Indian Motorcycle, America’s first motorcycle company, and Jack Daniel’s, America’s first registered distillery, along with Klock Werks Kustom Cycles, have partnered to create the 2022 Jack Daniel’s Limited Edition Indian Challenger Dark Horse. Marking the sixth year of the partnership and limited-edition series, the latest model draws inspiration from Jack Daniel’s renowned Tennessee Rye whiskey.
With only 107 available globally, the Jack Daniel’s Limited Edition Indian Challenger Dark Horse makes a one-of-a-kind statement. Its custom Rye Metallic paint with gold and green accents nod to the high-touch crafting process of Jack Daniel’s Tennessee Rye whiskey, while the bike’s premium amenities and state-of-the-art technology deliver unmatched comfort and performance.
“We’re proud to continue this unique partnership with Jack Daniel’s and Klock Werks – two respected brands with whom we share the age-old American ethos of uncompromising quality and craftsmanship,” said Aaron Jax, Vice President for Indian Motorcycle. “The Jack Daniel’s Limited Edition Indian Challenger Dark Horse takes our award-winning bagger to an even higher level, representing the highest levels of premium technology and craftsmanship – just as Jack Daniel’s has done with its Tennessee Rye whiskey.”
With custom-inspired style and technology at the forefront, key features for the 2022 Jack Daniel’s Limited Edition Indian Challenger Dark Horse include the following:
Bold, Exclusive Design The attention to detail and spirit of innovation that has made Jack Daniel’s Tennessee Rye whiskey a bold, unique success has been imparted throughout the design of the limited-edition motorcycle. Along with its custom paint, the motorcycle features a numbered Jack Daniel’s Montana Silversmiths badge, custom engraved rider and passenger floorboards, and a genuine leather, Jack Daniel’s custom-stitched seat.
Premium Amenities & Technology Premium features aboard the Jack Daniel’s Limited Edition Indian Challenger Dark Horse, include a Pathfinder Adaptive LED Headlight and Pathfinder S LED Driving Lights, electronically adjustable rear suspension preload, Powerband Audio, a stylish flared windscreen, low-rise handlebar, and more.
Pathfinder Adaptive LED Headlight and Pathfinder S LED Driving Lights The adaptive headlight from Indian Motorcycle senses the bike’s lean angle and activates individual LED projector beams to provide unprecedented visibility. With 15 individual LED lenses that adjust in real-time to bike lean angle, patent pending technology, and the industry’s first adaptive high-beam feature, the Pathfinder Adaptive LED Headlight delivers unparalleled illumination of the road ahead – whether upright and traveling in a straight line or leaned over to carve a turn.
Fox Electronically Adjustable Rear Suspension Preload The Jack Daniel’s Limited Edition Indian Challenger Dark Horse has Fox electronically adjustable rear suspension preload which allows riders to adjust their rear suspension preload from the convenience of their infotainment system. To do this, riders will select if there’s a passenger and simply enter the approximate weight of what is being carried on the motorcycle. The electronically adjustable rear suspension preload handles the rest and sets the preload for optimal riding and handling.
Powerband Audio Loud and clear. The Jack Daniel’s Limited Edition Indian Challenger Dark Horse features the premier Indian Motorcycle sound system, Powerband Audio. With upgraded fairing speakers and added saddlebag speakers, Powerband Audio is up to 50% louder than stock audio.
Ride Command Riders will also receive the luxuries of the Indian Motorcycle industry-leading seven-inch display powered by Ride Command with Apple CarPlay, which delivers an easier, more customized level of control for music, navigation preferences, and mobile device information. In addition, Ride Command provides riders with traffic and weather overlays, key vehicle information, and extensive customization capabilities.
PowerPlus Liquid-Cooled V-Twin Featuring the liquid- cooled, 108-cubic-inch PowerPlus engine, the Jack Daniel’s Limited Edition Indian Challenger Dark Horse delivers a class-leading 122 horsepower and 128 lb-ft of torque.
Riders looking to add custom style and improve sound can add a PowerPlus Stage 1 Air Intake with the Indian Motorcycle Stage 1 Oval Slip-On Muffler Kit. To unleash 10% more horsepower and 3% more torque, riders can upgrade to the Indian Motorcycle PowerPlus Stage 2 Performance Cams.
“Just as the Indian Challenger breaks the mold for American baggers, so does our Tennessee Rye for American whiskey with its unique distilling process and bold finish,” said Greg Luehrs, sponsorships and partnerships director for Jack Daniel’s. “This year’s bike perfectly embodies what our rye is all about – innovation and a relentless, uncompromising drive to craft American products of the highest quality.”
Each Jack Daniel’s Limited Edition Indian Challenger Dark Horse will come with a custom, co-branded bike mat with the corresponding motorcycle number (#001-#107).
Starting at $36,999, the Jack Daniel’s Limited Edition Indian Challenger Dark Horse is exclusively available through Indian Motorcycle dealerships. The order window opens on October 21, 2021, at 12:00 p.m. EST, and will close once all bikes are sold. Each Indian Motorcycle dealer will have a chance to place orders during the window and will then contact the lucky buyers when the order has been confirmed. To ensure the rider is in contention for a purchase, each customer needs to fill out the form on IndianMotorcycle.com and contact their Indian Motorcycle dealership. Each bike will be built as a model year 2022 with delivery starting October 2021.
The sports touring category just got a lot more exciting. Suzuki has taken the wraps off its new GSX-S1000GT, which will sit above (and is based on) the recently updated GSX-S1000. The new model replaces the GSX-S1000F and comes with many features that make it a proper contender in the segment.
Powering the new GSX-S1000GT is the same GSX-R1000-derived 152bhp, inline-four unit that’s also at the heart of the naked GSX-S1000. Visordown reports that the recent Euro 5 update brought a revised camshaft, a new airbox and exhaust, and a slipper clutch. The recent update to the GSX-S1000 also brought the addition of an electronically actuated throttle, and the feature will likely make its way onto the GT, as well.
The chassis components on the GT have been borrowed from the S1000, as well – the frame is the same, but the subframe has been tweaked to support the additional weight of a pillion or luggage. The KYB-sourced USD fork and mono-shock, as well as the Brembo brakes, have been carried over, too. The GT sets itself apart with the wheels – while the GSX-S1000 uses three-spoke wheels, the GT gets lightweight six-spoke alloys that wear Dunlop Roadsport 2 tires.
Another significant change, when compared to the bike it replaces, is the design. Just like the new GSX-S1000, it’s unlike any other model in the Japanese manufacturer’s current portfolio and points towards a new design language that Suzuki is heading in. The main fairing features a slightly elongated, almost beak-like nose with twin-pod headlights. Behind this fairing is an all-new 6.5” TFT screen that allows for navigation, call features, music selection, and more.
The new GSX-S1000GT has been added to the Suzuki US website, but prices have yet to be announced. Given the additional hardware, we expect it to come at a premium compared to its street-naked counterpart.
2022 BMW R 18 Transcontinental (Photo by Kevin Wing)
We test the all-new 2022 BMW R 18 B “Bagger” and R 18 Transcontinental, two heavyweight touring cruisers powered by the 1,802cc Big Boxer that cranks out 116 lb-ft of torque at 3,000rpm. Based on the R 18 platform, they have traditional styling inspired by the 1930s-era R 5.
The R18B and R18 Transcontinental (TC) have a handlebar-mounted batwing-style fairing, a Marshall audio system, an infotainment system with a 10.25-inch TFT display, hard saddlebags, and a passenger seat. With its low windshield and slim seat, the R 18 B is suited for solo touring and boulevard cruising with the occasional passenger. Designed for two-up touring, the R 18 TC is equipped with a tall windshield, a wide seat, wind deflectors, driving lights, heated seats, highway bars, a large trunk, and a wrap-around passenger backrest.
2022 BMW R 18 B (Photo by Kevin Wing)
We rode both bikes at the press launch in Denver, Colorado, and then we rode 1,500 miles through five states on a R 18 Transcontinental fully loaded with a passenger and gear. See them in action in our video review.
2022 BMW R 18 / R 18 Transcontinental Specs
Base Price: $21,945 / $24,995 Price as Tested: $28,420 / $35,240 Website:bmwmotorcycles.com Engine Type: Air/oil-cooled, longitudinal opposed flat Twin, OHV w/ 4 valves per cyl. Displacement: 1,802cc (110ci) Bore x Stroke: 107.1 x 100.0mm Horsepower: 91 hp @ 4,750 rpm (claimed, at the crank) Torque: 116 lb-ft @ 3,000 rpm (claimed, at the crank) Transmission: 6-speed, hydraulically actuated single-plate dry slipper clutch Final Drive: Shaft Wheelbase: 66.7 in. Rake/Trail: 27.3 degrees/7.2 in. Seat Height: 28.3 in. / 29.1 in. Wet Weight: 877 lbs. / 941 lbs. (base models) Fuel Capacity: 6.3 gals. Fuel Consumption: 42.5 mpg (R 18 Transcontinental, as tested) Estimated Range: 268 miles (R 18 Transcontinental, as tested)
The 2022 BMW R 18 B (shown above) and R 18 Transcontinental are new hard bagger touring models powered by the 1,802cc “Big Boxer.” (Photo by Kevin Wing)
Last year, amid a global pandemic, BMW Motorrad introduced a motorcycle that is a very big deal for the company. With the introduction of the R 18, BMW entered the traditional cruiser segment, a distinctly American category that has long been dominated by Harley-Davidson.
