Honda GL1500 Gold Wing (1988-2000) - Review & Buying Guide

The GL1500 is Honda’s fourth generation Gold Wing, with each iteration getting bigger, better and more sophisticated than its predecessor. Launched for 1988 and fresh from the ground up compared to the previous 1200 model, the GL1500 boasted previously unseen levels of luxury, technical advancement and long-distance capability. Indeed, the 1500 was the first production motorcycle to feature a reverse gear (actually an electrically operated function that utilises the starter motor to move the bike backwards rather than a specific ratio in the gearbox, but handy nonetheless given the GL1500’s sheer size and 360kg-plus weight).

As well as featuring an all-new 1520cc flat-six engine, the GL1500 also got a sleek makeover, with all bodywork fasteners hidden from sight – rather like a car. Comparisons with four-wheelers didn’t end there. Some Gold Wing fanatics claimed the 1500 to be characterless and too sanitised when first launched, especially compared to the previous 1200 that could trace its lineage back to the original GL1000. Such comparisons did little to dent the 1500’s popularity, however, particularly in the States where it was built (at Honda’s factory in Marysville, Ohio). In fact, the 1500 remained in production for over a decade before being replaced by the inevitably bigger, better and even more sophisticated GL1800 in 2001.

Despite the core of Gold Wing popularity being firmly entrenched in the United States, the GL1500 found many fans on this side of the pond, so hunting down a decent used example isn’t hard. Nor expensive, with clean examples starting from as little as £3250. And whichever way you slice it, that’s a hell of a lot of motorcycle for the money…

Pros & Cons

1988 Honda GL1500 Gold Wing - Prices

The GL1500 went through several updates and model distinctions throughout its 12-year run. What’s most important when looking to buy is, a) these bikes can rack up enormous mileages and still be good to do it all again provided previous owners have serviced and maintained them to the book – service history and receipts are a must; b) the specification of a GL1500 depends very much on the model. There are three distinct options: 1, the Aspencade, 2, the high-spec SE, and 3, the ‘budget’ Interstate. Obviously, the SE is the most desirable, given that it enjoys the highest level of gadgetry, and the Interstate which was eventually dropped from production after five years in 1996 is the low spec entry level offering.

1988 GL1500 J
1520cc flat-six grand tourer. First production motorcycle to feature a reverse ‘gear’. All new and a big step forward from previous GL1200. Dripping with tech, luxuries and luggage capacity the 1500 was at the time the ultimate long-distance two-wheeler. Claimed 100bhp. 360kg. Colours: grey

1989 GL1500 K
A change of colour (a slightly different hue of the previous ‘wineberry’ red), plus the loss of the 1500/6 badge on the pannier. Colours: red

1990 GL1500 L
Various updates, including an extra retaining spigot in the rear wheel (up from five to six), camshaft and carb mods to smoothen low speed cruising, and extra waterproofing of the luggage compartment. SE model launched – features two-tone paint, screen vent, top-box light, illuminated switchgear, adjustable pillion pegs and foot warmer vents for the rider. Colours: red

1991 GL1500 SE-M
Entry level ‘Interstate’ model launched alongside Aspencade and SE. Interstate 18kg lighter than Aspencade model due to the lack of reverse gear, suspension air compressor, cruise control and a less flashy stereo. Gold/brown Anniversary model launched to celebrate a decade of US Gold Wing production. Colours: gold, grey

1992 GL1500 SE-N
Interstate model gained a higher spec stereo. Otherwise, colour changes only. Colours: black

1993 GL1500 SE-P
Minor updates including a change to needle roller swingarm bearings, an update to the cruise control system and a CB radio as standard fitment on the SE model (it was previously an optional extra). Colours: black, brown

1994 GL1500 SE-R
Colour changes only. Colours: red

1995 GL1500 SE-S
Seat height of Aspencade and SE models lowered by 40mm to match the Interstate model. Suspension upgraded to improve handling. Detail changes include a chrome edge to the screen, and 20th Anniversary badges. Colours: black, green

1996 GL1500 SE-T
Interstate model dropped from range. Colours: green, white

1997 GL1500 SE-V
Engine updated to match the spec of the Valkyrie – now sharing clutch, mains, pistons, rings, valve springs, con rod bolts, gearbox and shaftdrive. Switchgear also updated. Colours: red, purple

1998 GL1500 SE-W
Minor cosmetic and colour changes only. Colours: black, red, beige

1999 GL1500 SE-X
New green colour. Colours: black, red, green

2000 GL1500 SE-Y
White faced clocks. Chrome rocker covers on SE. Colours: blue, red, green

Honda GL1500 values:
Rough £1900-£2500;
Tidy £3250-£6000;
Mint £7000-£8500

1988 Honda GL1500 Gold Wing - Engine & Performance

From the GL1000’s debut in 1975 to the GL1200’s final year in 1987 the heart of all Gold Wings was a liquid-cooled, sohc, flat-four motor. While the capacity grew steadily over the years, the engine’s basic architecture never did. Until 1988, and the advent of the GL1500.

