Before we set off into the grandeur of this blog, let me give you a moment of context. Hampi, in Karnataka, isn’t just a historic UNESCO World Heritage site; it’s a surreal maze of boulder-strewn landscapes and ancient temple ruins that feel like something out of myth. But that’s not why we came. We came with one goal in mind, to take the mighty Honda GL1800 Gold Wing Tour through narrow ridges, breezy plateaus, and arrow-straight countryside tarmac. It’s not every day that a 390 kg motorcycle feels at home on sacred land, but the Gold Wing isn’t just any motorcycle. It’s the king of tourers. A cruise ship on two wheels.
Chic and exclusive
You don’t ride the Gold Wing Tour. You arrive with it. Parked at the base of the Virupaksha Temple in Hampi, surrounded by tourists in sun hats and local kids chasing kites, the Gold Wing looked like a spaceship that crash-landed in the past. The stares it pulled were unreal, some curious, some envious, all in awe.
Despite its mammoth size, the Gold Wing holds itself with grace. At 905 mm wide and 1,430 mm tall, it doesn’t bulge out awkwardly. The LED lighting setup is futuristic, especially the low-mounted auxiliary lights flanking the boxer cylinders, it’s a spectacle in low light. Riding through Hampi’s stone-pillared corridors felt like a paradox. An ancient kingdom being echoed by the low hum of modern royalty.
Its silhouette is all flowing lines and confident curves. It looks premium because it is. The bodywork gleams under the sun, and every inch screams Honda precision. The windscreen stretches up with a soft electric whirr. Subtlety isn’t in its vocabulary, but elegance certainly is.
Big on transportation
The term “storage” doesn’t quite cut it. This thing is a wardrobe on wheels. With a 61-liter top case that easily swallowed my helmet, gloves, DSLR camera, and even a thick jacket, plus two side panniers offering another 60 liters, the Gold Wing makes long-distance planning redundant. You don’t pack smart. You pack everything.
While riding along the narrow countryside lanes outside Hospet, I kept reaching for the top case like a glovebox. Snacks, documents, charging cables, everything had a place. And even with a pillion onboard (more on that luxury later), nothing ever felt cramped. It’s not just about quantity either; the way the compartments open and close with a gentle hydraulic resistance… it feels like you’re handling parts of a luxury sedan.
From six-cylinder prototype to four-cylinder production bike
The story of the Gold Wing is as legendary as the temples we cruised past. Born in 1972 as the M1 prototype with a liquid-cooled six-cylinder boxer, it was too ahead of its time. Instead, Honda launched the first production model with four cylinders and 1,000 cc. It wasn’t until 1988 that Europe got a six-cylinder GL1500, kicking off the Gold Wing’s transformation from capable cruiser to majestic mile-eater.
Today’s 1,833 cc six-cylinder boxer is a torque-laden masterpiece. It produces 126 hp at 5,500 rpm and 170 Nm at 4,500 rpm. Out on NH67, the highway stretch leading out of Hampi, I cracked open the throttle and the beast surged ahead, not with ferocity, but with unstoppable authority. Smooth. Refined. Endless. It reminded me of trains, powerful, surefooted, and always on track.
Amazingly agile
Let me be honest,390 kilograms is a lot. On paper, it sounds intimidating. In practice? Not even remotely. The Gold Wing dances, floats, and pivots far more gracefully than it has any right to. Honda’s double wishbone front suspension plays a key role here. It neutralizes front-end dive and makes turning feel like a guided gesture, not an effort.
Even in the tight alleyways around the Hemakuta Hill temples, where scooters buzz like mosquitoes, I could steer the Gold Wing like a confident elephant through a crowded bazaar. Yes, the reverse gear was my best friend when it came to getting out of tricky parking situations, but on the move? It was a ballerina. A heavy, torque-rich ballerina in a tailored tuxedo.
