The Odd Couple
CW COMPARISON
THE ODD COUPLE
Crossing boundaries with the Harley-Davidson Electra Glide Ultra Classic and the Honda Gold Wing SE
DAY ONE, 9:30 P.M.
“It occurs to me that this sure isn't Switzerland.”
Jon Thompson was right. It was Gila Bend, Arizona, not the most-glamorous place to find one’s self at the end of a long day of riding touring bikes. “This is more like Yuma, but without the glitter,” he said sarcastically while poking at a plate of refried beans. The stench of stale cigarette smoke hung in the air of the small café, and the steady wail of a vacuum cleaner came from an adjoining room where the waitress was tidying the floor. She was attempting to close for the night and wanted nothing more than for the two Eskimo-garbed motorcycle riders to pay up and leave.
Ron Lawson, paying no attention to the waitress’s vacuuming or Jon’s geography lesson, was wolfing down a plateful of brown beans, brown rice and brown, cheesy-looking things. He sipped from a glass of brown liquid and said, “I still don't know what you mean about the Honda. How can you fault it for doing things so well?”
“I'm not criticizing it for being good,” Jon replied, thankful for the change in subject. “I just think the Honda lacks a certain style that the Harley has.”
Eventually, the discussion wound down, the check was paid and the two riders started walking across the parking lot to the Best Western Space Age Motel. “I sure hope I can call Laura from the motel,” said Jon, lost in his thoughts.
“I sure hope the motel has HBO.” said Ron, attending a very different set of thoughts.
There are more than 200 million consumers in America, and any one of them can tell you, contrary to what Modern Entrepreneur magazine might say, that there are a lot more ways to spend money than there are ways to earn it. The Harley-Davidson Electra Glide Ultra Classic and the Honda Gold Wing SE represent two extremely effective, yet very different, ways of spending quite a chunk of change. They are the two most-expensive touring bikes on the market. Introduced in 1988, the Honda GL1500 flat-Six is the successor to the 1000/1 100/1200cc flat-FourGLs that became America's favorite touring mounts not long after the first GL1000 hit the streets in 1975. And this $13,498 SE version of the basic 1500 carries a full load of Cubic Stuff, gadgets and doo-dads intended to amuse and delight. But despite its seeming excess, the SE exudes an air of refinement, and its overall performance is more impressive than you would think possible for such a massive motorcycle.
At the opposite end of the spectrum is the $13,695 Harley, a bike that recalls what open-road touring was all about before the first Gold Wing came along and changed the rules. The Harley prefers to play by the old rules, the ones that deal more with the human elements of touring, with sensations and emotions rather than pure efficiency and outright performance. The Harley does have a few gadgets, like an AM/FM/cassette stereo, an electronic cruise control and a CB radio; but as much as anything else, those are Harley-Davidson’s concessions to the fact that even the most traditional of touring riders often are susceptible to the lure of Cubic Stuff.
Nevertheless, these bikes represent two completely different philosophies about touring. One embodies touring as it was conceived, the other, touring as it has evolved. But is one philosophy better than the other? Does anyone really need the Honda's extravagance? Is the Harley a throwback, a remnant of a time that's better left forgotten?
DAY TWO, 7:45 A.M.
“. . . so me and the wife have been celebrating putting the last kid through school,” Earl was saying as he inspected the trailer hitch on his 1986 Gold Wing.
Jon stood in the parking lot of the Space Age and listened to his newacquaintance as Ron went to check out. “That’s why you're in Gila Bend?” Jon joked. “Sounds like a heck of a celebration.”
Earl smiled warmly. “Oh, no, we’ve been traveling all over the country. We stop when we want to stop and leave when we want to leave.” He then turned his attention to the new GL1500. “Man, this is nice. A lot of my friends have these. Did they change the fork this year?”
“I don't think so,” said Jon. faintly annoyed that Earl seemed oblivious to the Harley. “The Electra Glide is real nice, too, you know."
