The Honda Gold Wing is a series of motorcycles toured by Honda. Gold Wings has a driving shaft, and a flat engine. Introduced at the Cologne Motorcycle Show in October 1974, Gold Wing went on to become a popular model in North America, Western Europe and Australia, as well as Japan.
Video Honda Gold Wing
Seri Emas Wing
Total sales of more than 640,000, mostly in the US market. Wings Gold was produced in Marysville, Ohio from 1980 to 2010, when the production of motorcycles there halted. No Gold Wings produced for the 2011 model year; and production resumed in Kumamoto Prefecture, Japan in 2011 using equipment transported from the US factory.
The Society of Automotive Engineers of Japan includes the Honda Gold Wing GL1000 manufactured in 1974 as one of the 240 Japan Automotive Landmark Technology . Throughout 2012, the Honda GL model has emerged eighteen times on the Cycle World list of the top ten bikes.
During the production period, the Gold Wing has many design changes. Beginning in 1975 with a 999 cc flat-four (61.0 cuÃ, in) flat, in 2001 it has grown to 1,832 cc (111.8 cuÃ, in) flat-six. The 2012 model features anti-lock braking, cruise control, electrically backed reverse gear, optional airbags, customized heating and windshield, pannier and luggage, buzzing, satnav and six radio/audio system speakers with connectivity MP3/iPod.
Maps Honda Gold Wing
Wing Wing Development
In 1972, following the success of the CB750 superbike, the company formed a R & D design team; D to explore the concept for a new flagship motorcycle. The project leader was Shoichiro Irimajiri, who in the 1960s had designed the Honda multi-cylinder MotoGP engine and their Formula One V12 engine.
At the same time, at the Tokyo 1972 event, Honda revealed the car's "clean-burn" CVCC engine, the first liquid-cooled engine. (Soichiro Honda allegedly did not believe that liquid cooling was better than cooling the air, but the younger engineers eventually won).
The 1974 Gold Wing with a flat-shaft powertrain uses good technology from previous motorcycles and automotive designs.
Despite being preceded by the water-cooled 1971 Suzuki GT750 dual-stroke, the Gold Wing is Japan's first production motorcycle with a water-cool four-stroke engine. The first four-cylinder boxer was produced in 1900.
Target market
During its development, the CB750 was known inside Honda as their "King of Motorcycles"; so the next big thing Honda will be regarded as "King of Kings". Honda first imagined the Gold Wing as a big motor sport, but when it learned that customers "piled miles in a tour", Honda reconsidered the design goal of the bike, realizing that the primary market for the Gold Wing is a long-distance motorcyclist. In North America, suitable motorcycles for the task will require long term comfort, wind protection, smooth ride, comfortable seating, luggage storage, and plenty of power.
In America in the early 1970s, long-distance motorcyclists had only a few manufacturers to choose from: Harley-Davidson, Moto Guzzi, and BMW. H-D Electra Glide is a comfortable bike, high maintenance and high vibration with faithful loyal followers. It faces strong competition from Eldorado 850cc Moto Guzzi. BMW motorcycles are smoother and more reliable, if expensive. Other major Japanese bikes, such as the Honda CB750 and the Kawasaki Z1 are cheaper but are not the ideal tour with their small fuel tank and rear drive chains requiring routine maintenance. The Gold Wing is aimed at emerging market segments that is, new types of American long-distance riders will not buy Harley or BMW but that will open their wallets for affordable machines that offer comfort, durability, low maintenance and smooth, torquey, quiet machines.
Gold Wing's secondary market target is Europe, where motorists prioritize handling and performance over luxury. (Special demand of European market then led to Honda Pan Europe).