Eggs can never hurt, neither can money
Comfort is the ultimate flex. The Gold Wing doesn’t just ride smooth, it cossets you. The 745 mm seat height is approachable for average-height riders. Once you’re seated, it’s like entering a first-class lounge. The wide, swept-back handlebars, thickly padded seats with heating, generous armrests for the pillion, floorboards, and adjustable windscreen cocoon you in serenity.
The pricing? Well, it starts at €39,990, and yes, that’s a serious number. But consider what you’re buying. It’s not just a bike. It’s an experience, a status symbol, and a trusted long-distance companion. Even the optional airbag system, a world first in motorcycling, shows how committed Honda is to rider safety and innovation.
During our 3-day ride in and around Hampi, we averaged just over 5.3 liters per 100 km. That’s not bad for a six-cylinder engine pulling a nearly half-ton machine. And with service intervals every 12,000 km, maintenance is refreshingly manageable.
7-speed DCT as standard
Honda’s Dual Clutch Transmission (DCT) is a game-changer, especially on the Gold Wing. The 7-speed DCT shifts seamlessly, there’s no jerk, no lag, just perfectly timed gear changes. You can either let the bike handle everything or take over with the paddles for manual override.
In the hill sections near Anegundi, the DCT proved its worth. Steep climbs, sudden deceleration, tight corners, the transmission always picked the right gear. And when it didn’t, a flick of the thumb gave me immediate control. It was like riding with a butler who knows your habits and adjusts accordingly.
Technical Specification
| Feature | Specification |
| Engine | 1,833 cc six-cylinder boxer, liquid-cooled |
| Power | 126 hp @ 5,500 rpm |
| Torque | 170 Nm @ 4,500 rpm |
| Transmission | 7-speed Dual Clutch Transmission (DCT) |
| Frame | Die-cast aluminum double beam |
| Suspension (Front/Rear) | Double wishbone / Central spring strut |
| Brakes (F/R) | 320 mm dual disc / 316 mm disc |
| Wheels | Cast wheels |
| Tires (F/R) | 130/70R18 / 200/55R16 |
| Wheelbase | 1,695 mm |
| Seat Height | 745 mm |
| Weight | 390 kg |
| Fuel Tank Capacity | 21 liters |
| Top Speed | 180 km/h |
| Fuel Consumption | ~5.3 L/100 km (tested) |
| Assistance Systems | Cornering ABS, traction control, cruise control, hill start assist, semi-active suspension, TPMS |
| Storage | 61L top case, 60L panniers |
| Price (Base) | €39,990 |
Conclusion
Riding the Honda GL1800 Gold Wing Tour through Hampi wasn’t just a test ride. It was a revelation. You don’t need mountain switchbacks or racetrack straights to appreciate this bike, you just need a sense of adventure and an appreciation for the finer things in life.
From the awe-inspiring road presence, to the luxury seating and technology, to the refined power delivery and peerless comfort, the Gold Wing makes no compromises. Sure, it’s heavy. Sure, it’s expensive. But the moment you’re gliding through open countryside or cruising past centuries-old ruins with wind in your face and silence in your helmet, you’ll understand why this machine is an icon.
It’s not for everyone. It doesn’t want to be. But for the few who get it, the Gold Wing is the last word in two-wheeled travel. A cruiser? A tourer? A spaceship? No, it’s something more:
It’s the Emperor of the Open Road. And in Hampi, it ruled like one.
Is Honda GL1800 the Gold Wing good for two-up touring?
Absolutely. It’s one of the best motorcycles for two-up travel, thanks to a spacious pillion seat, heated seats, backrest, armrests (on the Tour version), and integrated infotainment for both rider and passenger.
Is Honda GL1800 the Gold Wing suitable for beginner riders?
Not really. Due to its size, weight, and price, it’s best for experienced riders. However, intermediate riders looking to move into long-distance touring may find it manageable with some practice.
Is Honda GL1800 the Gold Wing reliable and easy to service?
It’s a Honda, so yes. The GL1800 is well-built, and service intervals are generous. Parts and service are available in most major regions, especially through official Honda BigWing dealerships.
