Rainmagic is the only rain repellent to pass a G.E Lexan test for Honda Goldwing motorcycle windshields.
For the last 37 years Honda’s Gold Wing has been the definition of luxury motorcycle touring. Through clever engineering and a relentless commitment to perfection the Gold Wing offers motorcyclists the utmost in comfort, practicality and performance. And the 2012 Honda Gold Wing ($27,099 as tested) is the pinnacle of the Japanese brand’s effort.
For ’12 the G-Wing received a well-deserved face lift to give it a more contemporary look. Still its silhouette hasn’t deviated much compared to past models and appears more conservative when viewed against the BMW or Can-Am. The shape of the bodywork makes the bike seem even larger than what it is.
Similar to the BMW, the Honda uses a conventional manual-style (5-speed) transmission which, unlike the Can-Am, requires its pilot to know how to shift. The clutch lever offers a light lever pull and considering the abundance of immediate engine torque getting rolling from a stop is about as uncomplicated as it gets, at least for a motorcycle.
The Gold Wing’s boxer-style Flax-Six engine provides excellent propulsion for a bike that tips the scales at 923 pounds (fully fueled, ready to ride) plus it’s exceptionally well balanced releasing zero engine vibration through its 6400 rpm rev range. On the dyno the engine pumped out a respectable 101.3 lb-ft of peak torque at 3900 revs (37.09 more than the Can-Am but nearly 13 down on the BMW). The overall torque curve is flatter and more consistent than the other bikes too. Horsepower-wise the Gold Wing starts out strong pumping out more power at lower rpm but by around 4500 rev it gets surpassed by the BMW. Maximum pony power arrives 1000 rpm later with 93.74 horsepower available at 5500 rpm. That’s a whopping 43.1 horses down on the BMW but 15.46 more than the Spyder.