Just as Harley-Davidson is known for V-Twins, BMW is known for horizontally opposed Twins called “boxers.” To compete in the world of heavyweight cruisers, there’s no replacement for displacement. BMW created what it calls the “Big Boxer” that displaces 1,802cc, or 110 cubic inches – much larger than the 1,254cc boxer in most of BMW’s R-series models like the R 1250 RT.
Left to right: R 18, R 18 Classic, R 18 B, and R 18 Transcontinental (Photo courtesy of BMW Motorrad)
Soon after the standard R 18 came the R 18 Classic, which is equipped with a windshield and semi-soft saddlebags. For 2022, BMW has further expanded the lineup with two touring models, the R 18 B and R 18 Transcontinental. Both are equipped with a fork-mounted fairing, a full infotainment system, hard saddlebags, and other amenities. The Transcontinental also has a top trunk with an integrated passenger backrest.
A fleet of BMW R 18 B and R 18 Transcontinental test bikes in Denver, Colorado, ready for a first ride. (Photo by the author)
BMW invited Rider to ride both models at their U.S. press launch in Denver, Colorado. And after the one-day press ride, I spent four days riding an R 18 Transcontinental (TC) more than 1,500 miles through five states with my wife as a passenger and the luggage packed full of gear.
After leaving Denver and climbing into the Rocky Mountains on I-70, we took U.S. 6 up to Loveland Pass for our first several crossings of the Continental Divide. (Photo by the author)
We’ll have an in-depth road test review soon. Here are our top 10 highlights of the new bikes.
1. They Rock better than they Roll
The 1,802cc (110ci) “Big Boxer” is the largest boxer Twin that BMW has ever produced. (Photo by Kevin Wing)
BMW’s “Big Boxer” makes a claimed 91 horsepower and 116 lb-ft of torque at the crank. When we put the R 18 on Jett Tuning’s dyno late last year, its shaft-driven rear wheel spun the heavy drum to the tune of 80 horsepower at 4,500 rpm and 109 lb-ft of torque at 2,900 rpm, which is about what you’d expect after accounting for power loss through the drivetrain.
The R 18s have three ride modes – Rock, Roll, and Rain – that alter throttle response, idle character, engine-drag torque control, and traction control intervention. In Rock mode, the R 18s feel lumpy and shake a lot at idle, and their throttle response is direct. But in Roll and Rain mode the bikes feel dull and lifeless, like a middle-aged couple nodding off at an AC/DC concert.
2. Who doesn’t like big jugs?
Each 901cc cylinder juts horizontally out from the engine case, which forces the rider’s legs to remain amidships with feet on the footboards. (Photo by Kevin Wing)
Ahem. Get your mind out of the gutter. We’re talking about cylinders here. With 901cc jugs sticking out of both sides of the bike, there’s no getting around the size of those things. They are a distinctive styling element, with prominent cooling fins and chrome pushrod tubes.
Even on really hot days – when riding across northern Arizona and southern Nevada, Carrie and I dealt with temps ranging from the high 90s to 113 degrees – the cylinders don’t put out excessive heat felt by the rider and passenger, nor do the exhaust pipes. But they do trap the rider’s legs behind the cylinders, limiting options to stretch out during long stints in the saddle.
BMW offers accessory chrome-plated leg rests to the rider can stretch up with legs atop the Big Boxer’s cylinders. (Photo courtesy of BMW Motorrad)
The cylinders are too wide for highway pegs, so BMW offers accessory chrome-plated leg rests so riders can stretch their stems with calves atop the cylinders, as shown in the photo above. The leg rests weren’t available on the press ride or our ride-away. I tried resting my jean-clad legs atop the cylinders, but that lasted about half a second because those big jugs get hot to the touch. The TC has highway bars in front of the cylinders and my legs are long enough that I was able to put my heels on them and mostly straighten out my knees.
3. Leave the riding to us
The radar sensors for BMW’s optional Active Cruise Control are mounted in the front fairing above the headlight. (Photo by Kevin Wing)
Thanks to the proliferation of throttle-by-wire, cruise control has become a common feature on all sorts of motorcycles, even sportbikes. It’s especially helpful on long, multi-day rides when even moderate tension in the rider’s arm while maintaining steady throttle can lead to sore wrists and achy shoulders.
On the R 18 B and Transcontinental, BMW takes things a step further with optional Active Cruise Control (ACC). Embedded in their front fairings are radar sensors that scan the lane in front of the bike when cruise control is activated. If a vehicle is detected in front of the bike, the system will automatically reduce speed to maintain a fixed distance (both speed and distance are adjustable). Using inputs from the lean-angle sensors, ACC will also adjust speed to assist with safer cornering.
ACC works really well, and it isn’t affected by vehicles in adjacent lanes. This is one of those features you don’t think you need or want until you use it.
4. My, what a big TFT you have!
Above the R 18 B/TC’s 10.25-inch TFT are four analog gauges for fuel level, speed, rpm, and power reserve. The Multi-Controller is the black-and-white knurled wheel on the left grip. (Photo by Kevin Wing)
Most premium motorcycles are equipped with TFT (thin film transistor) instrument displays that offer nearly infinite variation for graphics, color, animation, etc. BMW has offered TFTs on some of its models for several years, but none approach the size of the TFT embedded in the fairing on the R 18 B/TC. It measures 10.25 inches on the diagonal, which is at least a couple of inches more than the largest TFT we’ve seen on other bikes. The thing is like a billboard, and its default background is a copper-colored illustration of the Big Boxer.
Using BMW’s proprietary Multi-Controller wheel on the left grip, navigating through menus is a breeze and keeps the number of buttons to a minimum. But, unlike the Indian’s Ride Command system, the hardened, glare-resistant glass screen isn’t touch-enabled.
5. If it’s too loud, you’re too old
There are two 25-watt Marshall speakers in the front fairing. (Photo by Kevin Wing)
If you’ve seen amps on stages or stood next to huge stacks at a rock concert, then you’re familiar with the cursive script of the Marshall logo. In the movie “Spinal Tap,” there’s even a Marshall amp that goes to 11. BMW partnered with Marshall to create an audio system for the R 18 B and TC, and it rocks.
On the R 18 B, the optional Marshall Gold Series Stage 1 adds two 90-watt subwoofers in the saddlebag lids. On the R 18 TC, the Marshall Gold Series Stage 2 adds the saddlebag subwoofers and two more 25-watt speakers in the passenger backrest. (Photo by Kevin Wing)
The standard setup has two 25-watt speakers embedded in the front fairing. The Premium Package on the R 18 B upgrades to the Marshall Gold Series Stage 1, which adds two 90-watt subwoofers in the lids of the top-loading saddlebags (eliminating half a liter of storage capacity) and brings total output up to 230 watts. The Premium-equipped R 18 TC gets the Marshall Gold Series Stage 2, which adds yet another pair of 25-watt speakers to the passenger backrest, for a total of 280 watts.
6. Get out of my way
The BMW R 18 Transcontinental’s fairing has a tall fixed windscreen, and adjustable wind deflectors are attached to the bottom edge. There are also larger non-adjustable wind deflectors between the fairing and cylinders. (Photo by Kevin Wing)
To complement the classic lines of the R 18, the fork-mounted fairing has a streamliner shape that tapers at the sides, providing wind protection for the rider’s hands. There’s a single round headlight that uses LEDs for low and high beams, and there’s an optional Adaptive Turning Light that swivels +/- 35 degrees to illuminate the inside of curves during cornering.
The fairing parts the wind smoothly, though airflow over the R 18 B’s short windscreen hits the rider’s helmet while airflow over the R 18 TC’s tall windscreen goes over the rider’s head. During our multi-day ride, my wife said she enjoyed the calm pocket of air and never dealt with helmet buffeting like she has on some touring bikes.
When we left Montrose, Colorado, at 7:30am, it was 57 degrees. By the time we climbed into the San Juan Mountains on the Million Dollar Highway, the temperature dropped as low as 40 degrees. (Photo by the author)
Neither windscreen offers height adjustment, which is disappointing, especially on such premium machines. The top edge of the TC’s screen was right in my line of sight, which was distracting during back-and-forth cornering in the Rocky Mountains. While the tall screen provided welcome protection from cold wind when temps dropped into the 40s on Colorado’s Million Dollar Highway (U.S. Route 550), I wished I could lower it when the mercury rose into triple digits several hours later in northern Arizona.
