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Question of meaning in the wrong place

Harley-Davidson Street Glide and Honda Gold Wing F6B in a test

Written by Rolf Henniges , Date 5:34 PM
Cut as with the scythe in the front, compressed as with the hammer in the rear: Baggers look oddly pretentious and have been trendy in the US for years. Foto: Gargolov

A front that looks cut with a scythe, a rear that looks compressed with a hammer: Baggers such as the Harley-Davidson Street Glide and Honda Gold Wing F6B look oddly pretentious and have been the trend in the US for years. But what can you do with it?

No, we are not asking the question of meaning here. That would be inappropriate. Ultimately no one asks why people mount extra-wide handlebars on their super sport bikes and then can no longer hide them behind the panelling. Why chopper riders cut back the spring deflection of the machines and then wonder about the back pain. Or why enduro riders mount heavy-tread tyres on their bikes, even though they never ride off-road with their motorcycles. Visual reasons. Nothing more. And baggers are quite simply touring motorcycles with shortened wind shields and panniers flowingly integrated into the design. According to the motto: I want to come over cool, enjoy almost the full wind of driving, but nevertheless transport a change of clothes and slippers. Harley calls this a “Street Custom Machine”.

Basically, both motorcycles are stripped-down versions of a sister model. The F6B is based on the legendary Gold Wing and is almost identical to its chassis and engine technology. The conversion of the super tourer into a bagger sacrificed a total of 28 kg of weight. So the 391 kg heavy Honda Gold Wing F6B foregoes the high wind screen, the cantilevered top case as well as the equipment features, such as the airbag, navigation, heated seats or self-resetting indicator, compared to the Gold Wing. Foregoing the latter with respect to the weight reduction should be worth a separate report. No matter. On their homepage, the manufacturer advertises the effect of this slimming diet with the words “stronger acceleration and more agile handling”.

Stripped down version of an Harley-Davidson Electra Glide

Harley has thoroughly reworked its selling classic Street Glide for this year. The design has become more fluid and pleasing, the chassis allegedly more stable and the engine more potent: The nominal output rose from the 83 hp 2012 model to now 86 hp. Also new: The Harley-Davidson Street Glide is rolling on a 19-inch front wheel for the first time in its history and thus timidly approaches strongly converted custom bagger. Like the F6B, you could call the Street Glide a stripped-down version of an Electra Glide. Because Harley also foregoes luxury features here, such as a high wind screen and top case. It’s worth the slimming diet: Compared to the E-Glide, the Street Glide is 40 kg lighter, but still haunches 372 kg on the scale.

The cool panelling shave of course has effects according to the motto “Those who want to be cool, have to suffer”. You can cruise relaxed up to 120 km/h on both models. In addition, extreme turbulence provides for a ruckus under the helmet. For the truncated windscreen swirls the air and this whirlwind his the driver’s head directly. The driver incidentally sits on the Harley-Davidson Street Glide more relaxed than on the Honda Gold Wing F6B. Especially if the driver has long legs. With the Honda, the foot pegs are positioned quite far up and to the front. In conjunction with the divining rod-like handlebars, you sit completely upright and inactive. With the Harley, it is a touch better, even a bit more active. The upholstery of both models is perfectly fine for the drivers over long distances. This is also true for the passenger on the Honda. The F6B passenger seat beckons with a large comfortable knee angle and wide seat. On the Harley seat, the passenger always slips to the rear. The Americans have subordinated the function to the design here: The seat falls to the rear and is also not particularly wide.

Pushing and balancing are not child’s play

Those who have just gotten their open driver’s licence should look for other bikes than these two. Pushing or balancing nearly eight hundredweights is anything but a breeze. Standing up, the Honda Gold Wing F6B can be manoeuvred somewhat more easily around the corner. The centre of gravity is very low due to its boxer engine. In addition, the panelling is fixed to the frame. No annoying weight has to be moved when turning the handlebars. The latter is noticeable in direct comparison to the Harley-Davidson Street Glide. When manoeuvring or at walking speed, it is very cumbersome to steer. After all, the protruding bat wing panelling also holds the stereo system and cockpit controls and instruments. In general: Protruding is a good keyword. Finagle quickly through the inner city traffic? Forget it! First of all, the two are quite wide, and secondly their almost car-like silhouettes do not exactly inspire compassion from other road users. People are more likely to let the little Smart car by.

Despite its enormous size, the Honda Gold Wing F6B is better-balanced and can move comparably more casually in the dense city traffic than the Street Glide. But the Honda also behaves more confidently on the fluid swing of curves on rural highways. Comfort comes first here. The F6B not only has longer spring deflection here than the Street Glide, but the suspension elements are also better tuned. They also work stiffly and comfortably and offer reserves in almost any driving situation. Whereas the suspension of the Harley-Davidson Street Glide is more lax and responds clumsily to small bumps. Even when carrying a passenger, the Honda suspension comfort convinces with good response behaviour and rich attenuation.  If you take wavy, long corners somewhat faster, then the Harley is a bit unsettled, squirms a bit, rocks slightly and by far is not as rich, stable and stoic as the Honda. But ultimately it’s about gliding, not about driving fast. And both models do this extremely well.

