The time has come for me to cover my own daily driver, a 1983 Honda GL1100i. I remember my dad's Goldwing very well. He would ride it almost every day to and from work. This was very economical, as he worked 55 miles from our home. The route he took was actually a few miles longer than the shortest possible route, but he was able to avoid the famously heavy Southern California traffic. A jaunt up Hwy 74 over the Ortega mountains, then over to the 405 to Fountain Valley. It was a route that was fun and frightening, as the trees covered the sun and the highway ran next to Ricochet Alley, a term given to a creek gulch that was narrow and had steep sides. The winding road was mostly scenic, even with the occasional sharp drop just pass the barrier. I remember being on the back seat on this highway, and the immense joy I felt with the wind on my face.
I suppose these trips gave me the desire to have two wheels of my own. To re-live that nostalgia, as well as have an economical way to and from work, I bought my own Wing. It had been a few years since my last motorcycle, the Harley, and the Goldwing was not a beginner's bike by any means. It is large, heavy, and handles like a pig. At least, that was my opinion the first couple trips. It is still large and heavy, but now I am learning just how nimble it can be. What felt at first like a bike that was too large to be practical has turned into a bike that is starting to feel a bit small. It is physically large and imposing, but I am finding that it has a turning radius that the Harley just can't match. I can do slow-speed u-turns within two parking spots. My Harley was lucky to turn around without crossing four parking spots. I understand that it is because the rake on cruiser forks are considerably more angled, but knowing my huge Wing can out-turn my old small Harley still amuses me. The available power is also nice, but with a large caveat. The power band heavily favors high revs, as the engine has max power at 7,000 rpm and redlines at 8,000 rpm. Torque is also high, but again requires high revs. Getting up to speed is difficult if I keep rpms under 3,000, as there is not enough power to effectively accelerate. Once past 4,000 rpms, though, the speed piles on. The heavy bike pulls like a train even in top gear if you let it. The thing is, I do not like running at high revs. I do not like hearing crotch rockets scream past me, and at high revs my Wing sounds almost like one. Granted, the 4-cylinder engine will not have the familiar cadence of a v-twin. Still, I prefer keeping rpms low as this minimizes strain on and engine and can maximize fuel efficiency. To keep rpms low on the highway, I try to stay around 65 mph. This tends to annoy many drivers behind me, since I ride in the carpool lane. The engine runs consistently smooth, so I am becoming accustomed to the higher rpms.
I find that the more I ride it, the more I like riding it. Riding the freeways has had some unexpected benefits. First, the large bike with the full fairings and bags is imposing to vehicles all around. I am very visible, thanks to my lights and reflectors. Second, riding with a white open-faced helmet and a black jacket makes me look like a motorcycle cop if given a quick glance. Since many motorists are too engrossed with texting, I usually only get a quick glance anyways. Drivers tend to behave better when I am around, which is comforting. I have seen other motorcyclists merge into my lane near me just so they will be in less danger. Usually it is the cruiser riders with loud pipes that join me. The drivers hear his bike and see mine, so that is just extra coverage. While I have had a couple instances where a driver tries to merge into my lane when I am in it, thankfully a quick swerve and a loud horn have prevented problems.
I have had the bike three months now, so I think I am ready to evaluate it fairly.
What I like: Comfort. The Goldwing is like a couch on two wheels. I sit on the bike and the seat is wide enough for support, plus narrow enough to allow me to flat-foot the bike at a stop. The little rise at the back of the driver seat is enough to push against the lower back, offering just that little bit of extra support and comfort. I just recently discovered that the seat is adjustable, just like a car seat. I can slide the seat backwards and forwards. The seat had been all the way forwards, which is why the bike started to feel cramped once I got used to handling it. I moved the seat back all the way, and now it feels more open and comfortable. Sitting upright is easier than ever now. Maintaining good posture is easy, as the seat and handle bar layout almost create a naturally neutral posture. I could easily ride from full tank to full tank and still be able to feel my butt. Goldwings were designed for touring comfort, so this is to be expected. To have it on a bike that is 30 years old is amazing. I also enjoy the radio. The bike is equipped with a Clarion stereo with 4 available presets, clock, and CB radio. There is also an intercom system, but I have neither an intercom in my helmet nor the desire to carry a passenger. Having a headset would be nice for the CB radio, but since I mainly just commute to and from work, listening to the stereo is more than good enough. The bike also has a tape deck, but I have not had an opportunity to test it out.