M1 prototype & amp; Project 371
In 1972, the project team broke out of Honda's practice to produce an experimental prototype motorcycle, code-named "M1". Instead of an ordinary transverse engine layout with a chain end drive, the M1 has a longitudinal engine suitable for shaft drive. M1 has a 1470cc fluid-cooled engine, six times the CB750. Instead of looking for high performance (as some engineers wanted) the M1 engine is designed to have a large torque output and generate 80 horsepower (60 kW) at 6,700 rpm, with a top speed of 220 kilometers per hour (140 mph).
The M1 team brainstorming project was never intended as a production prototype. Nevertheless, M1 should be seen as a primordial Gold Wing because so many of its trademarks appear on GL1000. Flat-six gives M1 a low center of gravity, improving stability, but the extreme length of the engine/gearbox unit leads to a narrow driving position. Instead, the project team chose to build a bike with a compact, one-liter flat-four engine. This motor is codenamed "Project 371", and Toshio Nozue (who has worked on CB750 development) took over from Irimajiri as project leader.
generasi pertama
GL1000
Project Team 371 finally set the typical Gold Wing layout: a fluid-cooled 4-fluid SOHC engine, with a generator driven by a rotating gear opposite to counteract engine torque reactions. The cylinder block and crankcase are integral, with the transmission located under the crankcase to keep the engine construction unit as short as possible. The last drive is with the pivot.
Before it went on sale in the US and in Europe in 1975, the Gold Wing was announced to dealerships in September 1974 at the annual American Honda dealers meeting in Las Vegas, and then presented to the public the following month at IFMA (International Bicycle and Motorcycle Exhibition; this is Intermot) in Cologne.
A small exhibition has been installed on two show models at a US dealership show in Las Vegas. The design of this Honda fairing will be manufactured in the US by Vetter Fairing Company and sold as an accessory for Hondaline ; but they never went into production after the mold was accidentally destroyed. As a result, Gold Wing was born in a naked world, has no saddlebags and has no place for luggage, even without a windshield. This creates a golden opportunity for accessory manufacturers, who quickly offer a variety of fairings and luggage accessories, especially the Craig Vetter Windjammer series.
Original 999 cubic centimeters (61.0 cm deep) GL1000 (designated K0) has an electric starter supported by a kick start lever stored in a doll fuel tank, which also houses expansion tanks for radiators, electrical components, and air. the filter supplies four Keihin CV carburetors 32 mm. The real fuel tank is under the seat, to keep the center of mass as low as possible. The motor has a dry weight of 584 pounds (265 kg). 13,000 Wings of Gold was sold in the United States in 1975.
There were no significant changes to the standard Gold Wing for 1976 (model K1). To mark the United States Bicentennial year Honda announced the GL1000 LTD with distinctive badge and color schemes (eg, gold stripes, golden wheels) plus some additional facilities. LTD is original limited edition with limited production to about 2,000 units.
In the third model year (K2) Honda began refining the Gold Wing, despite changes for a small 1977, such as a heat exhaust pipe shield, revisions of seats and handlebar, as well as a new fuel gauge. The weight increased to 595 pounds (270 kg). The distribution of Honda motorcycles produced 52 bikes Executive GL1000 K1 by adding premium accessories to 1977 Gold Wings.
The machine was modified in 1978 for the GL1000 K3 model, to produce more torque available at lower engine speeds; carburetor reduced in size 1 mm, redesigned disposal system, valve timing and ignition timing changed. The kick-start mechanism has been removed from the engine, and the backup lighting module for headlamps and taillights (automatically switched to the second filament when one is burned out) has been removed from the mains. A small instrument panel appeared over the fixed petroleum fuel tank. The wire threaded wheels are replaced with the new ComStar Honda wheels, but the existing tires with inner tubes still exist. Dry weight grows up to 601 pounds (273 kg).
1979 marks the end of GL1000 development with K4 model (English version designated KZ). Dry weight increased slightly to 604 pounds (274 kg). for the last Gold Wing powered by a one-liter engine. There are only minor changes to this year's model, except for the ComStar wheel; The new ComStars have stronger steel radius on aluminum rims instead of the original aluminum wheels that sparked memories of 1979 (for the 1978 model). During the last round of GL1000 in 1979, Hondaline saddlebags and luggage were available, but Honda still did not offer fairing.