The all-new 1500 gained two extra cylinders, making its 1520cc powerplant a flat-six with an even creamier delivery than before. Indeed, the 1500 Gold Wing’s engine and overall riding experience is more akin in many ways to a luxury car than a motorcycle. Acceleration is strong, especially for such a hefty and weighty machine. There’s very little yaw from the suspension, so rapid forward movement pins you back against the seat’s generous back rest, rather than lifting the bike’s front end, in a similar way to when flooring a big car, like a Jag or a BMW 5 or 7 series.

Top end architecture (which is actually out to the sides, given that it’s a flat layout) is familiarly simple – the same single-overhead-cam, two-valves-per-cylinder format as previous GLs because top end performance was never the 1500’s aim; rather colossal low end and midrange torque for effortless top gear roll-ons and overtakes (a max torque of 111lb.ft @ 4000rpm is large and low by any standard, even today).

A conventional five-speed manual gearbox transmits the engine’s output to the rear wheel via a pretty much maintenance free shaft final drive. Top gear has the long, low revving legs of a relaxed overdrive ratio. Despite the bike’s size and weight an average of 33mpg is perfectly possible. So are enormous car-like mileages from the engine and transmission. With low rpm and pulling power being the engine’s strengths (there’s 100bhp on tap when needed, but even that’s available under 5500rpm), the big six is rarely if ever stressed. And even though it’s now over three and half decades old in design terms, a well-kept GL1500 motor is still a delight to operate and way perkier off the line than you might expect.

If you have to pick, bikes from 1997 are the better bet because they benefit from a stronger clutch, gearbox, major internals (pistons, rings, rod bolts, valve springs, and main bearings) and final drive all lifted from the sportier Valkyrie.

1988 Honda GL1500 Gold Wing - Handling & Suspension (inc. Weight)

Never judge a book by its cover. If you do, you might imagine that given its size and weight the GL1500 handles like a bison on roller skates. And you’d be wrong. In fact the 1500 is surprisingly agile and easy to manoeuvre – at low speed in particular – thanks to a low centre of gravity, excellent weight distribution (crucial when developing a bike of this size) and its stiff beam chassis that’s all but hidden by acres of bodywork.

Suspension is air-assisted at both ends (41mm forks up front and near vertical twin shocks at the rear) to maximise ride quality and composure. Said shocks operate via a hefty box-section swingarm that doubles-up as the shaft final drive on its right side. The air-assist system is controlled by an onboard compressor that can be manually adjusted – pressure can be increased or decreased; electronic adjustment was still some way off in 1988.

A bike of the GW’s size should require huge brakes, or so you’d think. Despite a 360kg-plus weight the 1500 sports only twin 296mm discs up front and a single 316mm unit at the rear, all pinched by twin-pot calipers. Most owners find them adequate however, because the GL’s built to cruise rather than sprint, and in the US (the bike’s biggest market by far) that equates to a max of 55mph. Given a long enough runway the 1500 will romp its way to 100mph, however…

Although more agile and easier to control at low speeds than it might look, riding a GL1500 along winding UK roads requires more presence of mind than simply chugging out the miles on an American freeway. Ground clearance is limited, and changes of direction once committed are not always forthcoming. So, planning ahead is key to extracting the best out of this grand tourer.

1988 Honda GL1500 Gold Wing - What to look for

Alternator failure
An issue that affects all GL1500 models – after all, Wings pack a lot of electrical equipment and trickery so the electrical system has to work particularly hard. Failure of the alternator (symptoms include wiring from the windings working loose and, in worst case scenario, the rotor itself failing) is more common on bikes produced after 1996, when Honda swapped from Japanese made alternators to inferior Chinese parts.

 Electrics
The aforementioned alternator issue is common, but it’s key to thoroughly check all electrical systems on a Wing you’re looking to buy because there are a lot of components that can fail, leading to many frustrating hours in the shed.