“Uh. yeah. Do the Honda's passenger footrests adjust? What’s this lever do?”
“It adjusts the passenger footrests. You really like all that stuff?”
Earl looked at Jon with a blank expression. “Sure. Don’t you? I love traveling in style.”
When Ron returned, Earl was gone and Jon was still reflecting on the conversation. “I suppose everyone has a slightly different definition of style,” Jon said.
Ron was busy trying to stuff three complimentary donuts he had picked up at the office into one of his saddlebags. “Yeah,” he replied. “Some people just don’t have any class.”
The 1520cc, liquid-cooled engine, the incredible smoothness and the untold sophistication of the standard Gold Wing weren't enough for Honda. The ante had to be upped. So, for 1990, Honda built the SE, an upgraded model with nine features that set it apart from the standard Wing. As Earl had learned, the SE has twoposition passenger footboards (the standard’s are fixed) that the copilot can adjust with the pull of a lever located just below the right-rear speaker housing (which is empty, since rear speakers still are an option on all GL 1500s); it also has a closeable vent at the bottom of the windshield; ducts in front of both footpegs which, when opened, are intended to route warm air to the rider’s feet; cornering lights that operate when the turnsignals are activated; illuminated handlebar switches and controls; a trunk-mounted spoiler that incorporates a taillight/stoplight; an upgraded stereo system; a special paint scheme; and a plastic cover, built into a pouch at the back of the passenger saddle, that can be unfolded to protect the seat overnight.
When you consider that these are features over and above what is already included (for $2000 less) on the standard Gold Wing, the SE’s total array of “it has” is overw helming.
It already has an electrically driven reverse gear, a computerized cruise control, integrated front and rear brakes, an on-board air compressor for adjusting the rear shock (and that also can be used to inflate tires, beach balls, etc.), plus enough vents, ducts and other assorted thingamabobs to keep a new SE rider’s nose buried in his owner's manual for weeks.
How many of the Honda's 'bobs are practical? That depends on whom you ask.
DAY TWO, 11:30 A.M.
“Now, there's something that’s really practical.” the junkyard man said proudly to his two visitors. He was motioning toward the sad remains of a two-wheel-drive Rokon Trail Breaker, vintage unknown. Its pull-start cord was hanging out. looking as useless as its bright-orange, rusted chains—both of them. “It’ll go over anything, and you can fill up the hollow wheels with about 10 gallons of drinking water, too.” A slight wave of nausea simultaneously swept over Jon and Ron.
“How' much do you get for one?” Ron asked, steadying himself on a nearby stack of wheels.
“About $1400. 'Scuse me, that's the phone ringing,” said the man as he disappeared in the general direction of a great mountain of abandoned ATV parts.
The two riders had been overdue fora break when they passed this motorcycle junkyard. They simply had to stop. And as they wandered through a field littered with hundreds of old bikes, their conversation returned to the Harley/Honda debate.
“You just don't need all the SE's stuff,” Jon said, stepping over an SL 100 exhaust pipe.
“But the Honda carries all of its stuff well,” was Ron's reply. “If it all works and doesn't get in the way. what's the problem?”
“It all works, huh?” asked Jon in an obvious set-up. “So, how often do you need to pull the little trigger that adjusts the passenger footrests?”
“Well, that might seem a little over-complicated, but any passenger w ho’s been riding back there for days on end will really appreciate having an alternative footrest location, and the ability to adjust it on the fly.” “Okay, but could you notice any difference when you opened those vents in front of your feet?”
“I think so. Sort of. Well, no, actually,” Ron had to confess. “But the first time you have to back the I larley up a steep parking lot. you'll want a reverse button, real bad.”
Jon replied with his best that'll-bethe-day look, and made a mental note never to head the Harley into a parking space with its nose pointed downhill.
About then, they came to a stop at the far end of the junkyard. In front of them was a rusted Suzuki RE-5, missing its rotary engine, and a Norton Commando that looked fairly appealing. Jon seemed to think that meant something.
