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Honda Gold Wing F6B Review - Front

Honda Gold Wing F6B Review

After a week spent on the new Honda Gold Wing F6B, it’s time to review this bagger and share what we learned.

Once upon a time, anything with a set of saddlebags thrown over it was called a Bagger. It could’ve been an inline four with a batwing Vetter fairing, all the way down to a lowly single. It didn’t much matter. Nowadays Baggers are in a class all on their own. They combine the low, lean, bad-to-the-bone styling of a cruiser, with a fork-mounted fairing, and some hard saddlebags – without the top box. Honda’s Gold Wing F6B and it’s matte silver finish encompass all the elements of the modern day Bagger, in the heavyweight division.

The Gold Wing is the pioneer, innovator, and leader, in touring motorcycles. The Honda GL line up has been consistently raising the bar in motorcycle touring dating back to the original; the 1974 Honda Gold Wing GL1000. While Honda was running its “You meet the nicest people on a Honda” campaign promoting bikes such as the Honda Cub, Benley, Dream, and the CB350, they were simultaneously unleashing this certified-beast on the world: 1,000 cubic centimeters, twin disk brakes up front, single disk brake in the rear, four cylinders, liquid cooling, electric starter with backup kickstart, and shaft-driven final drive. Much has changed, but the Gold Wing is still every bit as dominant in its class. Honda’s latest installment, the F6B takes the Gold Wing in a new direction.

Honda Gold Wing F6B Review - Front

Honda’s entry ticket into the Bagger wars was the F6B. It’s not so much an all-new model as it is a variation of the popular Gold Wing, less a few goodies, with a couple tweaks. The F6B weighs in at 851 lbs (386 kg) wet, about 70 lbs (31 kg) lighter than its 919 lb (417 kg) Gold Wing ABS sibling. The center rear bag has been knocked off. Most chrome accents have been blacked out. Other small comforts are missing as well, from heated grips for the rider, to a passenger backrest and a passenger heated seat. The good news is that the F6B isn’t just 70 lbs lighter than the Gold Wing. It’s also $7,000 CAD more affordable in Canada, or $3,500 USD less expensive in the United States. You can add a lot of goodies to the F6B for the money you’ll save, if you feel there’s something missing.

Hondaphiles will try to sell you on this being Big Red’s très bad ass, less-is-more touring cruiser, à la Harley-Davidson Road Glide (or a half dozen other Japanese touring cruiser offerings). While the Gold Wing often gets dubbed as the couch-on-wheels of the motorcycle world, at first glance the F6B struck me as a slightly lighter, slightly less practical, slightly less comfortable Gold Wing. I began to question whether all of the changes will take away from the legendary Gold Wing experience.

Honda Gold Wing F6B Review - Dashboard

Honda did do a good job with what’s left of the Gold Wing platform. The F6B comes standard with ABS, AM/FM radio with Auxilary in  but no Bluetooth or controls for MP3 playback. It also comes with intuitive cruise control, a 25 litre capacity fuel tank, excellent H7 lighting, integrated turn signals, electronic fuel-injection. Safety features include ABS, combined braking, anti-dive system to ensure stability while braking even at highway speeds. There are also more buttons and turn-knobs than I can count without taking my socks off.

In other words, while you might be missing some of the bells and whistles, the F6B is still getting the full benefit of Honda’s renowned research and development in the Gold Wing. Unlike heated grips, that’s something you can’t buy.

The display screen is visible, even in sunlight. It isn’t touch screen, and is surrounded by buttons, though you’ll end up using the buttons by your grips more often than not. The system is extremely intuitive in some instances, such as setting or changing the time. It gets a little more tricky to grasp in others, such as cycling through commands, controls, and options. Everything is neatly arranged. The gamut of radio controls are beneath the rider’s left hand and away from the grips. You’ll find most of what you need, including an excellent cruise control system, right at the grips.

Honda Gold Wing F6B Review - Controls

A standard auxiliary audio jack is found in the front fairing left side storage. The jack bends at a 90-degree angle. Unfortunately, riders planning on playing tunes may need to remove their cell phone from their cases in order for the jack to fit. It’s an unnecessary nuisance that Honda could easily fix from factory. Unfortunately, F6B riders may need to find ways to modify their cell phone cases to accommodate the jack. Given the anticipated use of devices for touring, it was surprising to see no charging options present on the F6B.

Audio is controlled by convenient left-hand activated switch to adjust the volume, change radio frequencies, and even mute the speakers for a quick chit-chat between you and your passenger. They also come in handy for when you need to yell at cager. The auxiliary audio jack is neither iPhone nor Android specific. That means the Gold Wing F6B does not have any controls for skipping to the next song or pausing while riding.