Honda sold more than 97,000 units of GL1000 in the United States between 1975 and 1979.
2nd Generation
GL1100
After five years of GL1000, the second generation Gold Wing was released in 1979 as a 1980 model, and the GL1100 will continue through the 1983 model. The GL1100 was produced in Japan until May 1980 when Honda began building the 1981 model at the Marysville Motorcycle Plant in Ohio ( and parts for various models since 1974). The Golden Wing will be built at a rate of 150 units a day for the years 1981-1983. The engine is still being built in Japan, but Honda began to market the machine as American-made.
Gold Wing faces competition from Japan in the form of a Suzuki GS1000 with a four-inline engine, and especially on the Kawasaki Z1300 which features a straight-six DOHC 1300cc engine with water cooler. Honda responded by increasing the Gold Wing's move, and then following up by announcing the first full Japanese dress turer. The new engine is more than just a GL1000 with a larger 3 mm bore, a clear change emphasizes more torque than horsepower. The cylinder head is modified to increase combustion at low and medium engine speeds, the transmission gear ratio is changed and the final drive ratio is shortened to make more torque available at highway speeds. The bore size for all four carburetors is again reduced by 1 mm, to 30 mm.
The wheelbase is extended beyond GL1000, and air suspension is added. The GL1100 has adjustable seats, and for the first time used tubeless tires, mounted on a black reverse ComStar wheel. The naked Gold Wing, which will become known as the Standard model, weighs  £ 589 (267 kg) dry. Despite the fact that here only minor changes to differentiate GL1100 '81 edition from the previous year.
All 1982 Wings Gold has a revised transmission ratio (again) to lower engine rpm at cruising speed, new brakes with twin-piston calipers, and wider tires on smaller wheels. The dry weight for GL1100 '82 is 595 pounds (270 kg).
Transmission transmission ratio was revised again for Wings Gold 1983 to reduce engine speed on the highway. But the significant change is not to the engine, they are to gear runs in the last year for GL1100s. Aleven-spoke aluminum wheels replace ComStars. The front suspension is endowed with a TRAC anti-dive fork with integrated fork brace, and the rear suspension works even without air pressure. Honda's first combined braking system, dubbed Unified Braking at the time, debuted in 1983; it involves the front and rear brakes in unison when the brake pedal is applied. Dry weight for the standard GL1100 goes up to 599 pounds (272 kg).
GL1100 Interstate
Honda surpassed mechanical changes from the naked Gold Wing in March 1980 with the release of the first Japanese key-turner, Interstate (GL1100I) model with fairings, factory-installed factory saddlebags, and removable rods. , plus an extra list of additional options including a stereo system. This motor is called the model of De Luxe (GL1100DX) in some markets. Fairing is designed to protect riders and passengers from the wind. Likewise, saddlebag and luggage are meant to carry two luggage. This makes Interstate much heavier than the standard model, with a dry weight of 672 pounds (305 kg). The nearly identical Interstate model was made for 1981.
The GL1100I '82 model offers more options, such as a new stereo, a 40-channel CB transceiver, and an on-board compressor to adjust suspension air pressure. Dry weight is 679 pounds (308 kg).
The GL1100I '83 receives the engine and runs a dental update of the standard model; dry weight increased to 686 lbs (311 kg).
GL1100 Aspencade
Starting in 1982, Honda offered three different Gold Wing models. With the introduction of Aspencade (GL1100A) Honda took a fully clothed tour tour to a new level of luxury, with larger seating, two-tone paint and more storage compartments, along with many options from the Interstate incorporated as standard. The three brake discs on GL1100A are internally ventilated. Additional items boost dry weight to 702 pounds (318 kg).
