Re-Cycling: 2001-2010 Honda Gold Wing

Honda Gold Wing
Rider magazine, February 2001.

Nearly concurrent with the birth of the magazine you’re reading now was the introduction of a motorcycle that would become virtually synonymous with two-wheel touring, Honda’s Gold Wing. The first Wing, the GL1000, grew larger and gained displacement over the years until in 2001 it reached what some riders considered the apex of its evolution, and others saw as an unfortunate step past perfection.

Nobody complained about the engine, a smooth flat six with fuel injection, two valves per cylinder, a hundred horsepower and a torque curve that seemingly had no beginning and no end–it was just always there, whenever you twisted the loud handle. The shaft drive that had been standard since the beginning was now incorporated into a single-sided swingarm for easier rear-wheel service. Also standard was a reverse gear–not just handy but almost mandatory for maneuvering the nearly 900-pound Wing in tight spaces–and linked brakes, with ABS an extra-cost option.

Honda Gold Wing
From Rider, April 2009.

Where the GL1800 significantly departed from the script written by its ancestors was in the handling department. Its grace and stability at speed was almost physics-defying, giving many touring riders their first taste of dragging hard parts in the corners well before the chassis sent any alarms upstairs. The frame itself was made of aluminum spars hefty enough to support bridges, and used the engine as a stressed member. Some 2002-model frames, however, were prone to cracking, and were the subject of a factory recall.

That wasn’t the only cause for criticism of the GL1800. Some of the improvements were fine, such as a larger radiator and fans and a higher-output alternator (from 1100 watts to 1300) in 2006. But two-up riders panned the GL18’s smaller bags and trunk compared to the GL1500’s, and felt the pilot’s seat placed the passenger too far to the rear to reap the benefits of the otherwise effective fairing and windscreen. The optional airbag on 2006-and-later models raised a few eyebrows among those who already thought the big Wing was just a car without doors.

The automotive analogy almost perfectly described the GL1800’s reliability, as well as its character, which some riders say is the very definition of bland. But there’s no denying that when it comes to the used market, the Wing gets the job done as well as or better than anything in the class for the same money.

Honda Gold Wing
The Gold Wing graces the cover of our February 2006 issue.

They’re more likely than most bikes to have been dealer serviced for most of their lives, so ask for receipts, and have a local dealer run the VIN to make sure the bike has been brought in for all recalls and service campaigns. Leaking fork seals aren’t too common, but they are a major pain to replace, so look for oil weeping down the fork legs, and check the condition of the brake and clutch fluid; flushing and replacing the fluid in the linked brake system is another service headache.

Try every setting and button on the stereo, the intercom and the navi system, and make sure the rear shock preload adjuster works. Function-check any add-on lights and accessories, and if you’re feeling brave and the seller isn’t looking, give the ABS a workout, too. Expect to pay anywhere from $7,500 for a first-year GL1800 in fair condition up to $12,000 for a 2011 model, excluding value-adding accessories.

Honda Gold Wing
From Rider, February 2006.

2001-2010 Honda GL1800 Gold Wing


  • Long on power, competence and comfort.
  • Reliability above average, dealers everywhere.


  • Short on personality, low-speed maneuverability and ease of service.
  • Excess weight can become tiresome.


Engine: Liquid-cooled, 1,832cc flat six, fuel injected, 2 valves per cylinder
Final Drive: Shaft
Weight: 898 lbs.
Fuel Capacity: 6.6 gals.
Seat Height: 29 in.


  1. I disagree with the “some Rider’s say” comments about poor saddlebag capacity, no personality, poor low speed handling, as well as the “Two up Riders” panned the luggage. Some may have, but there is still a LOT of space there! As far as low speed handling, it is easier than an ST1100/1300, FJR1300, etc. Go take a look at the Goldwing Riders that do tight parking lot drills with the bike! Also, the bike does have personality. That engine is very special, as is the way the total package works as a whole. Changing oil and filter, adjusting valves, changing spark plugs is as easy as adding fuel! The air filter could be quicker, but it is not hard to do, just time consuming. I for one, will not be buying the new model Goldwing until I have put a LOT more miles on my 2006 model with 35,000 km’s on it!

  2. I concur with Glenn. I ride a 2004 gl1800. I do a lot of my own maintenance also. I have owned several bikes during my 44 years of riding. I can easily pack 3 days of clothing,tools, extra boots, helmets, rain /cold weather gear,etc…. I can turn, lean and scrape the foot pegs at parking lot speeds. My bike handles like a light weight cycle at low speeds and hugs the road at highway speeds. Ask my fellow none gl1800 riders who marvel at how smooth that gl1800 glides along the highway. The bike is the king of the road. I can’t think of buying the smaller version gl1800. So please ease up on the negative comments about the older/larger gl1800.

  3. We just bought a 2010. Why did I wait? I loved my Victory Vision, but it just does not hold a candle to this Wing. Power galore, comfort and easy to ride. My last couple bikes have been tourers and this is easily the best handling.

  4. I have an 11 BMW R1200RT and have noticed on the last couple of long trips that my butt is killing me (even eith an Air Hawk) and it is physically hard on me. Turned 70 last year and planning a cross Canada ride after Covid so looking at used gl1800s. Found an 02 with 59k Kilometers and some decent options. Asking $7400cdn. It’s from a dealer but any red flags going up?


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