2013 Honda F6B | Road Test Review

2013 Honda F6B
Honda’s new F6B is a sportier, meaner bagger version of the Gold Wing, with no trunk, a shorter windscreen and other changes.

Last year, more new touring motorcycles were sold than bikes in any other individual street bike category, even cruisers. Touring includes luxury performers such as the Honda Gold Wing, BMW K 1600 GTL and the like, but the vast majority of those top-selling machines were “baggers,” large V-twin touring cruisers with factory hard bags and windshields, or fairings with windscreens. And the vast majority of those baggers were—you guessed it—Harley-Davidsons, like Electra Glides, Street Glides and Road Glides. Since the touring category continues to grow, most of the Japanese manufacturers and Victory compete with Harley head-on for a bite of that plump peach with their own large V-twin baggers, bikes like the Vaquero, Nomad, Voyager, Roadliner and Cross Country. Makes you want to saddle-up and hit Route 66 just reading those names, huh?

2013 Honda F6B
Slick gunfighter seat, shorty windscreen and flipping over the Gold Wing’s mirrors give the F6B a long and low look.

Oddly, for some time now, Honda hasn’t offered a big V-twin bagger, or even a cruiser larger than 1,300cc for that matter. Its Shadow VTX1800 was discontinued after 2008 in the middle of the economic meltdown, so perhaps engineering a competitive V-twin replacement for the VTX was delayed. You can bet Honda wants some of that bagger business right now, though. So, if you can’t whip-up a cookie-cutter bike and steal some existing market share, what’s the next best thing? Expand the market in your direction, with something that attracts with its looks but breaks from the norm in every other way.

Enter the 2013 Honda F6B. Sure, it started life as a Gold Wing GL1800—that’s how the economics were made to work. Honda’s done it before with a cruiser based on the GL1500, the Valkyrie F6C (F6C = Flat-Six Cruiser; F6B = Flat-Six Bagger? Honda isn’t saying). This time, the transformation is subtler, simpler and perhaps more effective. In place of the Wing’s top trunk is a sleek rear cowl between the saddlebags, which gives them a cleaner look despite being unchanged. A slicker, lower gunfighter seat replaces the Wing’s tufted throne, and that shorty windscreen only needs tinting and some skulls to complete the look. Some trim has been axed, most of the chrome and silver bits have been given the black satin treatment, and the Wing’s mirror housings were flipped over to hunker them down along with the rest of the F6B. New muffler tips, a shorty antenna and passenger footpegs instead of floorboards complete the bagger transformation.

2013 Honda F6B
Optional taller windscreen would probably be better for touring. A tinted version of the shorty windscreen is also available.

While the stylists slammed and smoothed, in the cruiser tradition of less is more, the engineers took stuff off. Reverse, cruise control, windscreen adjusters, foot warmers—all history. Navi, integrated CB controls, heated seats—fuggedaboutit. There’s a Deluxe model for $20,999, like our test bike, that adds heated grips, a stubby passenger backrest, centerstand and self-canceling turn signals, but leaving all of this stuff in the bin brings the standard F6B’s price down to $19,999, about $4,000 less than the standard Wing. Just as importantly, it shaves 62 pounds and gets the F6B’s base weight down to 842 fully fueled.

As they say, if you want to add speed, add lightness. Crack the throttle and the difference between the F6B and the potato-potato bagger pack hits you in the chest like a fire hose. While the entire liquid-cooled, 1,832cc opposed flat-six engine, transmission and shaft final drive are unchanged, we’re already talking 100.9 horsepower and 105.7 lb-ft of torque at the rear wheel of the Gold Wing (see Rider, August 2011). The F6B’s added lightness makes what is essentially a really big sportbike even more responsive. It leaps from a stop, accelerates with a flat-six snarl and is capable of quick bursts for passing, even in its overdrive top fifth gear, and warp speed on the highway. Instead of lumbering and rumbling, the power delivery is smooth and fast, like turning up a dimmer switch on a booster rocket. I can’t wait to hear what it sounds like with a little (just a little, mind you) more tone from a set of aftermarket mufflers. Of course, the more you twist the loud handle, the further the fuel economy goes out the window. We averaged 34.8 mpg from 86 PON fuel for a range of 230 miles from the bike’s 6.6-gallon tank.

2013 Honda F6B
Lower, longer seat allows the rider to move back farther than on the Wing. Cornering clearance and handling are impressive for a big bike.

