Honda GL1000 Gold Wing Reviews

Spun rear wheel bearing. Replaced myself.

This bike was a basic GL1000. It was a really decent motorcycle. What can I say? It had a lot of miles on it when we bought it. We rode it, and traded it without any major issues. It did spin a rear wheel bearing. I bought a new, generic German made bearing and installed that with red Loctite.

The carbs needed to be rebuilt when I bought it. They were quirky and I never got them perfect. But this bike ran strong and we enjoyed it.

Not one thing. Dead on reliable.

At 18 this was my first bike. I even took my MC license test on it!

Not too bad around town, but turn it loose on the interstate and it all comes together.

I could ride for hours without any discomfort... And mine was naked. Lots of good memories.

Nothing has gone wrong. The previous owner of this Goldwing knew what he was doing; he performed all maintenance and rebuilt the carbs, changed all fluids, etc.

I rode this bike for approx. 8 months, and put around 5,000 miles on it.

The riding position was very upright and comfortable, with an easy reach to the handlebars and foot pegs. I'm 5'9, 190 lbs. Very comfortable for two-up riding. After about 1.5 hours of riding, both hands would get slightly numb from both vibration and small upward reach to the handlebars. Foot placement on the pegs was rather low.

The engine was a real performer, which truly surprised me. The only mod this bike had was a fishtail exhaust, which was more for show. The bike really started to take off past 4000 rpm, and pulled hard to redline. Impressive for a heavy touring bike. Gas mileage was always above 40 mpg, usually 45-47. The motor would rev too high for my tastes at freeway speeds, which is one of the reasons that I sold the bike. Taller gearing was introduced for the 1983 model.

Where I really wanted to comment was the handling of the bike. I had the unfaired, naked version of the bike, which reduced weight by some 50 lbs. The bike would slice through the turbulence left by large trucks on the highway, aided by its flat boxer engine. However, around turns I thought that this same aspect would produce countersteer. Almost as if the bike preferred to remain upright at all times.

A supremely reliable bike, best left to backroads and straight shots.

Two tires replaced due to age, finest rubber available ran $200 for parts.

Timing belts serviced by me, involving but not very difficult. Performed as preventative maintenance (recommended at 15k I believe). About $100 for parts.

Speedometer cable broke on a long, fast trip that stressed the part, had not noticed dry rot (natural wear from age) already there had let the lubrication leak out and the cable was rubbing inside the sleeve. Genuine Honda part was $12.35 plus $5 shipping. Extremely easy to replace. Probably not a common problem though.

This bike, and all GoldWings from 75-79, has mechanical ignition which needs to be kept in tune. Maybe once every two years, or once a year if you're fussy. This involves no parts replacement normally, just labor.

I've ridden this bike 170 continuous miles, keeping between 85-90 indicated mph, in the middle of the night, and I'd do it again in a second.

This is one of the finest highway bikes you'll ever find, regardless of its age. I wouldn't consider myself very tough or into the hardcore biker lifestyle, but it amazed me how easy it was to remain comfortable and without fatigue for the entire ride. I attribute it not only to the ergonomics, but the tremendously capable engine; in the first generation, it was just as smooth as the newer Wings, but had a more racy, visceral quality that brings out the monster in your right wrist.

This is not the hundred thousand-mile royal throne that later Wings are, though it can certainly do that well, it's more of a highway Q-ship for when you want to show the sport bike riders that in order to finish first, first you have to finish.