In this week’s Church of MO feature, it’s a battle of two bulbous tourers capable of circling laps around the country without breaking a sweat. The year: 2000. The bikes: Honda’s classic GL 1500 Gold Wing and BMW’s K1200LT. The journey: to discover all that Southern California has to offer. It was a closely fought battle with both bikes shining in certain areas and faltering in others. In the end, however, the winner stole the hearts of our then-MO staff. Read on to see the outcome.
Honda Gold Wing Vs. BMW K1200 LT
They’re Fat with Long Legs and Cruise Control!
By Staff, Mar. 22, 2000
Los Angeles, March 22, 2000
Many riders who considered themselves sport bike junkies are slowing down a bit, learning to enjoy more of this country than just the apexes of corners within a 30-mile radius of their house.
Also, they’re starting to take their significant-others along, and, in the interest of domestic harmony, this often rules out just about any and all hard-core sport bikes and leaves very few sport tourers from which to choose. So, enter the two best full-dress, spend-it-if-you-got-it, go-straight-and-far motorcycles that money can buy: the new BMW K1200 LT, and the Honda Gold Wing.
When it comes to burning up the miles in lounge chair comfort there has only been one real choice up until now: the Honda GL 1500 Gold Wing. The Wing is based on a platform that has been around for the better part of 25 years and over that time has been refined into what is generally regarded as the ultimate long-distance tourer. The Gold Wing has not seen much in the way of competition — until now.
Our trip began with a hurried rush-hour jaunt from our LA offices down the dreaded I-405 to San Diego, where we spent the night. Our ride the next day took us down Highway 805 and then onto Highway 79 into the mountains of San Diego County, past Lake Cuyamuca and into Julian, CA. a picturesque tourist-trap known for selling anything with apples. Due to its size and the altitude, Julian has a slightly Alpine feel to it, especially this time of year when the air is crisp and the temperatures chilly, set off by budding leaves and a lingering early-spring feel in the air.
We continued on through two 170-mile stints that took us through Palm Springs and onto the strip-mall saturated I-10 and into Los Angeles to end a ride that uncovered many good and bad points about each machine.
To assess each bike’s pros and cons we put numerous miles on each bike around town, on local roads and then, to stretch their lungs, loaded up both bikes with baggage and girlfriends (at times both one and the same) and headed out of town. We did an overnighter that included everything from long stretches of highway to 15 mph uber-twisties in the mountains, all for your and our evaluative enjoyment.
The Honda Gold Wing is what many motorcycle enthusiasts consider to be the most comfortable motorcycle to ride across the country. Over the past few years the Honda has received many upgrades to keep it ahead the competition, but lately the Wing has seen few substantive, mechanical changes.
The Wing is still powered by a two-valve, SOHC, 1520 cc, liquid-cooled, horizontally opposed 6-cylinder engine that also doubles as the power plant for Honda’s Valkyrie (incorporating hotter cams, six carburetors and solid valve-adjusters). The motor’s displacement comes courtesy of a 71 x 64 mm bore and stroke, and the cylinders are fed by two 36 mm diaphragm-type, CV carburetors that get air through temperature-controlled manifolds. The compression ratio is 9.8:1, so if you find yourself in a third-world country, the liquid-fossil-stuff they call “petro” should pose no problem.
Suspension on the Wing is courtesy of 41mm forks with 5.5 inches of travel and dual rear shocks that offer 4.1 inches of travel. The bike is sprung softly but not at the expense of constant wallowing after every bump. Still, this is neither an old Cadillac nor a new Cadillac, for that matter. When the going gets any twistier than a kink in a main highway, the Gold Wing’s chassis starts to flex. Suspension adjustment was easy since removing the fork caps reveals Schrader valves that adjust the air-assist pressure. Rear shock pressure is adjusted through an electric compressor that has a small control panel on the right inboard fairing with a pressure display on the LCD readout. That same compressor can be used to fill up flat tires, the front forks or anything else, provided you have available a long air hose.
Fuel capacity on this bike is 6.3 gallons. Resting on the tank is a comfortable seat that is only 29.1 inches from the ground. Claimed dry weight for this bike is a not-so-svelte 819.7 pounds that is hauled down from speed by dual front discs and a single rear disk — all three of which are squeezed by dual-piston calipers. The brakes are capable of handling general duty but when the speeds rise and you demand more, they display a mushy feel at the lever.
A heavy-duty, forced-air-cooled alternator puts out enough power to drive the low-mounted driving lights, CB radio, driver-to-passenger intercom and a stereo system that, although is ’80’s looking, cranks out loud sounds.