Inaccurate instruments
Readings from the fuel and temp gauges can be wildly inaccurate, so don’t miss the chance to fuel up before heading deep into remote territories. The LCD centre display can fail; replacements are hard to find. Additionally the switchgear can become ‘sticky’ and awkward to use over time. The only cure is to either strip and rebuild the clusters or replacement.

Gearbox
Get a test ride before committing to buy, because fourth gear can be a problem, refusing to engage smoothly or at all. The issue on more common on pre-97 bikes; GLs produced after that benefitted from the more robust Valkyrie transmission. Repairing a dodgy gearbox is a time consuming and expensive job.

Engine
Hugely reliable and capable of massive mileages provided it’s been regularly serviced. Oil changed are advised every 6000 miles. If you’re looking at a high miles example (nothing inherently wrong with that) check that the valve clearances have been checked/adjusted at 60,000 miles and the timing belts have been replaced at 100,000 miles or every seven years. The latter can be an expensive job if carried out by a garage. Check the waterpump for leaks – these are known to fail at higher mileages.

Screen
The Gold Wing’s screen is like a car windscreen rather that a piece of Perspex atop the fairing. You look through it, not over it, so ensure that it’s not scratched, or you’ll struggle to see where you’re going.

Leaks
Get under any potential buy and check for oil and or water leaks. They do occur and depending on where the leak is coming from can be a proper pain (and hideously expensive) to fix.

Chassis bearings
GL1500s are no shrinking violets. They weight more than 350 kilos so the chassis bearings – wheel, swingarm, and head bearings – have a lot to contend with. Put the bike on its centrestand to check for play or notchiness in any of the aforementioned.

Seats
Wings tend to run up big mileages, and one component that suffers as a result is the seat, or seats. Check that they’re still in good order, aren’t ripped, and haven’t lost their ability to cosset. Replacements aren’t cheap.

1988 Honda GL1500 Gold Wing - Rivals

1999 BMW K1200LT - Accomplished inline-four grand tourer with a spec, comfort and finish you’d expect of a German range topper. Received a major overhaul in 2004, gaining an extra 15bhp in the process. Like the GL1500 the 1200LT is a big unit – all 345 kilos of it; kerb weight of later models is a whopping 387kg – but handling is remarkably agile for a bike of its size. Fortunately there’s a reverse gear too, to make low speed manoeuvrability easier. A superb super tourer and a definite competitor to the GW, so well worth considering if a GL1500 is on your list.

1995 Harley-Davidson FLHT Electra Glide - Full dress Harley with a wonderfully relaxed ride thanks to its big-bore V-twin engine. Sumptuous accommodation for rider and pillion alike, plus plenty of gadgets to maximise long distance comfort. Low centre of gravity aids handling, but ground clearance is limited and as an overall package the Electra Glide lacks the sophistication of a Gold Wing or a 1200LT BMW. Capable of huge trouble free mileages if kept in fine fettle – the mechanicals are simple, but issues can be experienced with electrics and gadgetry.

1989 Kawasaki KZ1300 Tourer - Kawasaki’s legendary six-pot Z1300 in grand touring trim, built primarily for the US market. King/queen seat is sumptuous, but the bike’s overall design and engineering is a whole decade and a half behind that of the GL1500. Rare and now hard to find, yet less desirable than the stock naked Z1300. Finding Tourer specific spares – fairing, panniers, seat, bars etc – won’t be easy. Keeping a Gold Wing or K1200LT on the road will be much less hassle. One for Kawasaki nerds only.

BMW K1200LT, 1999 | Approx Price: £2000-£3500

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Power/Torque

98bhp / 84lb-ft

Weight

345kg

Harley-Davidson FLHT Electra Glide, 1995 | Approx Price: £4500-£6000

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Power/Torque

67bhp / 79lb-ft

Weight

344kg

Kawasaki KZ1300 Tourer, 1989 | Approx Price: £4500-£6500

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Power/Torque

120bhp / 85lb-ft

Weight

314kg

1988 Honda GL1500 Gold Wing- Verdict

Honda’s Gold Wing is legendary. The name alone conjures up thoughts of luxury, excess, and the very best in long distance touring. The 1500 model saw the birth of the modern Wing – super smooth, sophisticated and class leading. And while the 1500 is now more than three and half decades old, a good one still makes a fine tourer for both you and your pillion. The fact they’re so affordable only sweetens the deal. If an 1800 is beyond the stretch of your wallet, the 1500 is definitely the tourer for you.

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1988 Honda GL1500 Gold Wing - Technical Specification