Will this truck pull out in front of you? Watching for the front wheel to begin rolling is a more reliable predictor than making eye contact with the driver.
For those of us on two wheels, the most likely clash with another vehicle would be at an intersection with an approaching vehicle turning left across our path or a vehicle pulling into our lane from a side road, parking lot or driveway. How can we know if the driver will pull the trigger and shoot point blank into our immediate path of travel? When it comes to the anxious driver poised to pull out from our right or left, is there a way to detect the driver’s intent?
If there’s a wheel, there’s a way. Determining if a vehicle is beginning to move forward is most practical if we look to the car’s front wheel. Our brain has a much easier time detecting even the subtlest wheel rotation than it does trying to discern if the mass of the vehicle itself is moving slightly from right to left (or vice versa). See the wheel of that vehicle to your right beginning to rotate counterclockwise? Be ready; the vehicle is about to enter your lane!
But what about eye contact? Even if a driver appears to be looking directly at you, he or she may be looking beyond, never even noticing you. And, even if the driver does see you, they could easily misinterpret the distance and speed at which you are approaching, believing that you are farther away than you are.
Always anticipate the move. Even if you are confident that a driver will not pull out, be ready when they do. The way to do that is by managing your speed. Ask yourself if you could smoothly and safely stop your motorcycle to avoid contact if that driver began to pull out. Looking and anticipating while still carrying excessive speed takes away your options and limits the space and time you have to work with should the driver enter the lane ahead of you. He wheel. I mean, he will.
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.
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.
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.
From Rider, February 2006.
2001-2010 Honda GL1800 Gold Wing
PROS Long on power, competence and comfort.
Reliability above average, dealers everywhere.
CONS 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.
A while back, I dedicated a Riding Well column to the topic of preparing ourselves for every ride. We have T-CLOCS to assess the condition of our motorcycles, but what about a way to gauge the condition of the human at the controls? That’s when I developed the acronym, “READY.”
Before you ride, ask yourself, “Am I READY?”…
Relaxed and in the right mindset for riding. Is your head in a good place? If you’re angry, stressed or distracted, it may not be the best time to get on the bike. Tired? Don’t press on. Honestly assess your mental and emotional state before you straddle your bike.
Equipped with proper riding gear. If you’re reading this, you’re likely inclined to wear ATGATT. But is that chinstrap fastened? Do you have gear that’s right when that temperature plummets after the rain storm (you have rain gear, right?). Don’t forget the clear face shield in addition to the dark one that’s on your helmet.
Anticipating the ride ahead. Before you roll on the throttle, roll through in your mind the things you can expect to encounter out there. Consider how the season, the day of the week and time of day can present different challenges and threats. The more you think through, the less chance you’ll be taken by surprise.
Drug and alcohol free. The best bet is to save drinking for ride’s end. If you do have a drink at that bike-friendly pub, be sure to give it at least an hour (per drink) before riding again. And, if you’re on medications, be aware of any side effects that may impair your riding acuity.
Yielding to more aggressive drivers. Maintaining control of a situation sometimes means giving in to aggressive drivers. Engaging with them puts them in control. Decide before you ride how you will respond to antagonistic drivers.
I keep a laminated, wallet-sized copy of this card with me and refer to it before every ride and after every stop along the way. Want a copy of your own? Here’s a PDF of the card that you can download and print out. Then you’ll always have it at the READY!
