Honda Goldwing prototype M1

Goldwing BMW K1600 GTL

Honda Goldwing 1800 and the BMW K1600 GTL Challenge

Thanks for the information old goldwinger.

The Honda Goldwing 1800 in its present state of tune and weight simply does not favourably compare to the BMW K1600.

I suspect it would be difficult for Honda to lower its present hefty 900 lbs to match the BMW K1600 GTL and still maintain its present configuration and creature comforts.

The basic configuration of the Honda engine does have the potential to match or even better the present K1600 output, but would require a few significant modifications to allow more efficient higher engine speeds.

Simply increasing the displacement to 2000 cc may not be enough.

The main engine limitations are the low compression ratio and volumetric efficiency. It simply was not designed as a high speed engine.

Both could be addressed with the changes to a 4 valve head and different cam timing. This would allow a much higher compression ratio and improved volumetric efficiency at higher RPM.

The present piston speed at maximum HP RPM is the lowest I have ever found at about 2500 feet per minute. Typically modern non-racing motorcycle engines have piston speeds between 3600 to 3900 feet per minute at maximum HP.

This would suggest the engine could operate at higher speeds. What it needs is improved volumetric efficiency and increased compression pressure to take advantage of the higher RPM potential.

The present very low piston speed could be a factor in its legendary reliability and long life.

A low cruising engine RPM of 2500 at 60 MPH is also a feature I suspect many touring types would favour.

With its present 71 mm stroke, at a piston speed at maximum HP of 3900 feet per minute, the engine speed would be 8370 RPM.

Honda Goldwing prototype M1

Both the Goldwing 1800 and BMW K1600 GTL have the same 71 mm stroke.

At a piston speed of 3900 feet per minute at maximum RWHP, many modern non-racing motorcycle engines develop over 4 RWHP per square inch of total piston area at maximum RWHP. The VMAX comes in at about 4.25 RWHP per square inch of piston area.

Both the Goldwing 1800 and VMAX 1700 have the same 40 square inches of total piston area.

At the same state of tune as the VMAX, the Honda Goldwing 1800 could produce 170 RWHP at 8400 RPM. Same as the VMAX.

With the above proposed engine modifications, the Honda prototype EVO 6 could be interesting as a challenge to the VMAX. Especially if Honda also increased the displacement to 2000 cc by only changing the bore. The EVO 6 focus although is not on touring or sport/touring.

I am left with the impression from many of the statements of many members they still want the accents to be on touring and comfort with lots of low end power but in a much lighter package.

Many members of this web site are making powerful statements in considering and ordering the BMW K1600 GT or GTL over the Goldwing.

Honda has pretty much had its own way with the Goldwing for many years. It will be interesting to see how Honda reacts to the very real BMW K1600 challenge.

Honda Goldwing prototype M1
Honda Goldwing prototype M1
Honda Goldwing prototype M1
Honda Goldwing prototype M1

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