2013 Honda Gold Wing F6B : First Ride

The lighter part was almost too easy -- Honda literally just whacked off the top box. Faster? another slam dunk -- just by removing said box, the F6B sheds 62 lbs. off the weight of the standard Wing, and as we all know, less mass means...easier movement. Done.

Other deletions included the electronic adjustment for the rear shock -- now it's a hydraulic pre-load adjuster that's dialed in manually. The electric reverse gear and associated electronics also disappeared, and the windscreen was chopped to a shorty style unit. Meanwhile, bodywork around the engine was cleaned up for a better view of the Big Six, and the F6B gained different lower cowlings, restyled muffler tips and filler bodywork for the bags, as well as a gunfighter-style seat that's a touch lower and a little more spacious than the bigger Wing's.

Despite missing the signature rear trunk, there's no mistaking the fact that this is still a Gold Wing. Beyond the visual tweaks and below the new bodywork (dressed up with the appropriate blacked-out touches) you'll find the same reliable flat six engine that's propelled countless Iron Butt champs. The current generation Gold Wing's been around since 2001 and not much of the F6B's mechanical design has strayed from Old Faithful, which means you get much of what makes the older Wing work so damn well.; same massive front fork with anti-dive and a single-sided swingarm with shaft drive connected to a twin-spar aluminum frame that you'd think was designed for a superbike if you saw it on its own. Rear suspension is also the same pro-link arrangement as used on Honda's sportier machines. It's even the same handlebar. And just like on big brother, the premium-quality audio system comes standard on the F6B, and offers direct MP3/iPod connectivity. There are the same handgrip controls, although without the trunk there are no rear speakers on the F6B. A large glovebox upfront offers a handy space for your smaller bits.

But once you toss a leg over it, none of that really matters. The new seat is narrower at the tank junction so that the reach to the ground is lessened, and the F6B instantly feels like an all-new, and completely different motorcycle. The saddle, at just 28.5 inches, is .6 inches lower than the donor bike's and longer, enabling you to slide further back. It not only revamps this Gold Wing's look, it also gives the rider and passenger a more open feel from the saddle.

Then there's the motor: a potent, impossibly smooth 1,832cc, six-cylinder motor that develops eye-bulging, instantly-accessible 125 lb./ft of torque and 116bhp (claimed). Usable power is an understatement here, and just as a bonus, it even runs on regular unleaded. As you can imagine, there's torque everywhere, so just rolling on the throttle in any gear -- while still at walking pace -- will stretch your arms in their sockets and slam your ass against the seat. It's ridiculously linear, instantaneous power, and forget about v-twin-type vibes; even with the engine being rigid-mounted there's just silky smoothness, so you feel everything as it was meant to be felt.

Handling is the real story on the F6B however -- it works in a way its bigger brother simply can't match. The GL's unique, horizontally opposed six-cylinder layout already brought an exceptionally low center of gravity, but the omission of the trunk on the F6B moves the CoG even lower and more forward, making for even more sprightly handling characteristics from the stout aluminum frame and sophisticated suspension. If you thought the Gold Wing had superior maneuverability, the F6B will blow you away. You can throw it into turns more easily, it tracks more stably, and it exits more surely. Even side-to-side transitions feel like they require less effort. Also impressive is braking performance on the F6B; even though it's the same linked braking arrangement (called the Combined Braking System) as on the standard Wing, without all that mass to slow down, the F6B's three-piston binders, in conjunction with dual floating 296mm front discs, do a much better job of delivering even stops. All in all, we're mightily impressed with this Wing.

Naturally, there are caveats: we'd like to see cruise control ABS, an adjustable windshield and maybe even a sixth gear -- at least offered as options. After all, the competition is bringing most of those things to the table already.

Honda is also stepping up with full aftermarket support for the F6B, making available some nice accessories for the model as soon as it is available at dealerships, which Honda says will be in a couple of week. The Deluxe version of the F6B ($20,999) already comes decked out with a few of those accessories, like a centerstand, passenger backrest, heated grips, and self-cancelling turn signals - all of which are also available a la carte.

So what do you think? I asked a woman Winger by the name of Joanne.

"I think it's sexy," she replied without hesitation.

Never thought I'd see the day a Wing would be called sexy, but it looks like Honda has just expanded its demographic. Team Red has taken one of the most capable touring machines around, and transformed into something else entirely, with just a few very basic changes. So what if it's not built on a cruiser platform and powered by a big v-twin?

Specifications

Base Price $19,999; $20,999 (Deluxe)
Colors Black, red
Warranty 3 years (limited)

Engine

Type Liquid-cooled horizontally opposed six cylinder
Displacement, bore x stroke 1832cc, 74.0 x 71.0 mm
Valve train SOHC, 2 valves per cylinder
Compression 9.8:1
Fuel system EFI
Transmission 5-speed (w/overdrive; no reverse gear)
Final drive Shaft

CHASSIS

www.powersports.honda.com

For more First Ride coverage see Motorcycle Cruiser's May issue, on sale 3/26/2013.