To a Harley-Davidson aficionado, the notion that open-road touring bikes didn't exist before the Gold Wing came along is mildly offensive. The FLU King Óf The Highway that first appeared in 1957 came standard with a windshield and saddlebags. By 1965. an electric-start model appeared. giving birth to the Electra Glide moniker. And even down to its handlebar-mount fairing, the modern Electra Glide Ultra Classic doesn't differ very much in concept from that original model. Over the years, Harley’s engineers have brought new technology to bear only w hen and where they felt there was a definite advantage to be gained.
For example, the basic design of the air-cooled. I 340cc Evolution VTwin motor dates back decades, but for the last 10 years it has been held in place by a system of rubber mounts that isolate most engine vibration from the rest of the bike— though there’s still a lot of thump and bump at idle. And as with all of today’s H-D Big Twins, the Electra Glide’s final drive is through a toothed rubber belt, a system that has proven nearly bulletproof.
Even in the Electra Glide's few touches of gadgetry, the overall theme still is simplicity. The stereo has few buttons: Ónly the treble and bass knobs are located on the body of the stereo, while the rest of the work is done via thumb controls on the handlebar. Likewise, the cruise control performs all of its functions through an on/off switch and a multiuse handlebar switch.
Still, is the Harley so refined and evolved that its remaining imperfections are unworthy of notice? That, too, depends on whom you ask.
“It’s really no big deal. I just think it’s funny, that’s all,” Jon commented as he pumped gas into the Harley.
Ron nodded in agreement. ‘T think it’s funny, too. Whatever you do, don't yaw n; you might go blind.”
“It doesn't really matter how wide I open my mouth. But whenever my teeth aren’t touching, my vision gets blurry,” Jon explained. “It only happens when I'm in top gear on the Harley. It must be some high-frequency vibration I can’t feel any other way.”
Ron grinned. “Jon, I think you're really weird.”
The gas-station attendant, who was pretending not to hear, let an involuntary chuckle escape. But as he turned and said. “That'll be sevenfifty-eight altogether.” he saw that both Ron and Jon were staring at him, and apparently felt that was an invitation to join the conversation. “That Harley might make you see funny,” he blurted, “but it took about a gallon less gas.”
“No tip for you,” muttered Ron as he dug for his wallet.
“I never get tips,” the attendant responded.
“And you wonder why?”
Out on the open road, the Honda and the Harley are right in their element. Both are extremely comfortable for their pilots and copilots. Both have excellent seats and good ergonomics. Both have high-quality sound systems. And both bikes are a delightful way to watch the miles, the states and the countryside roll by. But they are still as different as two touring bikes can be. And in most ways, the strengths of one serve to highlight the weaknesses of the other.
For example, the Harley is easier to maneuver through tight turns than the Honda. It steers and leans with less effort, and gives the rider much better feedback through the handlebar. Out on the open road, the Harley also tends to stay on its appointed line more dependably while the rider gawks at the scenery.
The Honda steers and corners with surprisingly little effort, too, but it generally feels more cumbersome than the Harley, particularly at lower speeds. The Honda’s extremely long, w'ide handlebar positions the grips far to the rear of the steering head, which can give the steering a “tiller” feel; the length of the handlebar also contributes to a slight lag between the rider’s steering input and the chassis' reaction to it. And compared to the Harley, the GL is slightly more prone to drift off-course when the rider diverts his attention from riding to sightseeing.
Conversely, the quality of the Honda’s suspension makes the Harley’s fork and shocks seem so-so at best. Both bikes have air-adjustable rear suspension, with the Honda's on-board compressor making adjustment much easier. The Honda's fork is non-adjustable, but the Harley's can be pumped up through an air valve at the left end of the handlebar.