The GL1100A '83 receives the same machine and runs a dental update from another model. Aspencade also gets new front and rear brakes, with internal ventilated discs (only), as well as digital LCD instrument panel and some additional facilities for riders and passengers. Weight gain rose slightly to 707 pounds (321 kg).
3rd Generation
GL1200
In 1983 Honda faced a challenge in the market of a new fully clothed turer, the Yamaha Venture XVZ 1200 with four DOHC valves per cylinder V4 engine (as XS Eleven Venturer Yamaha had challenged the GL1100 two years earlier). Honda retaliated at the Milan motorcycle show later that year by announcing the new 1984 Golden Wing which pushed the design of a four-cylinder engine to its limit. Boxers who are bored and stroked generate more power and torque; the new final drive ratio gives GL1200 higher gearing to reduce noise and vibration. The four Keihin CV carbureters are 32 mm larger than the GL1100 carburetor, on the other hand, they have the same size as the '75 -'76 GL1000 carbohydrate. Combining hydraulic actuation for coupling, in addition to hydraulic taps for valves, making the new machine virtually maintenance-free. To make the Gold Wing more agile, the front and rear wheel diameters are contracted (and the width of the tire expanded) once again. The GL1200 is built on a stronger new frame and despite all the improvements, the claimed dry weight of the bare bikes remains unchanged at 599 pounds (272 kg) for the 1984 model.
1984 is the only year for GL1200 Standard (which is not exported to Europe) because sales are declining due to Interstate and Aspencade models. This led to the decline in aftermarket manufacturers such as the Vetter Fairing Company.
GL1200 competitors are becoming more numerous. Lastly from major Japanese manufacturers to do so, Suzuki finally entered the market in 1985 with their full-clothed turer, GV1400 Cavalcade with DOHC, four valves per cylinder, V4 engine. In 1986 Yamaha enlarged the V4 Venture engine to 1300cc, and Kawasaki introduced the ZG 1200 Voyager XII with four valves, the DOHC, an Inline-four engine.
With three versions of the Gold Wing boxer motor covering a dozen years, in 1987 the further development of a flat-four engine was perceived as constrained by the diminishing return law. The displacement of the piston has been increased twice to produce more torque, but it also makes every impulse stronger. Over the same period of time, the gear ratios have been raised to lower engine RPMs (improving fuel economy and reducing vibration and noise levels) which in turn makes the pulse through the drivetrain appear more rugged for the rider because the shot interval is further apart. The obvious way to provide more current power (as Irimajiri-san has shown with the M1 engine) is to move from the sixth cylinder to the sixth.
GL1200 Interstate
After introducing the full-dress Interstate with GL1100, Honda uses the GL1200I '84 to perfect the Gold Wing fairing so it will come up as a basic part of the motor and not as an afterthought. The new interstate model (still called De Luxe in Europe) has an automotive-style instrument panel on the front and an increased luggage capacity at the back: 38 liters (1,3Ã, cuÃ, ft) in each saddlebag plus 63 liters (2.2 cuÃ, ft ) in the trunk. The dry weight for Interstate 1984 is  £ 697 (316 kg).
Despite giving the higher Gold Wing that drives the previous year, in 1985 Honda retained overall to improve performance. There are many minor changes to GL1200I '85 but basically the same price as the previous year, and at 699 pounds (317 kg) the weight is basically stable.
The GL1200I '86 got more minor updates, but a significant change was that all the Gold Wing machines were being manufactured at the Anna, Ohio plant from July 1985. The dry weight claimed for Interstate 1986 was unchanged. The GL1200I '87 gets a new seat design with three levels of foam; the weight has not changed for 1987, the last year of the four-cylinder Gold Wing Interstate.