7. Galaxy Dust metallic would have made Prince jealous
The BMW R 18 B in Galaxy Dust metallic / Titanium Silver 2 metallic. (Photo courtesy of BMW Motorrad)
Offering an iridescent paint scheme that changes from purple to blue depending on how the light hits it seems a little out there for BMW. And in the studio photos, it looks garish. But in person Galaxy Dust metallic it looks undeniably cool, and the color variations are more subtle than the photos suggest. The colors are darker, the metal flake really pops in bright sunlight, and the Titanium Silver 2 metallic on the gas tank and fairing adds nice contrast.
Unless the Galaxy Dust metallic is in direct sunlight, it looks dark and brooding rather than flashy. (Photo by Kevin Wing)
Such a unique, factory-custom paint job doesn’t come cheap. It will set you back $2,400.
If it were possible to make a sequel to “Purple Rain,” an R 18 B in Galaxy Dust metallic / Titanium Silver 2 metallic with a custom his-and-hers seat and sissy bar would be Prince’s motorcycle of choice.
During our press ride, we had lunch at the Stanley Hotel in Estes Park, Colorado, which provided Stephen King with the inspiration to write “The Shining.” (Photo by the author)
8. Two peas in a pod
The BMW R 18 Transcontinental lives up to its name, with the weather protection, luggage capacity, comfort, and technology for multi-day, two-up touring. (Photo by Kevin Wing)
For long-haul touring motorcycles, rider and passenger comfort is critically important. Carrie and I rode more than 1,500 miles on the R 18 Transcontinental over four days, averaging nearly 400 miles per day. Except for the final day on I-15 through the Mojave Desert, we logged most of our miles on scenic roads full of hairpins, high-mountain passes, and steep grades.
As mentioned above, the cylinders of the Big Boxer limited my ability to move my legs around during long stints in the saddle. But the seat and riding position were comfortable, and the footboards allowed me to move my feet around to adjust the position of my hips and knees.
Carrie was happy as a clam on the backseat of the R 18 TC. She was all smiles after our first full day on the bike, riding from Denver, Colorado, to Montrose and summiting Loveland Pass (11,990 ft), Hoosier Pass (11,539 ft), and Monarch Pass (11,312 ft), and visiting Black Canyon of the Gunnison National Park. (Photo by the author)
Carrie’s first-ever ride on a motorcycle was on a Honda Gold Wing back in 2009, and she’s measured every passenger seat and backrest since against that experience. With a low rider seat height of 29.1 inches on the TC and a passenger seat just a few inches higher, Carrie, who has short legs, found it easy to climb on and off the bike, aided in part by the passenger footboards. And once aboard, she found the seat to be all-day, day-after-day comfortable and the wrap-around backrest to be reassuring.
We crossed the Continental Divide on the Transcontinental three times in one day. (Photo by the author)
After riding over Colorado’s Monarch Pass on U.S. 50, we visited Black Canyon of the Gunnison National Park. (Photo by the author)
9. A place for my stuff
The top-loading, central-locking saddlebags on the R 18 B/TC hold 27 liters in each side. The trunk on the R 18 TC holds 48 liters. (Photo by Kevin Wing)
As George Carlin once said, “That’s all you need in life, a little place for your stuff.”
The top-loading saddlebags on the R 18 B and TC offer 27 liters of storage each, or 26.5 liters with the Marshall subwoofers installed in the lids. Styling-wise, the bags look great. Function-wise, they are fairly narrow, which presents some challenges with packing (BMW offers accessory drop-in liner bags that should make the process easier). But they open and close easily, with pop-up levers and central locks. The top trunk on the TC holds 48 liters (47 liters with optional audio), and it is spacious and easy to open/close/latch even when filled to the brim.
Atop the fuel tank is a water-resistant, fan-cooled compartment with a USB port for a smartphone. (Photo by Kevin Wing)
In the top of the 6.3-gallon fuel tank is a waterproof compartment for a smartphone. There’s a USB socket or charging and connecting the phone to the bike (navigation is provided via the free BMW Connected app). And since smartphones get hot, the compartment is ventilated with an electric fan. But the smartphone compartment does not lock, so riders must remember to take their phones with them when they park their bike. How else would you check Instagram?
10. Heavy is as heavy does
Before an options or accessories are added, the 2022 BMW R 18 Transcontinental has a claimed curb weight of 941 pounds. (Photo by Kevin Wing)
Heavyweight cruisers come by that description honestly. The 2021 Indian Roadmaster Limited we tested weighed 895 pounds. The 2020 Harley-Davidson Road Glide Limited we tested weighed 922 pounds. The 2022 BMW R 18 B weighs 877 pounds and the R 18 Transcontinental weighs 941 pounds, and that’s before you add the Premium Package and other options/accessories. Part of that major poundage comes from the Big Boxer and its 6-speed gearbox, which weighs 244 pounds – about 35 pounds more than a Honda Grom.
Though it’s a heavy bike, the BMW R 18 Transcontinental handles well and it has 35 degrees of cornering clearance on both sides. (Photo by Kevin Wing)
BMW beefed up the R 18 frame to accommodate the added weight of the fairing, saddlebags, and trunk. Total permitted weight is 1,389 pounds, which translates to a load capacity of 512 pounds on the R 18 B and 448 pounds on the R 18 Transcontinental. Compared to the standard R 18, the B and TC also have a shorter wheelbase (66.7 inches, down from 68.1) and sharper rake (27.3 degrees, down from 32.7 degrees) but more trail (7.2 inches, up from 5.9). Even though the B and TC are heavier, they handle better.
Optional reverse assist is available on the R 18 B and R 18 Transcontinental. Moving the lever on the left side of the bike above the shifter engages reverse, and it is controlled using the starter button. (Photo by Kevin Wing)
Like most touring bikes, you mostly notice the weight when you lift it off the sidestand or move it around a parking lot or garage. Fortunately, our test bike has the optional reverse gear installed, which helped when moving the bike around on an incline. Out on the road, the heavy bikes trundle along just fine. And when the road gets windy, they handle well within the limits of other heavyweight touring cruisers.
We’ll post our full review soon, so stay tuned!
2022 BMW R 18 B and R 18 Transcontinental in Galaxy Dust metallic / Titanium Silver 2 metallic (Photo courtesy of BMW Motorrad)
2022 BMW R 18 / R 18 Transcontinental Specs
Base Price: $21,945 / $24,995 Price as Tested: $29,065 / $31,695 Website:bmwmotorcycles.com Engine Type: Air/oil-cooled, longitudinal opposed flat Twin, OHV w/ 4 valves per cyl. Displacement: 1,802cc (110ci) Bore x Stroke: 107.1 x 100.0mm Horsepower: 91 hp @ 4,750 rpm (claimed, at the crank) Torque: 116 lb-ft @ 3,000 rpm (claimed, at the crank) Transmission: 6-speed, hydraulically actuated single-plate dry slipper clutch Final Drive: Shaft Wheelbase: 66.7 in. Rake/Trail: 27.3 degrees/7.2 in. Seat Height: 28.3 in. / 29.1 in. Wet Weight: 877 lbs. / 941 lbs. (base models) Fuel Capacity: 6.3 gals. Fuel Consumption: 42.5 mpg (R 18 Transcontinental, as tested) Estimated Range: 268 miles (R 18 Transcontinental, as tested)
With its front fairing
and headlights shaped like the spread wings of the Gold Wing logo, it’s easy to identify Honda’s flagship
touring bike coming
your way. (Photos by Kevin Wing)
Honda’s first complete motorcycle, the D-Type, was built in 1949, just four years after the end of World War II. The D-Type was also known as the Dream, and although the exact origins of that name are unknown, the new motorcycle was a significant step toward realizing Soichiro Honda’s vision for the company that bore his name.
A former race-car driver and brilliant engineer, Mr. Honda was the charismatic, outspoken leader of Honda Motor Company, Ltd. for decades. From humble beginnings, Honda became the world’s largest engine and motorcycle manufacturer, as well as one of the world’s largest automobile manufacturers. The company also makes ATVs, power equipment, aircraft, and robots, and it has competed in and won championships in nearly every form of motorcycle and car racing.
Honda has created many groundbreaking motorcycles in the 72 years since the D-Type first emerged, from the Super Cub C100 – with more than 100 million units built since 1958, it’s the most produced motor vehicle in history – to the CB750 to the Gold Wing.
The 2021 Honda Gold Wing Tour is available in Candy Ardent Red (above) and Metallic Black.
A Wing Fit for a King…
As one of Honda’s most long-lived models, the Gold Wing has been critical to the company’s success, particularly in the U.S. Inspired by Honda’s “King of Kings” M1 prototype, the first Gold Wing – the 1975 GL1000 – was the second most powerful production motorcycle at the time, edged out by the Kawasaki Z-1. The GL1000’s flat-Four engine layout and liquid cooling set a precedent for smooth, quiet performance.