Honda Gold Wing F6B Review - Audio Controls

The Ride

Once seated on the F6B you’re entering familiar Gold Wing territory. The F6B borrows its powerplant from the Gold Wing, bringing with it absurd smoothness and what feels like a noiseless engine. It’s about what you’d expect from a magic carpet ride, Aladdin. The big 1,832 cc, six cylinder horizontally-opposed motor puts out about 100 horsepower and 105 lb. ft. of torque. That gives the F6B a 0-60 mph (0 – 96.6 km/hr) in 4.15 seconds. The bagger is impressive, but the performance is smooth and un-intimidating.

The five-speed transmission with overdrive shifts positively. My demo unit (with all of 13 km when I picked it up) never slipped or left me wondering which gear I was in. Shifting was smooth and without clunk.  I did find that, ironically, I could not wear my clunky Harley-Davidson riding boots while riding the F6B. They were too big and made shifting cumbersome. Big-footed folks, watch out for that. Final drive was via low-maintenance shaft drive. The motor’s parallel two-valve cylinder-head design uses direct shim-under-bucket valve actuation, along with camshaft chains with automatic adjusters provide maintenance-free operation.

Even in overdrive, Honda’s F6B cruises comfortably at 130 km/hr (80 mph), with roll on power still left.

Honda Gold Wing F6B Review - Front Left Side

Everything is all very cleanly routed on the F6B, all cables and hoses are well hidden and the bike’s overall appearance, and sometimes engine sounds, are almost a little too perfect and borderline-robotic.

Most cruiser suspension leaves aggressive riders wanting more. Honda’s F6B delivers 4.8″ of travel in the front over 45 mm front forks and 4.1″ of travel in the rear. The overall suspension, front and rear, does a good job of soaking up all of the imperfections of urban roadways. A missing patch of tarmac on the highway was no problem for the Bagger.

The Honda stops well, thanks to front dual 296 mm disks, and a single rear 316 mm disk, all with three piston calipers. The F6B is also equipped with technology such as ABS and Dual-Combined Braking System. An anti-dive system to stiffen up the front suspension on hard braking in order to help keep the bike stable.

Honda Gold Wing F6B Review - Front End Suspension and Motor Side

The F6B has a 28.5″ (725 mm) seat height. I’ll be honest, at somewhere between 5’10” and 5’11”, I wished it was a little lower. The F6B’s 851 lbs wet weight, though lighter than the traditional Gold Wing, is still a heavy beast. Coming to a sudden stop, especially with a passenger, means having to quickly be able to put your feet down to stop the half ton heft from tipping over. It isn’t so bad if you can flat foot your motorcycle, but at 5 foot 10 and a half, I couldn’t do that without sliding forward down the seat. The seat itself isn’t cramped for the rider, but on a long ride my passenger complained of wishing the F6B had the Gold Wing’s backrest. A backrest is available in Canada, but it will cost you an extra $430 CAD. In the United States a backrest will cost you $400 USD.

Despite it’s 66.5″ (1,690 mm) wheelbase the Gold Wing handles relatively well once at speed. Honda has given the Gold Wing family low and forward leaning engine placement to help handling and maneuverability. Unfortunately at parking lot speed the F6B shows her size. Walking her backwards is an exercise in patience. Navigating her on your tip toes through a gravel parking lot will make you wish you had drank more milk and done more stretches when you were younger.

Honda Gold Wing F6B Review - 40th Anniversary Emblem

While the fairing keeps cold breezes from the rider’s hands and chest, the hacked-down-to-nothin’ wind screen creates wind noise. A lot of wind noise. Sure, it’s great to look over a windscreen, rather than through one, but the effect definitely takes away from the patented Gold Wing couch-on-wheels experience.

Fuel economy was about 37 to 40 US-MPG (6.4 to 5.9 lt/100 km). A 25 litre tank should get you a cruising range of over 375 km. After that you’ll want to make sure you’re pulling over at the next sign for a gas station. When I’m travelling, I like to pull over every hour or two anyway just to stretch and have some water, so I never came near running low on gas on the F6B.

Honda Gold Wing F6B Review - Storage


A week spent on a review of the Honda Gold Wing F6B determined that the bagger does live up to it’s hype. Honda promised “Gold Wing comfort and performance, with a clean hot rod style.” The F6B delivers. Even still, the thousands of dollars saved versus the cost of purchasing the traditional Gold Wing do bring with them the absence of the bigger Gold Wing’s amenities. The Bagger is up against the Yamaha V-Star 1300 Deluxe, Harley-Davidson’s Street Glide and Road Glide, and Kawasaki’s Vaqueros. Many of these competitors can be had for significantly less. Some of these competitors arguably offer a lot of bang-for-your-buck in comparison, specifically the V-Star 1300 Deluxe which retails for $9,000 CAD less in Canada, and comes with GPS, 220 lbs less weight, and a 1.3″ lower seat height.

The F6B is stylish and when riding it at speed it becomes clear that this bike is an offshoot of Honda’s flagship motorcycle. It offers more in the way of technology and development than its competitors, but it weighs in heavy, and short to average riders will be conscientious of this whenever they put their feet down.

Wind noise does draw away from the traditional Gold Wing comfort, but the F6B makes an excellent bagger. If you don’t need all of the extras, the motor is so remarkably smooth and quiet, you’ll almost forget that a better Gold Wing exists.