GL1200 Aspencade
GL1200A '84 has all the features of GL1200I, plus a new Panasonic audio system that incorporates AM/FM radio, cassette player and intercom between riders and passengers. Unlike the Interstate analog instruments, Aspencade has a dashboard with LCD digital display. The GL1200A also has a footboard for passengers, not footpegs. The dry weight claimed for Aspencade 1984 is 723 lbs (328 kg). The price was unchanged for 1985, and Aspencade received the same update as the Interstate model for that year. The dry weight for Aspencade is 728 pounds (330 kg) in both '85 and '86.
In 1986, Dolby's noise reduction was added to the audio system, which was replaced with an enhanced Panasonic system in 1987. In the last year, the GL1200A got the same upgraded seat as the GL1200I '87 model and some facilities that had been optionally made. standard, increasing the dry weight of Aspencade to  £ 743 (337 kg).
Fuel injection model
In 1985 Honda marked the tenth anniversary of the Golden Wing by launching a luxuriously painted Luxury Edition (GL1200L) covered model with cruise control, auto-leveling rear suspension, an electronic travel computer and four speaker audio systems. Significant progress is that the GL1200L is equipped with Honda's programmable fuel injection system, previously used on the CX500T and CX650T turbocharged (variants of GL500 and GL650 Silver Wing). Also known as LTD , 5372 units are built and sold only in North America. The dry weight claimed for GL1200L is 782 pounds (355 kg).
To some extent, Limited Edition turned out to be a fake when SE-i (Special Edition - injected) debuted in 1986, as essentially GL1200L painted. The SE-i has the same Dolby audio system as GL1200A '86 and is only available in the US. This is the only year for SE-i because the high cost of the fuel injection system forced Honda to return to the carburetor for 1987.
4th Generation
GL1500
A new design team began working on the fourth-generation Gold Wing in 1984. Honda explained the prototype testing as involving sixty stages of development, and built fifteen different test bikes, including those made of GL1200 frames that were paired with the original M1 engine so that six- cylinder can be compared with a four-cylinder head-on. This early 70s prototype had an influence far beyond what the original M1 designers had hoped for.
The purpose of the design of the new Golden Wing machine is the subtlety, tranquility and immense power. In the end, the redesigned Gold Wing debuted at the Cologne Motor Show 1987, 13 years after the first GL1000 was shown publicly in the same place, and the GL1500 brought the biggest change seen in the Gold Wing series from the start. The biggest difference is that the flat-four engine is replaced with a flat six engine. Although the GL1500 still uses a carburetor, there are only two 36 mm CV Keihins that supply six cylinders, the first time Gold Wing has less than one carb per cylinder.
Honda also closed the entire motorcycle with plastic, making it look smooth. The lowest seat height in the Gold Wing, integrated passenger and luggage backs, and central mechanisms lock luggage caps and saddlebags. Rear suspension air pressure adjusted with on-board compressor. One of the major innovations is the addition of "reverse gear", which is actually the creative use of an electric starter motor connected to the transmission. Due to its size and weight, Honda feels that some people will have problems to support it.
The new Golden Wing has grown in almost every dimension. Bigger windshield, longer wheelbase, two more cylinders, more horsepower, more bodywork, more electronics, more accessories and more mass: 794 pounds (360 kg) dry. Options include passenger audio controls and rear speakers, CB radio, additional lights, and exterior trim. On another first for GL1500, 1988 was the year Honda exported Wings of Gold from the US to Japan for the first time.
For the year 1989 Honda modified the brake discs, and raise the price. Brake discs were modified again in 1990, as were carbohydrates and camshafts, without price increases. The dry weight of GL1500 claimed for '90 is 798 pounds (362 kg). In addition, the 15th Anniversary model of the Golden Wing Special Edition (GL1500SE) debuted in 1990.
The following year, to celebrate the 10th anniversary of the American-made Wings of Gold, each motor produced for 1991 came with number plaques and numbered birthday editions. There are three '91 models: Aspencade shows the regular GL1500 model; Luxury Special Edition from previous year as model SE ; and the name Interstate shows the stripped model.
