9 August 2009). "Millionth Motorcycle Made at Marysville, Honda is Happy". The Auto Channel . Retrieved 13 November 2013.
86. ^ "GL1500SE Gold Wing" (PDF). Honda. August 1999. Retrieved 16 November 2013.
87. ^ ^{a b} Bill, Andrews (20 July 2000). "Top-notch Gold Wing: A Caddy On 2 Wheels". Orlando Sentinel . Retrieved 8 November 2013. The modern Gold Wing's appearance really hasn't changed since its last overhaul 12 years ago, which included the addition of two more cylinders and upped the displacement to 1520cc's. On the 25th anniversary we get a couple of gold emblems proclaiming it as such, with few other modifications.
88. ^ Verpeide, Dag (10 October 2008). "About The Valkrie". valkyrienorway.com . Retrieved 14 November 2013.
89. ^ "Valkyrie 03" (PDF). A1763. American Honda Motor Co. August 2002. Retrieved 14 November 2013.
90. ^ "Honda F6C Valkyrie (1996–2005)". Motorcycle News. Bauer Media. Retrieved 13 November 2013.
91. ^ Andrews, Bill (17 June 1999). "The Interstate Valkyrie Has The Soul Of A Hot Rod While Retaining Some Of The Comfort Of The Gold Wing". Orlando Sentinel . Retrieved 14 November 2013. Now Honda has come almost full circle by adding a full fairing, radio, and touring trunk. Add a pinch of '50s retro style, and you've got the Valkyrie Interstate.
92. ^ ^{a b c d e} "Gold Wing - Specifications". Honda.com. American Honda Motor Co. 2 September 2003. Retrieved 20 November 2013.
93. ^ ^{a b} "Honda GL 1800 Gold Wing 2001 Specifications". AllMotoInfo. Retrieved 19 November 2013.
94. ^ Abrahams, Dave (26 September 2011). "Honda Goldwing is a very grand tourer". Independent Online. Independent Newspapers. Retrieved 25 November 2013. …the 1832cc Goldwing is mechanically old-school. The architecture of the flat-six engine is the same as the GL1000 of 1975, with a low (9.8:1) compression ratio, and SOHC, two-valves-per-cylinder valvegear. The only significant changes in more than 36 years of production have been the addition of two extra cylinders and the substitution of two 40mm Keihin throttle bodies for the original downdraught carbs.
95. ^ ^{a b} "Honda GL1800 Gold Wing". Motorcyclist Online. Source Interlink Media. 24 February 2009. Retrieved 19 November 2013. Transcontinental meditations on the land yacht that zigs
96. ^ "GoldWing 1st Generation (Front) Bike Map". Küryakyn Web Site. Küryakyn Holdings, LLC. Retrieved 23 November 2013.
97. ^ "GoldWing 2nd Generation (Front) Bike Map". Küryakyn Web Site. Küryakyn Holdings, LLC. Retrieved 23 November 2013.
98. ^ Note: These categories are somewhat is misleading, since the GL1800 itself is actually the 5th generation Gold Wing.
99. ^ "2010 Honda Gold Wing GL1800 Road Test". Rider Magazine. June 2011. Archived from the original on 25 June 2013. Retrieved 23 November 2013. The GL1800—the fifth stage in the GL's evolution—has changed little since its 2001 debut, and with Gold Wing production moved from Ohio to Japan and no 2011 models produced, expectations ran high. As we chronicled last month, the 2012 Gold Wing will get many useful enhancements but not the complete overhaul many were hoping for.
100. ^ Elvidge, Jamie (1 October 2011). "BMW K1600GTL vs. Honda GL1800 Gold Wing". Motorcyclist Online. Source Interlink Media. Retrieved 26 November 2013. The Honda shines in the luggage department, too, showing how decades of real-world research pays off. Capacity of the trunk and saddlebags is enormous, and their operation is very car-like, so you can stuff in your junk and snick it shut with one hand.
101. ^ "Honda Gold Wing Timeline". News & Views. American Honda Motor Co. 21 February 2011. Retrieved 8 November 2013.
102. ^ "2012 Honda Gold Wing First Look". Motorcycle USA. 21 February 2011. Retrieved 23 November 2013. Unchanged is the familiar 1832cc Flat Six powering the Honda. The Wing also remains a heavyweight touring platform, tipping the scales at a staggering 903–944 pounds, depending on the options. Thankfully, the electric Reverse system remains a standard feature. Also standard fare on the base Gold Wing are five-position heated grips, seat and backrest. Honda's combined braking system is standard as well, with ABS optional.
103. ^ https://hondanews.eu/eu/en/motorcycles/media/pressreleases/193202/2020-honda-gl1800-gold-wing
104. ^ Gales, Morgan (March–April 2018), "2018 HONDA GOLD WING", Motorcyclist, p. 42
105. ^ "How Different Can Three Gold Wings Be? More Than You Can Ever Imagine!". Motorcyclist. 28 October 2017. Retrieved 10 March 2018.
106. ^ The DuoLever was derived from a 1980s design by Norman Hossack
107. ^ https://hondanews.com/en-US/releases/release-50852e4fa93a4af886be54c5241b370b-honda-announces-2018-gold-wing
108. ^ ^{a b} Coldwells, Arthur (24 October 2017). "2018 Honda Gold Wing First Look". Ultimate Motorcycling. Retrieved 11 December 2017.
109. ^ https://hondanews.com/en-US/releases/release-9349200e0db74014eece042d0a000fcc-honda-announces-android-auto-integration-for-gold-wing-series
110. ^ https://hondanews.com/en-US/releases/release-e1a157df687ff71da1f64a190f07c0bc-honda-improves-touring-comfort-convenience-with-2021-gold-wing
111. ^ "Revealed: Gold Wing F6C". Visordown. Immediate Media Co. 20 November 2013. Retrieved 20 November 2013. The Gold Wing F6C has a new aluminium subframe, new styling and steering geometry and radiators mounted on the sides instead of the front.
112. ^ Ets-Hokin, Gabe (20 November 2013). "2014 Honda Valkyrie Announced!". Motorcycle Daily . Retrieved 1 December 2013. If anything, the new Valk is a Rune for the masses, as it uses much the same formula, albeit for a broader audience.
113. ^ "Honda Launches 2014 Honda Valkyrie". Bikeland.org. Bikeland Media. 20 November 2013. Retrieved 20 November 2013. Veteran reviewers agree the F6B and the Gold Wing already carve corners far better than anyone who hasn't ridden them can believe. The Valkyrie goes beyond the F6B in handling and other areas, especially in stripping weight; down to a svelte 750 pounds wet.
114. ^ Cook, Marc (19 November 2013). "2014 Honda Valkyrie | FIRST LOOK". Motorcyclist Online. Source Interlink Media. Retrieved 20 November 2013. Like the original, which debuted way back in 1996, the new Valky bases off the Gold Wing, picking up the existing SOHC, 12-valve opposed-six-cylinder engine trussed into an aluminum twin-spar frame. This time, though, the styling isn't American Retro—it's more like Gold Wing meets Transformers.
115. ^ Wilson, Andrea (20 November 2013). "2014 Honda Valkyrie First Look". Cycle News. Archived from the original on 25 November 2013. Retrieved 20 November 2013. The engine configuration – combined with where it's mounted in the Valkyrie's aluminum twin-spar frame – makes for a low center of gravity. That, combined with a low seat height of 28.8 inches, is designed to add great handling in addition to performance.
116. ^ http://www.youmotorcycle.com/honda-gold-wing-f6b-review.html