MSRP in Canada is $23,499 CAD, and $20,499 USD in the United States.

Honda Gold Wing F6B Review - Profile

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About Adrian

Adrian is the YouMotorcycle Editor. He never planned on becoming a blogger, but liked the idea of sharing his passion and encouraging others to get out and ride. He believes that anyone thinking about buying a motorcycle should hurry up and buy one, and that everyone who already owns a motorcycles should ride more. He likes V-Twins, scooters, and breaking social norms. He occasionally wears a suit and high-top sneakers when he rides to work. Sometimes he takes out his tools and everything goes from bad to worse. Sometimes everything just falls into his lap. Whatever the case he stays grateful and always tries to learn. If you feel motorcycling is a lifestyle, follow him via social media.


  1. Adrian @YouMotorcycle gives us a thorough review of the @HondaPowerCA Gold Wing #F6B http://t.co/plQ7oTDGXa

  2. Only two comments…….well, three.

    First, great review! (That’s the one I almost forgot! Good job, Adrian!)

    Second, that shot of the saddle bag with it’s lid open just screams of the potential for “spillage” every time it’s opened. (I can almost hear my 40 pounder of Johnny Walker smashing on the concrete in the Days Inn parking lot! Ouch!!)

    Lastly, the final photo of the bike, with the farmer’s fields in the distance…..doesn’t it look like the centre of gravity of this bike must be about 2 feet UNDERGROUND?!?! That is one low-slung, hot-rod mother-looking cruiser. But, strangely, it also looks like the passenger seat is altogether missing!

    Given Jay Leno’s vehicle acquisition budget…….this baby would definitely be on my list!

    • Thanks Michael. The saddle bag lids open slowly and we had nothing fall out violently, but a little attentiveness is necessary. On the plus side, everything is accessible, even what’s on the bottom, which isn’t the case with top opening saddlebags. Need to take the good with the bad.

      As mentioned, Honda does a lot to keep the center of gravity down low, but I still found the bike uncomfortable in parking lot speeds. On the highway though, man, pure smoothness.

    • Your bottle would only fall into the open lid of the saddlebag.

  3. Awesome review. I’m a Hondaphile so will overlook the few short comings of this Rocketship. Took one out for a test ride — felt like I was riding an arrow just shot out of a bow !

  4. Love my F6B! I have fallen for the HD marketing too long! No more numbing vibration or defening noise.
    F6B is way ahead of any “bagger”! No looking back for me…. because there is nothing in my MIRRORS!
    Thanks HONDA!

  5. I’d buy one in a New York Minute. But I sat on one and couldn’t fit my left shoe over the shifter. I’m not a giant, I wear size 10.5 shoes. Would it kill the design to move things a bit so people with boots (not Chuck Connor sneakers) can shift? I can’t bring myself to ride with sandals or slippers and a foot size reduction is too steep a price to pay.

  6. I have a USB cord in my left saddlebag that charges my phone and plays music through the sound system. It was factory installed. I ran an extension up to the centre glove box. Works great.

  7. Bought a 2013 and let’s not beat around the bush. What a disgusting piece of shit the bike is. The screen makes it impossible to ride. When you stop the seat sticks into your thighs. The bars are off a wheelbarrow with too much flex? The fairing is half a car front . Tgeres no engine braking . The bike is like riding an overweight scooter. IHow Honda could put such tgrown together pos is beyond me. Plus weak gorks, headstock bearings wesr out, vibration and wobbling. A totally unrideable excrescence.Not had one ride on it in 3 months and cant wait to get rid of it as soon as i can get the useless forks fixed. Its also too fat too slow no leg room and cheap plastic. What morons like these things?

    • Larry, this is probably my favorite comment of the season lol

      • I bought mine online imported from Queensland. Low mileage and famous brand…what could go wrong? Had it maybe 4 months and its just been in a workshop all that time. Chose a taller screen and thats still has buffeting. Its like riding a runaway scooter with a rubber hammer smashing your helmet.
        I have been offered a good price but…one of the problems was vibration from the front. So one of the remedies online to fix the Wing Wobble and participate in Hondas R&D programme was to change the stock springs. This was done but I had no travel. I returned it and 5 weeks later I am still waiting. The nearest mechanic is 140kms away.

        The bike is awful. I am glad I still have my zx14r Kawasaki which is flawless.
        You cannot ride the bike due to low screen lousy seat and that Civic front end they glued to the front.

        • I bought my 2016 F6B used as well. Same issue with buffeting. Previous owner had an aftermarket windshield installed. I added the tall VStream Touring windshield. Love it and no more buffeting. I’m 6’1”

          No vibration or issues from the front end on mine, however many Goldwing owners with similar issues replace the stock bearings with All Balls steering bearings and that solves the problem. It will be an upgrade on mine if needed in the future.

          My next purchase for my F6B will be the Ultimate Seat. I thoroughly love riding my F6B.

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