GL1500 Aspencade
When the Honda of America Manufacturing (HAM) plant in Marysville, Ohio produced 500,000 vehicles in 1991, it was the Gold Wing Aspencade. The dry weight claimed for GL1500A '91 is 800 pounds (360 kg). Honda began offering extra cost paint options, and Honda Canada inaugurated the Wings Gold 'Canadian Edition in '92.
Beginning in 1993, all GL1500 rocker arms spun on needle bearings, and the shipping controls have been updated to instantly read the crankshaft speed for improved accuracy. 1994 is the seventh year of production GL1500 (longer than its pioneer) and nothing has changed significantly except the asking price.
1995 is the 20th Anniversary of the Golden Wing. American Honda publishes a special hard-cover book Golden Wings: First 20 Years (Twenty Year Anniversary Edition) . All 1995 models received warning alerts, cosmetic changes, thinner and narrower seats and improved suspension that reduced ground clearance, contributed to altitude lower seats (offsetting weight gain). The GL1500A is at heaviest in '95; the dry weight is claimed to remain at 802 pounds (364 kg) until the end of this model.
Aspencade of 1996 received an exclusive high-end audio system for the GL1500SE. Yet another milestone was achieved in mid-1996 when the Gold Wing Aspencade was a Honda motorcycle made in America to assemble assembly lines at the Marysville Motorcycle Factory. The GL1500 family became larger when Honda created the first GL1500C Valkyrie in May 1996 (for the 1997 model). Valkyrie is the first naked GL since 1984.
1997 GL1500 received the first engine, transmission, and final drive improvements introduced on GL1500C. The Wing Wing 1998 styling makeover was extended to the engine with a redesigned valve lid, but no price increase. Honda commemorates 50 years in America by adding the 50th anniversary warning to all Wings of Gold 1999; the price of GL1500A '99 increases. 2000 Gold Wings has a chrome-plated valve cover, the Canadian and American models also have 25 golden anniversary emblems that mark 25 years since the first GL1000 debuted for the 1975 model.
Model 2000 is the latest Aspencade GL1500 model. The complete redesign of the Marysville Motorcycle Factory began In January 2000 to build the next Gold Wing, and the story soon appeared in the motorcycle press that the Gold Wing itself was being redesigned. GL1500 has been produced for 13 years of model, which is along all of the four-cylinder Gold Wings combined; In addition, the GL1500 engine continues to be used in Valkyrie during the 2003 model year.
GL1500 SE
The original 15th Anniversary Special Edition model has a ventilated windshield, additional lights, an enhanced sound system, two-tone paint with special symbols, customizable passenger floorboards and adjustable foot pegs and heating foot for riders. In 1990 it weighed 807 pounds (366 kg) dry. The GL1500SE '91 is essentially unchanged, although the weight and price are up slightly at 809 pounds (367 kg).
Until now the optional rear speakers and CB radios became standard on GL1500SE '93; increasing the weight of both - 813 pounds (369 kg).
The GL1500SE '97 has a powertrain update. Honda marked the 50th Anniversary in 1999 without the GL1500SE price increase, and the US-made GL1500SE '99 exported to Japan received a two-tone paint job. More importantly, the export model gets a flue air injection system along with carburetor modifications to pass Japan's new emissions regulations.
The 25th Anniversary GL1500SE in 2000 had a claimed dry weight from 1995 to 2000 is 816 pounds (370 kg).
GL1500 Interstate
The GL1500I '91 model has weight and price cuts by removing reverse gear, cruise-control, passenger legs, and by replacing the audio system with small Kenwood radios. The seat is lowered to 0.8 inches (20 mm). The dry weight claimed for Interstate 1991 is 760 pounds (340 kg). In 1992, Kenwood radio, in turn, was replaced by a new 25-watt-per-channel Panasonic sound system with intercom. Weight for GL1500I '92 rose slightly to 767 pounds (348 kg).