The Gold Wing created a new market, meeting pent-up demand for dependable, luxurious long-distance motorcycle touring. Its comfort and reliability made it easy for more people to ride more miles, and Honda’s new touring customers became an integral part of the design and development process. Owners were willing to trade top-end power for better midrange performance, so as the GL evolved, peak torque rpm moved closer to cruising rpm.
When Honda’s GL1000 Gold Wing debuted for 1975, it had no bodywork or luggage, weighed 650 pounds, and cost $2,895 ($14,649 in today’s dollars). Our sixth-generation GL1800 test bike, a 2021 GL1800 Gold Wing Tour DCT, has a full fairing, trunk, and integrated saddlebags, weighs 838 pounds, and costs $29,300.
When Honda introduced the GL1100 in 1980, it offered an Interstate version with a fairing, windscreen, saddlebags, a trunk, and a plush king-and-queen seat. Two years later, Honda brought out an even more luxurious version called the Aspencade. You could still buy a naked version of the Gold Wing when the GL1200 was introduced for 1984, but by 1985 the only models available were the Interstate, Aspencade, and Limited Edition. The market had spoken, and from then until now Gold Wings have been outfitted for touring.
As long-time readers know, Rider’s history parallels that of the Gold Wing. Denis Rouse founded Rider in 1974, the same year the GL1000 was introduced (for the 1975 model year). The success of the magazine and the Gold Wing grew in parallel as the touring market grew rapidly in the late ’70s and ’80s. Over the years, we’ve published dozens of tests and features that showcase the Gold Wing. Including this issue, it has been on our cover numerous times, and it won Rider’s Motorcycle of the Year award in 2001 and 2018.
This winged Honda badge is reserved for its flagship models, like the Gold Wing and the CBR1000RR-R Fireblade SP.
… And a Queen
Many Gold Wing owners can and do ride solo – in fact, most of the miles I logged for this test were done without a passenger – but the Wing’s true calling is well-appointed two-up travel. In his first ride review, Ken Lee and his wife Katie evaluated the 2021 updates to the Gold Wing Tour, which include better passenger accommodations, a bigger trunk (now 61 liters, with 121 liters of total storage capacity; the standard, non-Tour Gold Wing foregoes the trunk), and improvements to the styling and audio system. Compared to the previous-generation 2008 GL1800 in their garage, Ken and Katie both found the accommodations and ergonomics more to their liking.
Former EIC Mark Tuttle and his wife Genie did many two-up tests of Gold Wings over the years. As a wet-behind-the-ears staffer with less than a year on the job, I was tasked with testing a 2009 GL1800 for Rider’s 35th-anniversary issue (April 2009). At the time I had just started dating my wife Carrie, and she had never been on a motorcycle before. What better way to welcome her to the joys of two-wheeling than the plush back seat of a Gold Wing? She was immediately hooked. Spoiled right out of the gate, she has measured every other motorcycle she has ridden with me against the gold standard of the Gold Wing.
Most of the time our Gold Wing’s 7-speed automatic Dual Clutch Transmission enhanced the touring experience by eliminating the need for clutching and shifting. But on winding back roads, I preferred putting the DCT in manual mode and using the paddle shifters.
For that 2009 road test, photographer Rich Cox – with him riding the magazine’s former photo wagon, a black 2000 25th-anniversary GL1500SE – and I rode up California’s western edge from Ventura to Monterey on Highway 1, which hugs the rugged, dramatic coast for 100 miles from Cambria to Carmel. For this test, photographer Kevin Wing – who was a protégé of Rich’s in the early part of his career – and I followed the same northern route.
Torque and a Fork
With a perfectly balanced, liquid-cooled flat-Six displacing 1,833cc, the Gold Wing’s engine churns out a big dollop of creamy smooth torque whenever you twist the grip. When we dyno’d a 2018 GL1800, the peak rear-wheel torque was 106 lb-ft at 4,500 rpm, and more than 100 lb-ft was available between 2,000 and 5,000 rpm. With no mechanical changes since then, the results should be about the same for our 2021 GL1800.
Torque is the Gold Wing’s business, and business is good.
With the Gold Wing in Tour mode, throttle response is relaxed, and its optional 7-speed Dual Clutch Transmission (DCT) quickly shifts into higher gears to keep rpm low and fuel efficiency high. (Over the course of 1,300 testing miles, we’ve averaged 40 mpg and 224 miles of range. Admittedly, we’ve ridden the Wing hard and fast, so typical numbers will be higher.) It’s common to be trundling along at a modest pace on a twisty road with the DCT in 6th gear, yet on corner exits the Gold Wing’s torque-rich Six will pull all 838 pounds of bike plus hundreds more pounds of rider, passenger, and gear along without breaking a sweat.
Strangely, for a motorcycle clearly designed for touring, I found Sport mode to be way too abrupt. Rain and Econ modes serve a purpose, but I largely ignored them. When I didn’t want the DCT to upshift too early or fight to find the right gear when transitioning back and forth between corners on curvy roads like Highway 1, I put it into manual mode and used the paddle buttons to quickly shift up or down. With such a broad spread of torque, often I’d leave it in 3rd gear and control revs and speed with the throttle.
Big rotors are squeezed by gorilla-grip 6-piston calipers.
The ride mode also affects suspension damping, and when stopped the rider can dig into the menu to set rear preload. When riding solo on the photo-shoot ride with Kevin, I set rear preload to two-up plus luggage, which increased cornering clearance such that I rarely scraped pegs, even when riding at a brisk pace.
What most sets the current-gen GL1800 apart from its predecessors is its double-wishbone front suspension, which separates steering dynamics from suspension action and prevents fork dive under braking, a useful feature on such a heavy bike with strong, responsive brakes. The suspension offers good compliance and isolates the rider and passenger from vibration, but it also isolates the rider from front-end feedback. From the cockpit you can watch the tie-rod ends bounce rapidly up and down over bumps, seams, and ripples, yet the connection with the road often feels vague and distant. A rider can push the current Gold Wing as hard as they want and it will respond dutifully, but it lacks some of the light, intuitive steering response of the previous-generation GL1800.
Riding across
Bixby Bridge, an
iconic location on
California’s Highway 1
north of Big Sur. Built
in 1932, at 280 feet, it
was once the highest
single-span arch
bridge in the world.
The Stuff of Dreams
As Ken Lee wrote about in his review, the Gold Wing has been unfairly maligned over the years as an “old man’s bike.” Sure, there are thousands of Gold Wings out there ridden by older couples, sometimes with their bikes adorned with flags, cup holders, and stuffed animals lashed to trunk racks. With the sixth-generation Gold Wing, Honda made the bike lighter and gave it sportier styling and state-of-the-art tech, perhaps to attract younger buyers but also to keep evolving its flagship touring bike.
When the GL1800 replaced the GL1500 for 2001, Wing Nuts decried the loss of storage capacity, particularly the replacement of the cavernous, boxy trunk with a smaller one that looks sleek from the outside but has an oddly shaped interior. For 2021, Honda added storage capacity to the trunk, and it’s easy to load but frustratingly hard to close when full of gear. Nearly every time I closed the trunk, a warning message would appear on the dash that, nope, still not closed all the way. I got into the habit of slamming the trunk shut, which made me cringe.
Mission control includes a large, full-color center display
for navigation, audio, and other infotainment functions.
Analog gauges are flanked by smaller LCD displays.
Details matter, and Honda has always sweated the details on the Gold Wing. When you put miles on the new Gold Wing over the course of multiple days, you can’t help but be impressed. Sure, there’s a learning curve with its buttons and menus, but once you get things dialed in, you can mostly set it and forget it. While Kevin trailed me on our KTM 890 Adventure R long-term test bike, I cruised along in the lap of luxury. Temperatures ranged from the low 50s on the coast to 102 degrees inland, and I adjusted the electric windscreen or turned on the heated grips or set the cruise control or changed riding modes as desired. If anything, at times I felt a little too comfortable, especially in the heat of the day after lunch. That’s when I cranked up the heavy metal tunes to ward off the drowsies.
Why, yes, the Gold
Wing will cruise
at 75 mph on a
dirt road. With
its electronic
suspension set for
comfort in Tour
mode, it floats
right along.
Thirteen years after our first ride together, with Carrie donning the same riding jacket that we had mothballed in the garage, we took a leisurely cruise on many of the same roads on the new Gold Wing that we had explored on the 2009 model. As Carrie sat comfortably in the passenger seat, hugged securely by the wrap-around backrest and perched high enough to enjoy the view (I’m much taller than she is), we enjoyed a trip down memory lane. During our lunch stop, we reminisced about our early days of dating, the many rides we’ve been on over the years, getting engaged atop Stelvio Pass in Italy, and spending our honeymoon on a Norway tour with Edelweiss Bike Travel.