The powerful alternator is a nice touch since it allows you to add as many accessories as you could possibly find places on which to bolt them. After all, when’s the last time you saw a completely stock Gold Wing? (Teddy bears strapped to the trunk don’t count.)
The large windshield adjusts up or down 2.5 inches, and six adjustable fairing vents help to keep the rider cool in the heat of the day while two more vents help warm you at night via engine heat. The Gold Wing’s bodywork almost completely encloses the engine and exhaust with only the chrome valve covers poking through. Hot air is routed under the motorcycle and away from the rider and passenger. The windshield was effective at all speeds and allowed both passenger and rider a smooth, buffet-free ride. Overall the adjustment procedure for the windshield was simple but, compared to the K1200LT, decidedly antiquated.
One convenient feature of the Gold Wing is the centrally located, integrated locking system for the trunk and saddlebags. Each of the three levers located under the trunk open a specific baggage compartment. This is supposed to enhance styling and security by completely hiding the latches and eliminating all but one central lock, but we thought it was a nuisance at times to have to stand behind the bike and mess with a lever to open a case two feet away. Still, the baggage system works well and has been refined over the years, so it was never a target of any major complaints. Another feature we appreciated was the incorporation of soft luggage with the hard bags. This soft luggage is specifically designed to fit within the three hard bags on the bike. All you need to do is stuff these soft bags to your hearts content then place them in their respective hard bag.
Wings, German Style
BMW has always manufactured bikes that have been at the top of the sport touring totem pole, but their luxo-tourer K1100 LTs were often regarded as little more than a K1100 RS with a big, ugly, bolt-on fairing. The new K1200 LT aims to change all of that.
This “flyin’ brick” engine revved well, feeling more like a sedate sport bike rather than a hefty touring machine. It offered good power across the board though, for a true touring machine, most of the oomph was located a bit too high in the power band. This engine has a bit more personality and character than the Gold Wing’s due to the way it makes power and the throatier exhaust note reverberating out of its faux muffler tip. The frame on the K-LT is made of chill-cast aluminum, with BMW’s unique Telelever front end pivoted centrally on the main frame. The Telelever front end all but eliminates brake dive and offers four inches of travel while a Paralever, shaft-driven rear end offers 5.12 inches of travel at the rear.
The seat height on this bike is 30.3 inches (or 31.5 inches depending on your preference for the adjustable seat height) and it does a nice job of sitting you upright in a comfortable, saddle-shaped seat. Both the rider and passenger have back rests that make long hours bearable, if not downright enjoyable. The driver also has the ability to adjust both the clutch and brake levers to his/her preference.
The BMW’s six-disk CD player is the best around (it’s pulled straight from their cars), but the speakers could stand to be better. While the audio is of better quality than the Wing, at highway speeds it’s tough to hear your tunes over the roar of the wind. Also, there is no rider-to-passenger intercom as on the Gold Wing, but at least there are power outlets for both driver and passenger which make an electric vest a nice option on cold rides when the standard heated grips aren’t enough.
With a claimed dry weight of 788 pounds, the BMW has less weight to worry about between its 64.3 inch wheelbase. Still, the BMW comes equipped with a reverse system similar to that of the Gold Wing, which is just as welcome. Of the two bikes, the BMW’s system seemed to work the smoothest since the Honda occasionally needed finessing before it clicked into gear.
BMW Electrical Problems
We experienced electrical problems on our BMW K1200 LT-I when something; in the electronics package started bleeding power even when the bike was shut off. This left us with a dead battery every morning. Short term fixes included jumper cables and the Gold Wing’s battery, a bottle of super-acid and more than a handful of four-letter words, although the choice-words didn’t seem to be as effective as jumper cables.
We ended up having to disconnect the battery’s negative lead whenever the bike was to sit for more than a few hours with the motor not running. This made for some high temperatures in the slow going of photo shoots, but the BMW never hinted at boiling over or melting anything due to an electrical short. BMW’s have had electric gremlins in the past, and the ghosts are still haunting the house of our test bike.
To slow this behemoth down, BMW fit the LT with their ABS-II anti-lock brake system. We’re generally opposed to ABS, but the system works so non-intrusively that it’s a genuine comfort in inclement weather or on the many ill-maintained roads you’re likely to find throughout America’s back counties. The dual 305 mm floating front disks and single, solid 285 mm disk in the rear do a wonderful job of hauling the bike down from speed, even without the help of ABS. These brakes possess power and feel that far surpass that of the Honda. Our only gripe is the noisy rear brake that sounded like nails dragging over a chalkboard.