References [edit]

• Birkitt, Malcolm (1995). Honda gold wing. London: Osprey Automotive. ISBN9781855324435.
• Birkitt, Malcolm (1999). Honda Goldwing & Valkyrie. Oxford: Osprey. ISBN9781855328792.
• Falloon, Ian (2001). Honda Gold Wing. Sparkford Newbury Park, Calif: Haynes Pub. Haynes North America. ISBN9781859606605.
• Holmstrom, Darwin (2000). Honda gold wing. North Conway, N.H: Whitehorse Press. ISBN9781884313226.
• Rau, Fred (2010). Motorcycle touring bible. St. Paul, Minn: Motorbooks. ISBN9780760337417.
• Scotto, Emilio (2007). The longest ride : my ten-year, 500,000 mile motorcycle journey. St. Paul: MBI Pub. Co. Motorbooks. ISBN9780760326329.
• Vreeke, Ken (1994). Gold Wing : the first 20 years : twentieth anniversary. Torrance, CA: American Honda Motor Co., Inc. ISBN0964249103.
• West, Phil (2003). Honda Gold Wing : the complete story. Ramsbury: Crowood. ISBN9781861265845.
• Wright, Ron (2011). Clymer Honda GL1800 Gold Wing, 2001-2010. Overland Park, Kan: Clymer. ISBN9781599693873.
• Darlington, Mansur (1983). Honda GL1000 Gold Wing owners workshop manual. Yeovil: Haynes. ISBN9780856967108.
• Rogers, Chris (1981). Honda GL1100 Gold Wing owners workshop manual. Yovil, Somerset, England Newbury Park, Calif: Haynes Pub. Group Distributed in the USA by Haynes Publications. ISBN9780856966699.
• Ahlstrand, Alan (1997). Honda GL1200 Gold Wing owners workshop manual. Sparkford Nr Yeovil, Somerset, Eng. Newbury Park, Calif: Haynes Pub. Haynes North America. ISBN9781563921995.
• Ahlstrand, Alan (2000). Honda GL1500 Gold Wing owners workshop manual . Sparkford Nr Yeovil, Somerset, Eng. Newbury Park, Calif: Haynes Pub. Haynes North America. ISBN9781563924064.
• Ahlstrand, Alan (2012). Honda GL1800 Gold Wing : service and repair manual. Newbury Park, Calif. Sparkford: Haynes. ISBN9781563929731.

External links [edit]

• Motorcycle airbag system in Honda's motorcycle technology picturebook (requires Adobe Flash)

2012 Goldwing

Source: https://en.wikipedia.org/wiki/Honda_Gold_Wing

Share:

Read More