Motorcycles really are dream machines. We fantasize about the bikes we want, and we use them to fulfill dreams with bucket-list adventures. They bring us together and help us create lasting memories. When Carrie and I returned home from our nostalgic ride, she said, “If we can only own one motorcycle, this has to be it.” As you wish.
2021 Honda Gold Wing Tour Specs
Base Price: $28,300 Price as Tested: $29,300 (DCT model) Warranty: 3 yrs., unltd. miles, transferable Website:powersports.honda.com
ENGINE Type: Liquid-cooled, longitudinal opposed flat-Six, Unicam SOHC w/ 4 valves per cyl. Displacement: 1,833cc Bore x Stroke: 73.0 x 73.0mm Compression Ratio: 10.5:1 Valve Insp. Interval: 24,000 miles Fuel Delivery: EFI w/ 50mm throttle body Lubrication System: Wet sump, 3.9 qt. cap Transmission: 7-speed Dual Clutch Transmission automatic (as tested) Final Drive: Shaft, 1.795:1
CHASSIS Frame: Aluminum tubular & box-section double cradle w/ single-sided cast aluminum swingarm Wheelbase: 66.7 in. Rake/Trail: 30.5 degrees/4.3 in. Seat Height: 29.3 in. Suspension, Front: Double-wishbone w/ single shock, electronically adj. (as tested), 4.3 in. travel Rear: Pro-Link w/ single shock, electronically adj. (as tested), 4.1 in. travel Brakes, Front: Dual 320mm discs w/ 6-piston opposed calipers & C-ABS Rear: Single 316mm disc w/ 3-piston floating caliper & C-ABS Wheels, Front: Cast, 3.50 x 18 in. Rear: Cast, 5.00 x 16 in. Tires, Front: 130/70-R18 Rear: 200/55-R16 Wet Weight: 838 lbs. Load Capacity: 421 lbs. GVWR: 1,259 lbs.
The 2022 BMW R 18 B and R 18 Transcontinental offer wind protection, luggage, infotainment, and other touring capabilities to the R 18 “Big Boxer” cruiser lineup.
When BMW unveiled the R 18 last year, a cruiser powered by a massive 1,802cc OHV air/oil-cooled 4-valve opposed Twin that’s the largest “boxer” engine the German company has ever produced, it was only a matter of time before touring versions were added to the lineup.
For 2022, BMW has announced the R 18 B “Bagger” and R 18 Transcontinental. Both are equipped with a handlebar-mounted fairing, a passenger seat, and locking hard saddlebags, and the Transcontinental adds a top trunk with an integrated passenger backrest.
Available this month, the 2022 BMW R 18 B has a base price of $21,495 and the 2022 BMW R 18 Transcontinental has a base price of $24,995. The standard R 18 and R 18 Classic remain in the lineup.
The new R 18 B is equipped with a low windshield, a slim seat, and a matte black metallic engine finish. The R 18 Transcontinental has a taller windshield, wind deflectors, driving lights, heated seats, highway bars, and an engine finished in silver metallic.
Seat height is 28.3 inches on the R 18 B and 29.1 inches on the R 18 Transcontinental. Both have mid-mount controls, with footrests on the Bagger and rider and passenger footboards on the Transcontinental. Fuel capacity is a generous 6.3 gallons (up from 4.2 on the standard R 18).
The saddlebags offer 27 liters of storage in each side (26.5 liters with optional audio), and an additional storage compartment with charging for mobile phones is integrated into the fuel tank. The Transcontinental’s trunk holds 48 liters (47 liters with optional audio).
The R 18 B and R 18 Transcontinental both have a handlebar-mounted fairing with an integrated infotainment system.
BMW gave the touring versions of the R 18 a streamliner-style fairing and sculpted saddlebags that complement the lines of the standard bike. Inspired by the 1930s-era R 5, the R 18 has a double-loop frame, a gloss nickel-plated universal driveshaft, classic housing for the rear-axle gearbox, and black paintwork with optional double pinstriping. The “Big Boxer” showcases the overhead pushrod guides on top of the cylinders, while the belt cover and the cylinder head covers echo the legendary R 5 engine’s styling.
As with BMW motorcycles of the past, the fork tubes are clad with a cover extending to the slider tubes in the form of contemporary stainless-steel fork sleeves. Newly designed, rearward-curving side covers blend with the elongated lines, combining with the handlebar-mounted front trim and round mirrors to give the R 18 B and R 18 Transcontinental a distinctive styling touch.
The R 18’s “Big Boxer” flat Twin displaces 1,802cc and makes 80 horsepower and 109 lb-ft of torque at the rear wheel.
The R 18 B and R 18 Transcontinental have triple-disc brakes with BMW Motorrad Full Integral ABS. Standard equipment includes Dynamic Cruise Control, which maintains the preselected speed even when riding downhill and applies the brakes as needed to do so. Optional Active Cruise Control uses radar sensors to maintain distance from the vehicle in front even if speed changes, and it also adjusts speed during cornering.
Both models have full LED lighting, and the Adaptive Turning Light is optional. It uses a swivel function to point the low beam into corners according to banking angle, and it also adjusts according to load and ride height.
Behind the fairing are four analog gauges and a 10.25-inch TFT color display. The gauges include a speedometer, tachometer, fuel gauge, and a “Power Reserve” instrument adapted from the BMW Group’s Rolls-Royce Motor Cars brand. The TFT display allows a navigation map to be displayed in the instrument cluster via a smartphone and the BMW Motorrad Connected App, thus eliminating the need for any additional displays. The display can also be customized with various tiles such as My Motorcycle, Radio, Navigation, Media, Phone, and Settings. Vehicle functions such as Settings, Navigation, and Communication are operated using the Multicontroller wheel next to the left grip.
The R 18 Transcontinental is equipped with a 47-liter top trunk and an integrated passenger backrest.
Other features include:
Keyless Ride
Riding modes: Rain, Roll, and Rock
Automatic Stability Control (switchable)
Engine drag torque control (MSR)
Hill Start Control
Reverse assist (optional)
The new R 18 B and R 18 Transcontinental are equipped with a standard sound system developed together with the British manufacturer Marshall featuring two 2-way loudspeakers, each with 25 watts output, integrated into the front fairing, black speaker grills, and white Marshall lettering.
Highlights of the audio system include:
Equalizer profiles – optimized listening profiles for a perfect audio experience
via the helmet: one profile (studio)
via loudspeakers: four profiles (bass-boost, treble-boost, voice, balanced)
Highly flexible sound architecture design options (treble/bass) with a very broad output spectrum (output range), even at high speeds
FM/AM band, HD radio and optional SiriusXM Satellite radio
The optional Marshall Gold Series Stage 1 equips the motorcycles adds a pair of 90-watt subwoofers in the front upper section of the side cases and a 180-watt amplifier.
The Marshall Gold Series Stage 2, available for the R 18 Transcontinental, includes five speakers (two in the fairing, subwoofers in the saddlebags, and a 2-way, 25-watt speaker in the front side section of the passenger backrest) and a 180-watt amplifier.
2022 BMW R 18 B
R 18 B and R 18 Transcontinental First Editions
At market launch, the new R 18 B and R 18 Transcontinental will be available in exclusive First Edition versions in addition to the standard models. These combine the classic R 18 look with equipment in exclusive paint and chrome.
Additional equipment extras include chrome components, Blackstorm metallic paint with elaborate double-pinstripes in Lightwhite echoes the bikes’ historical roots. Other highlights include special surface finishes, an embroidered seat and the inscription “First Edition” on the side cases.
First Edition features include:
Wheels in black, contrast milled (R 18 B)
Wheels in silver grey, contrast milled (R 18 Transcontinental)
Chrome clasps on cases with “First Edition” lettering
Chrome-plated handlebar fittings
Chrome-plated cylinder head covers and hero chest
Chrome-plated intake trim
White double pinstriping on fuel tank, fairing and trunks and cases
Chrome-plated brake calipers at the front (R 18 Transcontinental only)
Another component is the “First Edition” Welcome Box which is exclusively reserved for buyers of the “First Edition” and contains:
Box with picture of the engine on the lid
Historic fuel tank emblems (copper-colored lettering)
Historic slotted screws (copper-colored)
Working gloves
Assembly screwdriver (can also be used as a key ring)
“R 18 First Edition” cap
Leather belt with exclusive “R 18 First Edition” belt buckle
Book the history of BMW Motorrad
The R 18 B and R 18 Transcontinental are available in optional Galaxy Dust metallic, an iridescent paint finish that shimmers in the spectrum from violet to turquoise blue, depending on the lighting.
As with all BMW motorcycles, the R 18 B and R 18 Transcontinental will be available with an extensive range of options and accessories. We’ll get a chance to ride both bikes soon, so stay tuned for our review. To find a BMW Motorrad dealer near you, visit bmwmotorcycles.com.