Less weight brings more benefits in the handling department, too. After riding the F6B for several hours on twisting back roads and then climbing onto a Gold Wing for comparison, it felt as though a passenger had climbed on with me, or that the tires were underinflated. The F6B’s c.g. is lower too, so it steers noticeably lighter and transitions from side-to-side quicker, without the delayed wiggle the Wing’s top trunk can input into the steering. Though it does begin to drag its footpegs just as early as the Wing when you really put the cane to it, thanks to that sport-derived twin-spar aluminum frame and firmer valving in the suspension, there are very few baggers that can claim comparable cornering ability. The F6B also stops quicker and harder with the same unified triple disc brakes (ABS is not available on this model), enough that I found myself using just the front brake much of the time. And I found the bike’s lower seat and nimble, low-speed handling make reverse mostly unnecessary.

On the highway, the F6B cruises as smoothly as the Wing. Though the shorty windscreen allows a lot of noisy wind to hit you at helmet level, it really opens up the cockpit, and curiously there’s no buffeting. In addition to being lower, the gunfighter seat also allows the rider to move farther back than on the Wing, so the reach to the grips is comfortable and natural. While the seat itself is thinner, overall I found the seating position more comfortable than the Wing, and a taller windscreen is available to complete it for touring. Changing the rear shock’s spring preload for varying loads is done with a remote knob under the right side cover, but the suspension is firm enough you’ll rarely find it necessary. Riders coming from a Gold Wing may in fact find the ride a little harsh, especially over sharp-edged bumps.

2013 Honda F6B
Rather than electric adjustability, the F6B rear shock preload is changed with a knob under the right side cover.

With the exception of the top trunk, the F6B’s storage is the same as the Wing’s, so there’s a good-sized locking compartment in the center console (the location of the air bag on that Gold Wing model), a left fairing pocket and the two saddlebags. The bags unlock using the ignition key in a tail slot and open with levers under the grabrails. Unlike the Wing, they can’t be left unlocked and the key removed, a minor annoyance that resulted in my sometimes walking away with the key still in the tail. The bags are large, and with a duffel on the optional luggage rack on our test bike there was enough storage for a two-up weekend getaway.

I did miss having cruise control at times, but incorporating it on a bike like the F6B (and Gold Wing) that don’t yet have throttle-by-wire adds weight, complexity and cost. Mirrors are automotivelike in clarity and function, and the analog and LCD instrument package has been styled up to suit the F6B. It retains the Gold Wing’s premium sound system with AM/FM/WB/AUX/USB input that is iPod/MP3 ready and comes with a rider’s headset jack; the passenger’s is optional. We wish Honda would incorporate Bluetooth headset connectivity, but in the meantime just get a set of wired helmet headsets and your audio and intercom needs will be fully met. The speakers sound great at lower speeds, but everything except vocals blow away in the wind on the highway.

Triple disc brakes with Honda’s Combined Braking System stop the F6B hard, though ABS is not available.
Triple disc brakes with Honda’s Combined Braking System stop the F6B hard, though ABS is not available.

Getting the F6B Deluxe adds a centerstand (vital for touring and fixing flats); self-canceling turn signals; toasty five-level heated grips and a passenger backrest. The latter adds a little lumbar support to the passenger’s extremely roomy seat and some confidence they aren’t going to fly off the back when you nail the throttle. Other options on our test machine included driving lights (round in the Wing’s rectangular holes for a more traditional look that matches the headlights—they look good, but only come on with the low beam), chrome handlebar ends and a chrome sidestand. Other accessories, like covers, bag liners and organizers are available, too. We’d like to see the mufflers finished in flat black rather than chrome, but Honda says that so far it hasn’t been able to do so to its satisfaction. Or it figures, why bother, most people are going to replace them with something throatier anyway.

In repurposing the Gold Wing for the touring cruiser crowd once again, this time without the Valkyrie moniker but perhaps even more successfully, Honda has built a performance machine that may just give the GL a whole new audience. In red or black, it’s a big, bad bagger, but it’s not your Grandpa’s bagger. Or Gold Wing.

2013 Honda F6B Specs
Base Price: $19,999
Price as Tested: $20,999 (Deluxe model)
Warranty: 3 yrs., unltd. miles, transferable
Website: powersports.honda.com

Type: Liquid-cooled, longitudinal, horizontally opposed flat six
Displacement: 1,832cc
Bore x Stroke: 74.0 x 71.0mm
Compression Ratio: 9.8:1
Valve Train: SOHC, 2 valves per cyl.
Valve Adj. Interval: 32,000 miles
Fuel Delivery: PGM-FI w/ automatic choke
Lubrication System: Wet sump, 3.9-qt. cap.
Transmission: 5-speed, hydraulically actuated wet clutch
Final Drive: Shaft, 2.75:1