Regardless of how the Harley's suspension is adjusted, however, the ride is slightly rough. Even with no air in its shock and its fork down to its minimum of 10 psi, the H-D can’t match the Honda for a smooth ride. Heavier riders might complain that the Honda’s fork is too soft and can't be adjusted, but the ride up front otherwise is quite good. And if the shock is properly pressurized for the load it must carry, the rear of the Honda offers a terrific ride.
An objective look at the power output of these two supertourers also favors the Honda. Both bikes have lowrevving, torquey motors, but the Honda’s is more willing to run, pass and accelerate. Plus, it starts easier, warms up faster and is quieter. The Harley coughs when cold, and compared to the Honda it is reluctant to accelerate and subjects its rider to more mechanical and exhaust noise.
Actually, the exhaust sounds emitted by both bikes are delightful, but as with most everything else, those notes are entirely dissimilar. The Honda makes noises like a muffled little race car, answering any opening of the throttle with a sharp, lightflywheeled rasp. The Harley, on the other hand, hammers out what probably is the most-familiar rumble in all of motorcycling. There’s something undeniably satisfying about the uneven, heavy-flywheeled pa-bump, pa-bump of the monstrous V-Twin, and no amount of technology is likely to improve upon that.
DAY THREE, 10:00 A.M.
“I wonder if they'll sell me that cow skull,” Jon pondered out loud. “I lost my old cow skull in the divorce. That reptile.”
“I believe cows are mammals. Their skulls, too,” Ron said, not really paying attention.
“I mean my ex-wife, not the skull.”
The two of them were sitting in an Arizona roadside diner, both shivering visibly after riding all morning in a snowstorm, both wishing they were somewhere warmer.
Jon looked down from the skull on the wall and held his coffee mug with both hands. “Is it my turn to get back on the Harley yet?”
“What would your ex-wife want with a cow skull?”
“Who knows. It was probably a relative. How about it? I've been on the Honda all morning.”
“Be my guest. I think the Honda’s warmer, though,” said Ron, wondering if it were possible to freeze to death just by thinking about getting on a motorcycle.
“Well, parts of the Honda are warmer, and parts of it aren't. The Harley gets your knees real cold. Air comes in over the lowers and under the fairing. But it also has better hand protection, and right now, both my hands are frozen stiff.”
“Fine. So now you’ll have frozen knees, too.” Ron replied. “Are you ready to go?”
There was a long pause as they stared out the window and found that snow had begun falling again. They looked at each other, then at the waitress. “Two more coffees,” they called out in unison.
In determining how these two touring giants stack up against one another, it’s important to remember one essential fact: People are different. Even among people with so much in common that they all love to ride large motorcycles over great distances just for pleasure, there are enormous differences.
It shouldn’t be surprising, then, that vast differences exist between the Harley and the Honda; they’ve been designed and built to accommodate entirely different kinds of touring riders. The Electra Glide is for fundamentalists, people who want to see a motorcycle’s engine and feel it at work, people who may enjoy a few basic luxuries but who don't buy into the entire Cubic Stuff concept, people who believe that new technology can't always supply the best answers to old questions. So, yes, in many ways the Harley is a throwback; but to the fundamentalists, that’s the bike’s strongest appeal.
The Honda resides near the opposite pole, the one that attracts riders who want to travel in as much luxury as two wheels will allow. The GL offers them the sheer comfort, the spirited performance and the technological sophistication they demand, along with enough little tricks and gadgets to keep them entertained along the way. Unquestionably, the Honda is extravagant; but proponents of Cubic Stuff wouldn't have it any other way.
So, in this war of supertourers, there are no casualties. Matter of fact, there’s not even a war, since each bike is vying for the attention of a significantly different audience. If you're a prospective buyer of a top-of-the-line touring machine, your decision is not about which one of these two is best; your decision is about which one is best for you.
Thankfully, on the highways and byways and interstates of America, there is room enough for both.
ELECTRA GLIDE ULTRA
$13,695
Harley-Davidson Motor Co., Inc.
SPECIFICATIONS
GOLDWING SE
$13,498
American Honda Motor Corp.
SPECIFICATIONS