How well does this 2021 model hold up to more than 40 years of Honda Gold Wing testing and scrutiny? I love it all. Except for one thing… (Photos by Drew Ruiz)
EIC Drevenstedt asked me a simple question: “How many Honda Gold Wings have you ridden?” My answer required lots of mental calculations: maybe 75 or 80 total? “Okay,” he said. “Then you go ride the 2021 Gold Wing Tour DCT and tell me how it fits in with all those past Wings.”
Back in the late 1970s, I worked at Cycle magazine, and we rode the living snot out of every test bike, including the big ones. So full disclosure: I’m an outlier regarding performance standards. I’ve always pushed motorcycles far beyond the typical pace, and I prize light and lively handling above all else. Since 2000 I’ve ridden over 40 different fifth-gen Wings (2001-2017 GL1800s), but I had yet to ride the sixth-gen GL1800 that was introduced in 2018 and updated in 2020.
Comfy accommodations fit better than ever, fore and aft.
The mechanicals, measurements, electronics, and such of the sixth-gen GL1800 have been thoroughly covered in previous Rider tests (September 2020, November 2019, May 2018, and January 2018). But there are several updates baked into this 2021 iteration:
Katie praised the rear seat armrests and heaters. But no drink compartments!
Revised passenger accommodations: The passenger seat backrest reclines more and has thicker foam and a taller profile. Both my wife and daughter prefer this setup compared to the previous-generation GL1800s we ride (2003 and 2008; see “SIDEBAR: A Tale of Two Gold Wings” below). They especially like the longer armrests but regret the loss of the two rear storage compartments.
Larger trunk: The top trunk now holds 61 liters (up 11 from before; total luggage capacity is 121 liters) and can now stow a pair of full-face helmets. The low back lip facilitates easy loading, but care must be taken to tuck in the cargo’s stray straps, sleeves, etc. so the lid latches securely.
The trunk’s sloped rear face eases loading but stray straps can foul lid closing.
New seat cover and rear turn signals: The seat’s new suede-like material has a premium look and feel to it, and the colored seat piping is a nice touch. The rear turn signals are now all red for a cleaner look.
Updated audio: Improvements include upgraded, 45-watt speakers with richer sound, optimized automatic volume-adjustment level, a standard XM radio antenna and new Android Auto integration in addition to the previous Apple CarPlay integration.
Electric windscreen, fancy dash with navigation, four ride modes, and a modern 4-valve engine. What’s not to like?
My other impressions of the sixth-gen Wing? Awesome brakes. Truly awesome, much like sportbike binders. I never felt the brakes on my 2008 Wing were lacking, until now. Equally important, rider ergonomics are vastly improved. I’m a big guy, and I’ve always felt cramped and confined by the previous-gen GL1800’s seat/bar/peg configuration. The latest iteration offers much more natural and comfortable ergonomics.
Gold Wings are engineered to be run hard — really hard — and they’ll go better and faster than the vast majority of owners will ever suspect. For 2021 the overall feel is taut and modern, much closer to the sport-touring side than ever before.
The Dual Clutch Transmission (DCT) is also impressive and relieves some of the rider task load, especially while riding around town and dealing with traffic. Its shift points in Tour mode are accurate, if a bit relaxed, while Sport mode’s power delivery feels much crisper and even a bit abrupt. Sport mode holds shift points so much longer you really need to be totally sport focused, not even a little bit lazy in your planning. And that’s not a complaint; Sport is my preferred setting on tight back roads. The DCT can be a little tricky during ultra-low-speed maneuvering, but I adapted fairly quickly. I do, however, miss being able to slow-roll a tight turn using the clutch during gas station maneuvers and such.
Although the 6th-gen GL1800 displaces only 1cc more than the 5th-gen, the flat six was completely redesigned.
As for styling, the new machine looks stunningly sleek and remarkably athletic parked beside my 2008 GL1800. However, I am not much swayed by a machine’s cosmetics; it’s what she’ll do that counts. And Gold Wings have long been unfairly maligned for their size and looks without proper respect for their high level of full-throttle performance.
It’s hilariously revealing when anybody bad-mouths the Honda Gold Wing as an “old man’s bike,” especially if their opinion isn’t based on actual riding experience. When I wrote the test for the then-new GL1200 for the February 1984 issue of Cycle, my conclusion was: “This year the Honda engineers have pulled off an unbelievable trick — they’ve taken a 790-pound machine and made it nimble and manageable. The choice is clear. Why put up with a big-feeling touring mount when you can have something as close to magic as we’ve seen in a long time?”
Whew! Lofty praise indeed. But it reflects how much Honda engineers have always invested in the basic bones — the chassis and engine — of every generation of the Gold Wing to create a good-handling package.
Things got bigger and better with the gen-four GL1500. I didn’t spend much time on full-dresser 1500s, but I fell deeply in love with the stripped-down 1,520cc Valkyrie muscle bike — unvarnished, rowdy fun! Do you have your October 1996 issue of Rider handy? That’s my story, “The Great Escape,” with our daughter Kristen joining me on the new Valkyrie in Montana. After completing that trip I had more Valkyrie miles logged than any non-Honda employee. And I loved it.
The Gold Wing has been Honda’s flagship touring model for 46 years. It has set and reset standards for comfort, performance, reliability, and sophistication, and won Rider’s Motorcycle of the Year award in 2001 and 2018 (and the Gold Wing-based Valkyrie Tourer won in 1997).
Within the realm of big tourers, I am especially enamored with the fifth-gen Wing for both its handling and power. When I dove into the first corner aboard the GL1800 back in 2000 during the bike’s press intro, that previously beloved Valky instantly turned to toast; the GL1800 simply smoked it on handling alone, not to mention the big boost in power. For riders with a serious sporting bent, it was a real revelation thanks to its delightfully agile handling and precise steering. (We have former Large Project Leader Masanori Aoki, who was responsible for several CBR sportbike models before heading up the GL1800 project, to thank for that.) It felt nothing short of wondrous at the time and it remains a wonder and a mystery even today, which is why many uninitiated “experts” still foolishly look down their noses at Wings.
Solo or with a passenger, there’s no motorcycle touring experience quite like the Honda Gold Wing.
Fact is, I’ve personally schooled more than a few leather-clad sportbike riders by treating them to a sudden appearance of a Wing in their mirrors — followed by polite passes, of course. I’ve logged thousands of miles on dozens of different GL1800s and I know exactly how well they get down a road, twisty or straight. Until you’ve ground down a GL1800’s footpegs to half-length smoldering stubs, you’ve got nothing to say about how a Gold Wing supposedly cannot perform.
A well-used set of Honda Gold Wing footpegs, courtesy of the author.
That brings us to this 2021 Gold Wing Tour DCT, which is an impressively sporting, fun, and stylish package. It’s so good in so many ways it really outshines the early fifth-gen GL1800, a bike I love dearly. In my book, the sixth-gen’s main shortcoming is that its Hassock-style front end that lacks the delightful steering agility of its predecessor. And that nimble feel is what originally set the GL1800 apart from other big rigs. The 2021 may be 80 pounds lighter, but that benefit is largely offset by heavier steering and muted front-end feel and feedback.
After rolling up thousands of serious test miles on all of these models and more, which is my favorite? It’s probably just me, but the nimble steering of fifth-gen Gold Wings still holds sway in my heart.
I regret that loss, but then I’m a nut for steering agility. In the real world, for every rider with a sport orientation like mine, dozens more will line up for all of the comfort, convenience and technology features that make the latest Gold Wing Tour DCT such a sweet touring machine.
The 2021 Honda Gold Wing Tour DCT in Candy Ardent Red. It’s also available in Metallic Black.
2021 Honda Gold Wing Tour Specs
Base Price: $28,300 Price as Tested: $29,300 (DCT model) Website:powersports.honda.com Engine Type: Liquid-cooled, longitudinal opposed flat six, Unicam SOHC w/ 4 valves per cyl. Displacement: 1,833cc Bore x Stroke: 73.0 x 73.0mm Transmission: 7-speed Dual Clutch Transmission automatic (as tested) Final Drive: Shaft Wheelbase: 66.7 in. Rake/Trail: 30.5 degrees/4.3 in. Seat Height: 29.3 in. Wet Weight: 838 lbs. Fuel Capacity: 5.6 gals. Fuel Consumption: 40 mpg
SIDEBAR: A Tale of Two Gold Wings
The author with his son-in-law Gregg and daughter Kristen, and their two fifth-gen Gold Wing GL1800s.
Motorcycle industry gurus talk about expanding the touring market with younger riders. But nobody seems to do anything about it. So I did.
Back in 2019, I had one motorcycle — my trusty Honda 919. My wife Katie had basically quit riding with me even though a pair of artificial hips let her hop on a backseat freely again. A GL1800 seemed a nonstarter. Yet next thing I knew, I owned not one but two Gold Wings.
How’s that? Well, we had invited the entire family to vacation with us in Tuscany last June, including motorcycle rides with a private guide. Sweet, huh? That commitment meant Katie needed seat time prior to Italy and a Wing in the garage would supply necessary incentive.