The six-cylinder Honda boxer is a model of engine quality and balance

Sorry, that should have read: Every motorcyclist should have experienced the Honda turbine once in their lives. This six-cylinder boxer is a model of engine quality and balance and a real muscle man. Already from 2,000 rpm it mightily shovels 130 Nm to the rear wheel. What do you mean, that’s not your thing? Ok, how about this then: The felt shifting point is at 1,800 rpm. That’s just above idle. The mighty thump of the six cylinder is already seducing here and you automatically click into the next higher gear. This frequently leads to the Honda Gold Wing F6B already being on the go in the top gear in the inner city – and feeling good doing it. The silky smooth boxer does not vibrate annoyingly at any speed and almost acts like an electric motor. This powerful boxer pushes everywhere and always – with an effortlessness that is unique. It only has three tiny faux pas: Of the promised 116 only 108 showed up on the MOTORRAD test bench, and of the advertised 167 NM ultimately 13 Nm were missing.

In addition, the clutch disengages abruptly and is harder to control than that of the Harley-Davidson Street Glide. And the load changes of the Cardan-driven Honda Gold Wing F6B are harsher than those of the belt-driven Harley. The last two characteristics are things only stand out when you switch from one motorcycle to the other. As the owner, you will certainly get used to them quickly.

Casual overtaking only with the right gear

Compared to this powerful, 1,832 cubic centimetre large boxer of the Honda Gold Wing F6B, also not puny 1,690 cubic centimetre large Harley twin looks old. Whether it is drive, acceleration or maximum speed, the Honda rigorously drives away from the Harley-Davidson Street Glide. Nevertheless, the Milwaukee technicians have done a great job. Because while the fat, air-cooled V2 is not a muscle man with its measured 88 hp, it is surprisingly smooth running and behaves extremely well-cultured. The Harley is a real alternative for those for whom the six-cylinder conceptually is not an option. However, casual overtaking is only possible if you have the correct gear engaged. Which means: Those who are chugging along behind a lorry at 80 km/h and 2,200 rpm should definitely shift down two gears, because it, like the F6B, is ratioed to 230 km/ha and therefore is much too long. It only reaches 175 km/h (Honda: 197 km/h). In fourth gear, the Harley V is the right overtaking power at 80 km/h and 2,800 rpm. Downshifting is also not an error with the huge cylinder capacity. But it is basically a sin.

The question is ultimately left of which bike moves most majestically. The feeling of being the king of the road definitely arises on both bikes. The turbine-like, yes even almost electric drive-like engine thrust of the F6B is like playing a computer game when directly compared to the roaring American V2, however brief. And not in reality. It is perhaps also due to the lack of sound of the Honda Gold Wing F6B, because the subdued roar from the two silencers can only captivate those with extremely sensitive hearing.

You have to introduce the motorcycles like this: the brawny F6B as the type that hikes its thick biceps under a wide-cut hoodie and always wants to remain inconspicuous, while the opponent, who has less muscle, wears a muscle shirt and struts around. Because the Harley-Davidson Street Glide has a bigger strut: a potent voice, more chrome, a better sound system and ultimately also provided with an engine that always tells you whether it is making an effort, rotating or shaking. It does not matter if the Harley consumes a touch more petrol despite its lower performance. Anyone who buys one of these bikes does not only want it to travel over distances, but rather to put it and themselves on display. Which is ultimately even easier with the Honda Gold Wing F6B than with the Harley, because it is not only big, but also so unlike Honda, and therefore always is noticeable. While this is almost always expected from a Harley.

 

MOTORRAD conclusion

Honda Gold Wing F6B

Cool, imposing, confident. The six cylinder boxer shakes its torque extremely casually off the cuff. Cruising has rarely been more relaxed, dignified and comfortable. Two hearts strike in the Honda: grand appearance, strong acceleration. The F6B raises the bar very high in terms of street cruisin’.

Harley-Davidson Street Glide

Valuable, charming, timeless. The revised Street Glide lures with chrome and a casual seating position. However, the Honda must always be subordinate in terms of dynamics, comfort and engine power. The new engine disappoints a little, because it is not significantly superior to the previous version.