Ignition: Computer-controlled digital
Charging Output: 1,200 watts @ 5,000 rpm
Battery: Sealed, 12V 20AH

Frame: Aluminum twin-spar perimeter w/ engine as stressed member & Pro-Arm single-sided aluminum swingarm
Wheelbase: 66.5 in.
Rake/Trail: 29.2 degrees/4.3 in.
Seat Height: 28.5 in.
Suspension, Front: 45mm stanchions w/ anti-dive, 4.8-in. travel
Rear: Single shock w/ Pro-Link, remotely adj. for spring preload, 4.1-in. travel
Brakes, Front: Dual discs w/ CBS 3-piston calipers
Rear: Single disc w/ CBS 3-piston caliper
Wheels, Front: Cast, 3.50 x 18 in.
Rear: Cast, 5.00 x 16 in.
Tires, Front: 130/70-HR18
Rear: 180/60-HR16
Wet Weight: 849 lbs. (as tested)
Load Capacity: 410 lbs. (as tested)
GVWR: 1,259 lbs.

Fuel Capacity: 6.6 gallons, warning light on last 1.0 gal.
MPG: 86 PON min. (low/avg/high) 33.9/34.8/35.8
Estimated Range: 230 miles
Indicated RPM at 60 MPH: 2,700

2013 Honda F6B engine
Flat-six 1,832cc engine and drivetrain are unchanged from Gold Wing spec and make massive torque.
2013 Honda F6B cockpit
Instruments and switches are simplified and cleaned-up; buttons on left fairing lower are for the sound system.
2013 Honda F6B action
Slash-cut muffler tips and rear deck cowl are part of the F6B’s bagger styling package.
2013 Honda F6B saddlebag
Integrated saddlebags open with latches under passenger grabrails; a warning displays on LCD panel if they’re not fully closed.
2013 Honda F6B
All-black color option is ominously cool. Honda said that a flat-black finish for the pipes didn’t meet its durability standards.
2013 Honda F6B action
Optional driving lights are round to match the headlights and jibe with bagger tradition, even though they’re mounted in the Wing’s rectangular holes.


  1. Like the Honda f6b, only rode my first gold wing audio a week ago. Want some seat time on the f6b.wish Honda would of put a small trunk in place of back rest, like the old one but half the size.and kept the heated seat, other than that I really like this new bike. Hope Honda dealers will come off price a little like they do with the full dresser gold wing.I’ve got a 2004 vtx now but the seat on my tail sucks, the full dresser was a great seat.how was the seat on your tail after a while?

  2. I’ve owned my F6B 2013 since Sept I love it and is a real head turner.Planning a trip back home to Florida from NY this summer.I can’t wait!!Thanks Honda………

  3. I bought a F6B with low miles 1 1/2 years ago and I’ve ridden it 10K miles so far. My F6B is not the deluxe model so I added a center stand, a back rest, a small luggage rack and a taller windshield. I’ve been averaging 40 mpg on mostly 2 lane twisty roads in the Ozarks of Arkansas and Missouri. This review is spot on and if I could change some things about my bike I would throw the radio and speakers away and replace it with storage compartments also I’m considering some valving changes in the front forks to make them less harsh on the square edged bumps. I’ve heard that these bikes have a limiter at 120 mph and I’ve also heard they will top out at 149 mph. I have gone 120 many times on a closed course and didn’t hit a limiter but haven’t been on a track to test it at higher speeds. Can anyone tell me if the 2013 F6B has a limiter?

  4. I just took a 2013 (with 40,000km on it) for a test ride and found the front forks pretty harsh, so much so that I thought that there was something wrong with them. Now I know that it is common, I might take another look at it.

  5. why would anyone making a top of the line motorcycle not have advanced to having throttle by wire if it’s already fuel injected . also would allow for a cheaper lighter cruise control . was in the process of buying a 2013 with 4500 miles when i discovered no cruise and no throttle by wire —– oh well

  6. Had a cruiser… Now a tourer with a 15 mod F6B… It is not a good bike, it is a great one… Bluetooth receiver can be plugged in and picks up your pandora or whatever… 2015 to 2017 model come with cruise control and I wouldn’t look for one without it… Reverse is not needed… the heated seat is not standard on the B but can be ordered from different companies… Technology is super reliable and will last… Torque will last forever… Too bad that you cant go faster than 70… at least by law… honestly I wouldn’t know if I would be 70 or 80 anyway as comfy as the B is… Do yourself a favor and buy the higher windshield… I got Honda’s and love it… I am sure there are other suppliers which have as good of a product… Thumbs way up


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