In November of 2019, I found a used 2003 GL1800 showing 29,000 miles. It was a cream puff, and for $5,500 it was a steal. Katie and I mounted up and she fell in love with riding all over again. Life was grand. And then COVID-19 hit. Even worse, serious health issues sidelined me for nearly all of that cursed year.
So I told my son-in-law Gregg (not Drevenstedt!) to come and take the Wing so my daughter Kristen could enjoy a break from the pillion of their Yamaha R6. Kristen had logged thousands of miles with me on Wings and Valkyries from her teen years onward, so she’d surely dig it. But to my surprise, Gregg immediately fell in love with the whole Wing thing and they headed out riding most weekends, having a blast. Months later, I’d feel like a heel by repossessing it. So I bought another GL1800, this time a 2008 for $7,800. And I gave them the ’03. Growing the touring segment one young couple at a time … for less money than that trip to Italy would’ve cost us! — KL
As the growing popularity of the resto-mod customization movement has shown, combining classic styling with modern engineering is a winning formula.
Harley-Davidson has announced its new Icons Collection, and the first model in the collection is the stunning 2021 Harley-Davidson Electra Glide Revival.
The Icons Collection is an annual program that offers very limited-edition motorcycles designed to elevate traditional forms and celebrate Americana, either by revisiting classic Harley-Davidson design themes or by exploring ideas that represent the future of motorcycle style.
Only one or two models will be included in the Icons Collection each year, with a single production run that highlights their exclusivity. Production of that model will never be resumed or repeated. Each Icons Collection motorcycle will be serialized, and the purchaser will receive a certificate of authenticity.
“With The Hardwire, we made a commitment to introduce a series of motorcycles that align with our strategy to increase desirability and to drive the legacy of Harley-Davidson,” said Jochen Zeitz, chairman, president and CEO Harley-Davidson. “With that in mind, I am proud to introduce our new limited production Icons Collection, a series of extraordinary adaptations of production motorcycles which look to our storied past and bright future.”
2021 Harley-Davidson Electra Glide Revival
The first model in the Icons Collection is the Electra Glide Revival model, a drop-dead gorgeous retro-classic motorcycle decked out with chrome and an old-school two-tone paint scheme. Global production of the Electra Glide Revival model will be limited to a one-time build of 1,500 serialized examples, with bikes available at Harley-Davidson dealers in late April, with an MSRP of $29,199.
The look of the Electra Glide Revival model is inspired by the 1969 Electra Glide, the first Harley-Davidson motorcycle available with an accessory “batwing” fairing. The fairing became an iconic Harley-Davidson styling cue, its shape an instant on-the-road identifier of many H-D models and the foundational design of the fairing featured on current models.
In 1969, the accessory fairing and saddlebags were only offered in white molded fiberglass, and the Electra Glide Revival replicates that look with a Birch White painted finish. The period-inspired tank medallion and Electra Glide script on the front fender complete the look. The Electra Glide Revival will be offered in a single color scheme inspired by the original 1969 colorway: The two-tone fuel tank in Hi-Fi Blue and Black Denim bisected with a Birch White stripe, with Hi-Fi Blue paint on the fenders and side panels.
“We live in a very dynamic time, each of us experiencing constant change,” said Brad Richards, Harley-Davidson vice president of styling and design. “The Electra Glide Revival model is an oasis in this daily turbulence, a way to reconnect with the fundamental Harley-Davidson DNA that created Grand American Touring.”
Design highlights of the Electra Glide Revival model include a solo saddle with a black-and-white cover and a chrome rail, mounted over an adjustable coil spring and shock absorber, also a nod to Harley-Davidson FL models from the 1960s and a functional feature that adds rider comfort. Chrome steel-laced wheels and wide whitewall tires add to the nostalgic look, as do brilliant chrome on front fender rails and saddlebag rails, front fender skirt, Ventilator air cleaner cover, fork covers, and auxiliary lights.
The Electra Glide Revival model is powered by a Milwaukee-Eight 114 V-Twin engine which delivers inspiring performance and classic Harley-Davidson look-sound-feel.
Displacement: 114 cu in (1,868 cc)
Torque: 118 lb-ft @ 3,250 rpm (claimed)
Four valve cylinder heads (two exhaust and two intake valves per head, eight total); increased airflow through the engine contributes to power output.
Dual spark plugs for more complete combustion of the air/fuel charge and maximized power and efficiency.
6-Speed Cruise Drive transmission reduces engine RPM at highway speeds to enhance fuel economy and rider comfort.
The Electra Glide Revival offers classic style, but its design and technology is absolutely modern. The foundation of the Electra Glide Revival model is the single-spar Harley-Davidson Touring frame with a rigid backbone design to sustain the weight of luggage and to support current engine power. The entire chassis is designed for the long haul. A single knob hydraulically adjusts the pre-load of emulsion-technology rear shock absorbers for optimal ride and control. The 49mm fork with dual bending valve suspension technology deliver linear damping characteristics for a smooth ride.
The classic Bat Wing fairing features a tall clear windshield and a splitstream vent to help reduce rider head buffeting. Electronic cruise control holds a steady speed for comfort on long rides, while a halogen headlamp and incandescent auxiliary lamps provide outstanding illumination and maintain the nostalgic styling of the Revival model.
A Boom! Box GTS infotainment system with color touch screen powers two fairing-mount speakers and features advanced navigation and hand and voice commands (when paired with a compatible headset) plus Android Auto application and Apple CarPlay software compatibility.
Also standard is the suite of Harley-Davidson RDRS Safety Enhancements, a collection of technology designed to match motorcycle performance to available traction during acceleration, deceleration and braking, including:
There’s no easy way to catalog the best touring motorcycles ever made. There’s simply too much difference of opinion about what a true touring motorcycle is.
The problem is that touring motorcycles come in a variety of different shapes and sizes. Today, it’s a broad genre, and what classifies as a tourer can vary from one rider to the next.
For traditionalists, a real touring motorcycle has an engine with plenty of low-end horsepower, a relaxed riding position, and practical accessories such as large fairings and saddlebags. In the US, the touring segment has its own subgenres, including baggers, dressers, full baggers, full dressers, and more.
However, there are plenty of riders who would class a modern adventure motorcycle as a touring machine. While adventure bikes lean towards rugged riding that asphalt cruising, they do feature comfortable upright riding positions, luggage options, and enormous capability for continent-crossing touring.
Of course, you can also tour on any motorcycle, from a moped to a sports bike, providing that you’re equipped with enough enthusiasm!
For the purpose of this list, we’re going to mention some of the best touring motorcycles ever made but without committing to any clear-cut definitions of what a touring motorcycle truly is. We’re going to look at highlights from across the whole spectrum.
Naturally, the best touring motorcycle is the one that you can afford, but without further ado, let’s look at some of these iconic and crowd-pleasing fan favorites.
Sports Touring Motorcycles
Kawasaki Concourse 14
Kawasaki knows a thing or two about headlining grabbing sports touring machines. There are plenty that we could’ve picked, from the attention-seeking supercharged H2 SX SE+ to the no-less intimidating Ninja ZX-14R. However, we’ve settled on the Concourse 14: a motorcycle that truly offers the perfect balance of sports performance and touring-friendly comfort.
Unlike a lot of larger motorcycles, the Concourse is surprisingly nimble and handles like a real sports bike. It also features an absolute beast of an engine, with a 1,352cc liquid-cooled inline-four delivering 158 horsepower and 100 lb-ft of torque. It’s got plenty of sport. But—and this is a big problem—especially if you’re comparing it with other large sports-tourers: it doesn’t have cruise control.
The lack of cruise control is a deal-breaker for many touring aficionados. And quite rightly so. However, for those who are more concerned about the performance side of things, with plans to tour every now and again, it’s not such an issue. Even so, the Concourse 14 is a legend. Even without cruise control.
BMW R1200RT
The BMW R1200RT is a fantastic touring motorcycle. It has been a staple of the BMW touring range since it was first introduced in 2005, but it has roots that go back all the way to the late 70s when BMW launched its first Reise-Tourer (travel touring) model.
From 2005 to 2018, the R1200RT was equipped with a powerful 1,170 cc boxer-twin engine with a six-speed transmission and a shaft drive. The result was a potent 109 horsepower and 89 lb-ft of torque, wrapped in a competent and nimble chassis. What made it such a great touring machine was the addition of semi-active suspension, shift assistant pro technology, and of course, remote locking luggage.
Today, the BMW R1200RT has evolved into the BMW R1250RT, a touring machine with almost the same DNA as the older model, but with extra displacement and the addition of variable valve timing.
Yamaha FJR1300
The Yamaha FJR1300 is a legendary sports touring motorcycle. Ever since it rolled onto the scene in 2001, it has received universal praise almost immediately. When the model made its way to the US a year later, it was met with an even more positive reaction. Over the years, it has developed and evolved into one of the most formidable machines in the Yamaha line-up.