Unlike the Honda’s hard bag system, the K1200 LT’s bags have a lever on each individual bag. Some staffers actually preferred this to the Gold Wing’s arrangement. The top case will swallow two full-face helmets easily and there’s plenty of room in either side bag for clothes, although the right-side case contains the CD player. The bags are typical top-notch BMW items that make the Honda’s units seem flimsy and antiquated by comparison. Other conveniences include a built-in vanity-mirror as well as a small light underneath the lid of the top bag.
What Should You Ride?
Though aimed at basically the same demographic, these two bikes are about as different as Jennifer Love Hewitt and Janeane Garofalo. Each bike willingly dances across state lines, but each moves to its own beat demands a different type of rider straddling it.
Just by sitting on the Gold Wing and feeling the bike settle under your weight, it’s easy to decipher this bike’s intentions. The suspension has a soft, couch-like feel that clues you in on how the upcoming ride is going to be. When you perch upon the BMW and feel how the Telelever suspension keeps things comparatively firm, you know that this bike is more than able to burn through tanks of gas in complete comfort while retaining the solidity that reminds you of the K-series’ sporty lineage.
Once speeds increased beyond the average walking pace of a human, both bikes hid their weight extremely well, though, at the lower end of the speed spectrum, the Gold Wing’s heft was more easily managed.
This was no doubt helped by the lower seat hight of the Honda, since riders with less than a 32-inch inseam complained about how tall and unwieldy the BMW felt at times. On the other side of the speedometer, the K-LT won hands-down for the catch-me-if-you-can, mountain road sprint section of our test.
The same actions on the Honda resulted in a few scary moments for rider and passenger alike. Although large portion of this is due to the different theories in suspension set-up, it is also least a result of the difference in chassis rigidity. Granted, neither machine is well-suited to back road travel at elevated speeds and severe cornering loads, but the BMW feels much more solid.
As for long distance highway droning at or near the speed-limit, which is where most tourers spend their time, the nod goes to the Gold Wing; its seat allows both rider and passenger to move around and the height-adjustable passenger floorboards help make long-hauls less of a chore. The motor is in its element here and the chassis and suspension shortcomings that hinder the Honda elsewhere aren’t as much of a concern when the road is long and straight. The K-LT will comfortably keep pace with the Wing all day long, but for some riders the comfort afforded the BMW rider falls a bit short of the long-haul Honda.
For those of us at MO who like a little spice in our dish, the BMW serves up the portions just right while the Honda looks a little too pre-packaged for our taste and leaves us begging Honda’s brass to build the X-Wing. The staff fought over the BMW when it came time to chose which bike to swing a leg over, so the K1200 LT is our new Long-Haul touring champion. Your tastes may require something different, but at MO, the Wing is no longer King.
Manufacturer: BMW Model: K1200LT Price: $16,900 USD (Standard), $17,900 USD (Icon), $18,900 USD (Custom) Engine: Liquid-cooled, 4-stroke, in-line 4 Compression ratio: 10.8:1 Bore and Stroke: 70.5 mm x 75 mm Displacement: 1171cc Carburetion: Fuel-injection Bosch Motronic MA 2.4 Transmission: Five-speed, dry clutch Tires/Front: 120/70 ZR 17 tubeless Tires/Rear: 160/70 ZR 17 tubeless Wheelbase: 64.3 in Seat Height: 30.3 / 31.5 in Fuel Capacity: 6.18 US gal
Manufacturer: Honda Model: 2000 GL[tm]1500SE -- 25th Anniversary Edition Price: $18.099 USD $17,899 USD $17,599 USD Engine: 1520cc liquid-cooled horizontally opposed 6-cylinder Bore and Stroke: 71mm x 64mm Compression Ratio: 9.8:1 Carburetion: Two 36mm diaphragm-type CV Transmission: 5-speed including overdrive and reverse Tires/Front: 130/70H-18 Tires/Rear: 160/80H-16 Seat Height: 29.1 inches Wheelbase: 66.5 inches Fuel Capacity: 6.3 US gal
Max HP: 82.3 hp @ 5300 RPM
Max Torque: 92.4 ft/lb @ 4400 RPM
Max HP: 84.9 hp @ 6500 RPM
Max Torque: 76 ft/lb @ 4800 RPM
Thanks to Dynojet Research for supplying us with our very own Dynojet Model 250.