I also like the power that the engine can create, but only if I rev the engine enough. Highway riding is nice and spirited, as I can keep up with traffic with ease and handle curves very well. I would like to have a sixth gear to reduce rpms when at a constant freeway speed, but I am still happy with what I can get with the bike. I have not yet taxed the available power band of the bike, and yet I have already come close to exceeding my maximum speed when I rode the Shadow 750. There is a good reason that Honda changed the speedometers in my model year. Up to 1982, they maxed at 85 mph. Mine maxes at 150, and I am confident that the bike is mechanically capable of that speed. I have no interest in going that fast on my Wing, so do not worry about that (I am more or less speaking to my wife here...). The engine power, plus the shaft drive, equals a good riding experience.
What I do not like: The Goldwing is a great machine, and I have trouble finding faults. Since nothing is perfect, though, I do have a few negatives to cover. The first I would like to cover is engine power. Yes, I understand that I praised it in some of the preceding paragraphs. While I enjoy how much power it can produce, I do not like that I need to rev the engine high to get it there. I know this blog is not about technical numbers, but I think in this case my point can be made stronger with them. The GL1100 engine produces 81 crank hp at 7,000 rpm and about 64 ft-lbs of torque at 5500 rpm. I typically run my engine between 3,000 and 4,000 rpms on the freeway, so I rarely if ever get to these numbers. I was used to peak torque at low rpms, as v-twins usually provide. With my usual riding style, the engine just does not produce much power. I need to get outside my comfort zone for any real action. I guess there could be a philosophical lesson here, as leaving comforts zones can often create interesting adventures. Still, I have little interest in blowing a 30 year old engine by pushing the redline.
Another negative is the low-speed cooling ability of the radiator. The radiator is in front of the engine, sure, but it is also behind a large front tire and its even larger fender. The air flow getting to the radiator as speeds under 30 mph is anemic, as the temperature needle will gradually climb towards the red. Granted, the fan comes on and is enough to cool the engine even in 110-plus degree weather, but I still dislike seeing that needle get that close to the red. The engine heat is also a negative, as it puts out huge amounts of heat and since heat rises, I am sitting on an 1100cc oven at stoplights. High rpms also produce more heat, which just makes the temperature needle climb faster. Keeping rpms low enough to reduce heating, plus high enough to produce power is a difficult balance in a Phoenix summer.
The last negative I want to cover is the fact that the bike has carbs. It has four carbs, one for each cylinder. I bought the bike and all the carbs had been synched, and they still are. The problem is that carbs make for inconsistent starting in cold weather, even if I use choke. I remember a few cold mornings in April where the bike just did not want to wake up for me until it had 5 minutes to warm up. After that, performance was great. It makes me wonder what I will experience in winter, when temps can get really frigid. It is possible that the bike will be fine, because riding it daily helps keep the fluids flowing and helps prevent problems associated with keeping engines in long-term storage. I am looking forward to getting a fuel-injected bike in the future, but as yet there is no time frame for it.
My opinion on the 1983 GL1100i as a commuter's motorcycle: I think that the specific circumstances of a particular commute will drive the decision, rather than my experiences. If a daily commute consists of mainly highway riding, like what my father had and I have, then it is an excellent choice. If the commute is primarily city streets, then I would suggest an alternate machine, such as the Shadow 750 I reviewed previously. If the commute is a mix of the two, then the best advice I can give is this: If you are OK with high-revving engines, then go for the GL1100. If you prefer having power available at lower rpms, then a different machine would suit you better.
Until my next review, keep the rubber down and your knees in the wind.
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