The most advanced iteration of the FJR is the FJR1300ES. It uses a powerful 1,298cc inline-four engine that produces a hearty 142 horsepower and a muscular 101.7 lb-ft of torque. That power is delivered to the rear wheel by a practical shaft drive and kept under control using selectable traction control, chip-controlled throttle, cruise control, and dual-zone ABS.
What makes this one of the best touring motorcycles ever is the fact that it offers comfortable, hassle-free touring but with easily removable bags and plenty of sports performance for days when practical mile-munching isn’t your main priority.
Adventure Touring Motorcycles
BMW R1250GS
While we’ve opted for the R1250GS, it could just as well be any of the big R/GS models of the past 20 years. These bikes are what this subgenre is all about: they’re essentially big dirt bikes with comfortable ergonomics, designed to tour the globe. The most famous GS model would be the R1150GS, the very same model that Ewan McGregor and Charley Boorman rode from London to New York in Long Way Round.
The success of Long Way Round ignited a global interest in motorcycle touring, resulting in the R1150GS and its subsequent successors becoming the brands best selling bikes year after year. Touring wouldn’t be the same without them.
The current flagship touring from BMW is the R1250GS. It features a 1,250cc boxer-twin engine that delivers an impressive 136 horsepower and 105 lb-ft of torque. It’s a versatile motorcycle that can take you through narrow city streets, into uncharted off-road territory, and across entire continents. That’s why it’s one of the greatest touring motorcycles ever made.
Honda CRF1000L Africa Twin
The all-new Africa Twin takes everything that we loved about the original and turns it up to eleven. When the reborn Africa Twin first appeared in 2016, we were instantly smitten, and each year has seen the model improve upon the last. The latest Africa Twin now features a 1,084cc parallel-twin engine that offers 92 horsepower and 72 lb-ft of torque. Ideal for traveling anywhere.
Previously, we wouldn’t have considered the legendary Africa Twin for a list like this. Sure, it’s a great adventure motorcycle, but it was lacking one key feature. However, Honda righted that wrong in 2020: they added cruise control. In fact, it’s the very same cruise control that you’d find on the Gold Wing.
Add in convenient features such as Apple CarPlay, taller handlebars, optional dual-clutch transmission, selectable ABS, selectable ride modes, and Honda’s very own selectable torque control, and you have a formidable touring machine.
Yamaha Super Tenere 1200
There are plenty of good choices out there to round off this sports touring section, but we feel that the Super Tenere is the best of the rest. It’s rugged, tough, durable, and race-proven. If it’s good enough to compete in the Dakar Rally, it’s good enough for the casual tourer, either on or off-road.
The current Super Tenere uses a 1,119cc parallel-twin engine that produces 110 horses and 84 lb-ft of torque, delivered to the wheel via a rock-steady shaft drive. The power is accessible in the low and mid-range, making it ideal for heavy-duty off-roading or more relaxed highway cruising.
It’s more than just a big dirt bike. Super Tenere riders can enjoy everything you’d expect from a road-focused cruiser too. It’s got heated-grips, additional luggage options, adjustable suspension, and of course, cruise control. Granted, the luggage options aren’t included, but there are plenty of factory add-ons to help riders transform this ride into whatever they need it to be. All for an affordable price too.
Traditional Touring Motorcycles
Harley-Davidson Road Glide
Now that we’re focusing on traditional bags and front-faired touring motorcycles, it would be an injustice not to include the Harley-Davidson Road Glide. The old-school Tour Glide was first introduced in 1979, evolving over the years into the current Road Glide that we have today. It’s an American icon.
The most recent iteration of the Road Glide uses Harley’s relatively new Milwaukee-Eight 107 engine. It’s a 1,753cc air-cooled V-twin engine that produces approximately 76 horsepower and 111 lb-ft of torque. This engine has that classic Harley sound and delivers power right where you need it, whether you’re riding in congested city traffic, or stretching your legs on the open road.
It ticks all of the traditional touring motorcycle boxes: it has a large front fairing, an upright riding position, floorboards, a passenger seat, saddlebags, and a comprehensive infotainment system. It’s got cruise control, ABS, fancy electronics, and plenty of storage space.
For some riders, this is the best touring motorcycle there is.
Indian Roadmaster
The Indian Roadmaster is another iconic heritage machine designed specifically for touring. Over the years, the Roadmaster has evolved into an instantly recognizable American classic that does exactly what its name suggests: it masters the road.
The modern Indian Roadmaster uses Indian’s beastly Thunderstroke 116 engine. That’s 1,890cc of pure joy or 116 cubic inches in old money. In terms of power, the Roadmaster produces 92 horsepower and 126 lb-ft of torque. We can all agree that the figure is more than enough for solid highway cruising.
Naturally, the Roadmaster features everything a real touring motorcycle needs. It’s got heated seats, heated grips, highway bars, ABS, cruise control, an electronically adjustable rear shock, LED lighting, and an advanced infotainment system. The infotainment system has a 7-inch display and a powerful 200 Watt four-speaker sound system. If that wasn’t enough, the bags and top box can hold up to 37 gallons of storage.
Those are just a few of the highlights of this beautiful touring motorcycle.
BMW K1600GTL
The BMW K 1600 GTL is one of the most formidable touring motorcycles currently on the market. If luxurious two-up touring is your thing, then this is a motorcycle worth considering. Not only does it pack a powerful punch in the engine department, but it also features bucket loads of comfortable options to make your next long-distance adventure an absolute breeze.
The GTL is the top model in the K1600 range. Every model uses the same 1,649cc flat-six liquid-cooled engine, which is capable of producing an eye-watering 160 horsepower and 129 lb-ft of torque. It’s a heavyweight motorcycle, but surprisingly nimble when you take it out in the canyons.
The engine alone would be enough to make anyone fall in love with this tourer, but it’s the level of luxury that sets it apart from the crowd. It has all the bells and whistles. These include heated seats, Dynamic ESA, Xenon headlights, ABS Pro, clutchless shifting, reverse-assist maneuvering, and more.
If that wasn’t enough, it comes with plenty of storage space, which is a must for any serious touring motorcycle.
Honda Gold Wing
No list focusing on the best touring motorcycles ever made would be complete without listing the most important: the Honda Gold Wing. The legendary Gold Wing has been the ultimate touring motorcycle ever since it first rolled onto the scene back in 1974. Over the years, its overall styling has changed, but its mission has remained the same. It was put here by Honda to be the benchmark standard for all touring motorcycles.
The very first Gold Wing used a 999cc flat-four engine with a shaft-driven power train. Back then, it was a very standard looking roadster, without any kind of fairing. Today, it’s an entirely different beast that comes equipped with every bit of equipment that a motorcycle could need. And quite a lot of extra equipment that most motorcycle really don’t need, too.
Today’s Gold Wing uses a gigantic 1,833cc liquid-cooled, horizontally-opposed, six-cylinder engine. It’s a heavy engine that keeps the bike’s center of gravity low, making it ideal for slow-speed maneuvering and stable, speedy highway riding. In terms of power, the Gold Wing produces a maximum of 118 horsepower and 123 lb-ft of torque.
Couple that power with a shopping list of top-shelf features including a premium infotainment system, a slipper clutch, walking mode, cruise control, ABS, Dual-combined braking, and optional DCT, it’s not hard to see why the Honda Gold Wing has remained on top for all of these years.
Harley-Davidson is the first motorcycle company to offer Android Auto which is similar to Apple CarPlay and allows riders to access some phone apps.
Honda Goldwing was the first with Apple CarPlay in 2018 and Harley followed a year later with the software update to its Boom! Box GTS Infotainment Systems on their Touring models.
Now they will be the first with the Android version coming in the next couple of months.
Harley-Davidson Australia says they are not sure when it will be available here nor the price, but the Apple version is a free software update, anyway.
The Harley collaboration with Google means riders with Android phones will now be able to access Google Maps for navigation, traffic and weather reports, as well as some other apps such as Spotify.
Android features
As with the Apple feature, the phone must be plugged into the bike via its charging cable.
The screen will mirror the phone, allowing riders to access it through the touchscreen, Google Assistant voice control or the toggle controls on the left switchblock.
Google Assistant is available in Australia, Canada (English), France, Germany, India (English), South Korea, United Kingdom, and United States.
The new feature is a boon (or should that be boom?) to customers who want all the important features of their phone.
Harley-Davidson Australia has created a special “We Ride With You Australia” t-shirt featuring original Willie G. Davidson artwork which will be sold for bushfire relief efforts.
The men’s and women’s t-shirts costs $A50 and $NZ50 at Harley dealerships in Australia and New Zealand.
Meanwhile, the Harley-Davidson Foundation has donated $US100,000 (about $A166,000) to Australian bushfire relief, via international nonprofit Give2Asia.