As with other 20th anniversary models, the cost of GL1500I '95 soared. The last GL1500I was a 1996 model. The dry weight claimed for '95 and '96 was 769 pounds (349 kg). The Interstate model was discontinued, replaced in 1997 by Valkyrie Tourer (GL1500CT) and 1999 Valkyrie Interstate (GL1500CF).
5th generation
GL1800
The first new model for 13 years, the GL1800 2001 has a larger engine of 1,832 cc (111.8 cuÃ, in) with fuel injection, and an increase in power from 74 kW (99 bhp) to 87 kW (117 bhp). The extrusion aluminum frame GL1800, consisting of 31 elements (almost half of GL1500) results in overall weight loss. Options include ABS braking.
The 2006 model has further options: airbags, an in-dash GPS called Internavi, with audio information provided through speakers and headset cables, plus a driver's "comfort package" consisting of heated saddles, heated grips, and air-engine ventilation adjusted in front of the driver's foot.
Update
The 2010 model year is the last one produced in the United States, and no 2011 model of Gold Wings produced when manufacturing is shipped to Japan in 2012. Some retailers and aftermarket traders group all GL1800 models into two categories: US-made GL1800 (2001- 2010) is "First Generation", and GL1800 (2012-2013) made in Japan is "2nd Generation".
2nd Gen GL1800 has a small update: the restored bodywork makes the fairing and saddlebags look less round, though wider. A revised fairing provides better protection to the rider's feet, with ventilation delivering warm engine air to the sharpener's feet. Rods, fairing pouches and saddlebags provide a storage capacity of 150 liters (5.3 cuÃ, ft). The instrument screen has a brighter screen, updated satellite radio/navigation, and a revised six-speaker audio system with MP3 and iPod connectivity.
6th generation
2018 GL1800
For the 6th generation in 2018 Honda manufactures a completely redesigned Gold Wing. The new model features a new four-valve engine and is available in two versions: the Gold Wing standard (replacing the F6B bagger) and the "top rod" Wing Wing Tour . Sportier in appearance, more technologically advanced, and more compact, the 2018 Gold Wing is 41 kg (90 lb) lighter than before. The new robotic welded frame has a double wishbone front suspension, resembling the Duolever of BMW. New features include "Ride-By-Wire", four driving modes, traction control, LED lights, and (on Tour models) electronically adjustable suspensions. Options include automatic DTC transmission with "Walking Mode" forward and backward.
Valkyrie
In 1997, Honda brought back the incarnation of "Gold Standard Wing," renamed Valkyrie in the US, and called F6C in other parts of the world. It has a higher performance engine, based on GL1500, in a cruiser style frame. The Valkyrie Tourer version has a windshield and saddlebag. A more tour-oriented version was introduced in 1999 as Valkyrie Interstate with fairing, saddlebags and full trunk.
These models declined due to sluggish sales, abandoning the Valkyrie standard, which was discontinued after the 2003 model year. In 2004 Honda released the "Limited Edition" model, the Valkyrie Rune, complete with 1,832 cc (111.8 cuÃ, in) engines and a unique style.
The Valkyrie engine is based on the Gold Wing engine, but has a sturdy lifter instead of a hydraulic lift, six carburettors instead of two Goldwings (carbohydrates <= 2000, FI> = 2001), more aggressive camshafts, free flowing exhaust, and modified ignition timing to improve performance.
Valkyrie Awakening
In 2013 Tokyo Motor Show, Honda revealed a new naked version of the GL1800, Valkyrie 2014, using the same 1832cc six-cylinder engine as the Golden Wing but weighs 70 kg (less than 150 pounds). The new Valkyrie has improved rake and trail, revised front and rear suspension to reduce weight, weight distribution of 50/50 and large tires after sport bike mode. Beyond the bare bike genre, Valkyrie's horsepower-to-weight ratio places it clearly into the muscle bike class.
F6B "Bagger"
Source of the article : Wikipedia
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