The GL1800 is essentially unchanged since 2001-- when this series was introduced -- so any year GL1800 is fair game for this trike kit. Power comes from a SOHC, horizontally opposed six-cylinder engine that’s a technical marvel -- quite similar to Porsche’s famous design. This layout is considered to be in perfect primary balance, as rotational forces cancel each other out and it delivers smooth power across its wide operating range. A similarly smooth hydraulically actuated clutch and five-speed gearbox carry the power to the rear.

Programmed fuel injection allows instant starts and delivers great drivability. Even with the extra weight of the trike, acceleration is strong and there’s plenty of zip for passing and hillclimbing, even when two-up. Snapping the throttle open as you round a tight, low-speed corner in first gear unloads the inside tire and can leave a black strip if you let it. Don’t ask me how I know.

At highway speeds the big mill is just purring along; it’s capable of triple-digit velocities. With a 6.6-gallon tank and the 32.3 miles per gallon we averaged, range to empty is about 213 miles. As they say, your mileage may vary.

Champion color matches the trike kit in the rear to the stock paint job.

Up front a 45mm cartridge fork with 5.5 inches of travel carries a 130/70R-18 tire stopped by dual discs with three-piston calipers. Out back the rear axle carries a pair of 205/70R15 Dunlop SP50 tires on aluminum rims, braked by VW calipers. A stout twin-spar aluminum frame connects everything together. Replacing the stock single rear brake caliper with a pair of automotive-type units changes the brake feel and requires somewhat more effort than stock. The stock linked brakes are separated during the conversion, and Honda’s optional ABS won’t work with the dual rear wheels and calipers, so don’t bother ordering it if you’re buying a Wing for conversion.

The trike conversion uses the same rear top trunk that is on the stock Gold Wing.

On top, the big Honda’s original basic configuration is retained all the way aft to the passenger’s backrest and upper “trunk” storage compartment. Down below, the stock swingarm is removed and a special subframe with a driven rear axle is added. The test trike had Champion’s optional ($1000) independent rear suspension, which is designed to improve ride quality and handling, compared to the solid rear axle. It’s a work of art that employs high-quality coil-over rear shocks, forged aluminum upper and lower control arms and high-pressure cast components. We compared it to a similar Champion GL1800 trike with a solid axle and this delivers a significant improvement, with a noticeably better ride over choppy pavement.

An uncovered view of what the Gold Wing independent rear suspension looks like.

A rear view of the suspension. You can see the separate rear shocks - one for each tire.

For comparison, here's a shot of the other type of rear suspension - a solid rear axle, seen here in Champion's factory.

Another shot of the independent suspension this time with the body parts off the rear of the GL1800.

Additionally, Champion fitted its new Variable Sway Control ($500), which can be operated by a dash switch to adjust the firmness of the rear suspension. Riding solo on rough roads, we used the softest setting while in the canyons we cranked it up to maximum. It makes a noticeable improvement too.

The variable sway control button is added to the controls of the Gold Wing near the button that controls the adjustable windshield.

Since they don’t lean in corners and you don’t counter steer, trikes take some getting accustomed to. Anyone who has driven a trike knows that they require extra steering effort compared to riding a motorcycle of the same configuration. Another extra our test trike had was the Easy Steer option ($995), which is one of Champion’s most popular-selling accessories. This consists of a new triple-clamp assembly that adds 4.5 degrees to the stock rake and this seems to reduce effort.

Ken test rides the GL 1800 with independent rear suspension from Champion called CRT for Comfort Ride Trike.

Honda’s great ergonomics and comfy saddle make long days on the road much less tiring for both rider and passenger. The stock adjustable windshield and large fairing create a quiet environment that allows the stereo sound system to be heard well, even through a full-face helmet.

During the trike conversion, when the saddlebags are replaced by the lower rear trunk, the net result is a gain in usable storage. According to Champion there’s 6.75 cubic feet of trunk capacity, which is enough, they say, to hold five full-face helmets. There’s also space for two large toiletry kits (available from Champion) that fit above the wheel wells on each side. While most people don’t carry five helmets, pack smart and you should be able to carry enough stuff for two people on an extended trip without needing trailer -- but Champion offers one if you need it.

The rear trunk replaces the two saddlebags offering much more storage capacity.

Overall, we were impressed by the quality of the Champion conversion and how well it worked with the stock motorcycle. Fit and finish is top notch, the paint matches perfectly, and every edge and corner passes muster. The finest thing you can say about a conversion is that it looks like it came from the Honda factory, and this one truly does.

The dash on the trike conversion is the same as the stock GL1800.

More information: ChampionTrikes.com; 800.875.0949

The Specs at a Glance: Champion Trike on Honda GL1800 Gold Wing
Displacement: 1832cc engine
Seat Height: 29.5 inches
Fuel Capacity: 6.6 gallons
Dry weight: 990 pounds
Colors: Available in all stock colors and color-match custom colors.
Price: total kit price with options as tested $11,585 (does not include freight, taxes or dealer installation)

Following prices are all retail:
Honda GL 1800 Honda with Independent Suspension, Fiberglass body, Custom Wheels, plug and play electrical wires, hardware kits, body frame: $7845
Our test trike had the following are options:
Color matched paint: $825
Carpet Kit: $155.00
Fender protectors: $170
Lower accent panels with lights: $1095
Easy steer: $995
Variable Sway Control: $500