 

Technical specifications

Engine

Harley-Davidson Street Glide                                                

Design: Two-cylinder, four-stroke, 45-degree V engine

Injection: Ø  46 mm

Clutch: Multi-plate web clutch

Bore x Stroke: 98.4 x 111.1 mm

Cylinder capacity: 1690 cm3

Compression 9.7:1

Capacity: 64.0 kW (86 HP) at 5,010 rpm

Torque: 138 Nm at 3500 rpm

 

Honda Gold Wing F6B

Design: Six-cylinder, four-cycle boxer engine

Injection: Ø  40 mm

Clutch: Multi-plate web clutch

Bore x Stroke: 74.0 x 71.0 mm

Cylinder capacity: 1832 cm3

Compression:   9.8:1

Capacity: 87.0 kW (116 HP) at 5,500 rpm

Torque: 167 Nm at 4000 rpm

 

Chassis

Harley-Davidson Street Glide   

Frame: Lightweight steel cradle frame

Fork: Telescopic fork Ø 49 mm

Front/rear brakes: Ø 300/300 mm

Assistance systems: Fully integrated braking system with ABS

Wheels: 3.50 x 19; 5.00 x 16

Tyres: 130/60 B 19; 180/65 B 16

Tyres: Dunlop, front D 408, rear D 407

 

Honda Gold Wing F6B

Frame: Aluminium bridge frame

Fork: Telescopic fork Ø 45 mm

Front/rear brakes: Ø 296/316 mm

Assistance systems: Fully integrated braking system with ABS

Wheels: 3.50 x 18; 5.00 x 16

Tyres: 130/70 HR 18; 180/60 HR 16

Tyres: Bridgestone, front G709, rear G704

 

Dimensions and weight

Harley-Davidson Street Glide   

Wheelbase: 1625 mm

Steering head angle: 64.0 degrees

Trail: 170 mm

Spring deflection front/rear: 117/54 mm

Seat height: 700 mm

Weight fully fuelled: 372 kg

Payload: 245 kg

Tank capacity: 22.7 litres

Service intervals: 8000 km

Price: EUR 23,995

Price of the test motorcycle: EUR 24,235 (including silver paint finish)

Additional costs: EUR 490

 

Honda Gold Wing F6B

Wheelbase: 1690 mm

Steering head angle: 61.0 degrees

Trail: 109 mm

Spring deflection front/rear: 140/105 mm

Seat height: 720 mm

Weight fully fuelled: 391 kg

Payload: 211 kg

Tank capacity: 25.0 litres

Service intervals: 6000 km

Price: EUR 24,590

Price of the test motorcycle: EUR 24,590

Additional costs: EUR 355

 

MOTORRAD measurements

Both models are near the nominal specification with their “real power”. Whereby the Harley-Davidson Street Glide trumps this a bit and the Honda Gold Wing F6B loses 9 hp and 13 Nm compared to the manufacturer’s specifications. But no matter. The six cylinder produces an almost exemplary performance curve, which is positively noticed when driving. There is always shear.

Power to the crankshaft. Measurements on the Dynojet 250 Chassis Dynamometer, adjusted according to 95/1/EC, maximum possible deviation of ± 5 %.

Power to the crankshaft. Measurements on the Dynojet 250 Chassis Dynamometer, adjusted according to 95/1/EC, maximum possible deviation of ± 5 %.

 

MOTORRAD measured values

Harley-Davidson Street Glide   

Maximum speed (manufacturer’s specification): 175 km/h

Acceleration

0-100 km/h: 5.6 secs

0-140 km/h: 10.4 secs

Acceleration

60-100 km/h: 6.7 secs

100-140 km/h: 8.0 secs

Consumption on countryside highway: 6.0 litres / super

Range on countryside highway: 378 km

 

Honda Gold Wing F6B

Maximum speed (manufacturer’s specification): 197 km/h

Acceleration

0-100 km/h: 4.1 secs

0-140 km/h: 7.7 secs

Acceleration

60-100 km/h: 4.8 secs

100-140 km/h: 5.1 secs

140-180 km/h: 7.0 secs

Consumption on countryside highway: 5.5 litres/normal

Range on countryside highway: 455 km

 

Bagger style

The new age, proper styled bagger is high in the front and flat in the rear.

Bagger style. And who invented it? Exactly, the Americans. Foto: Gargolov

Bagger style. And who invented it? Exactly, the Americans. Foto: Gargolov

 

 And who invented it? Exactly, the Americans. Once again. At some point the drivers of custom bikes were tired of not being able to bring anything along any more. But where does the luggage go? How can the comb, brush and sleeping bag be transported in real style? Best in large suitcases, water-tight and designed so that they do not disrupt the flow of lines of the motorcycle, but rather support them at best. The term bagger comes ‘bag’.

The original idea was refined and became more and more extreme in the last twenty years. The new age, proper styled bagger is high in the front and flat in the rear. The motorcycle is often made lower in the rear with shorter struts or an air-ride chassis and raised in the front by incorporating a larger wheel. 23-inch rims in front are now state of the art in the US. 26-inch rims are now also being installed sometimes. Panelling with half-height wind screens are used in order to highlight the touring character of these custom bikes. The bagger style has been a trend in the US for a couple of years and now is also slowly reaching Europe.

Article Categories:   Harley-Davidson Honda Motorcycle Reviews

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