Yes I do the outward lean with the FJR. Just wondering if the Gold Wing with the longer wheel base can turn tightly. The thing that bothers me with the FJR is a tip over at very slow turns due to its high center of gravity. Not a big deal riding alone, but is when I’m riding two up.
I hear about its high COG but that's not been my experience give the other bikes I've owned and ridden. Meh, another personal feeling difference that's determined by each individual's experiences.
The Wing can do a U-turn in one lane of a neighborhood side street. As with ALL bikes, keep the revs up so the spinning flywheel helps with stabilization, feather the clutch for speed, load the rear break to drag the rear wheel and settle the suspension, look WAAAAY around to your exit, GO!
Its on a steep grade heading up and a dedicated pull off spot. You roll back into the parking spot and all of a sudden you are picking up your bike so if you do the River Road from Lajitas to Presidio, you have been warned.
I don't think I know anyone who's stopped along the River Rd. I know as many times as I've strafed it, that I never have.
A common discussion on their forum was how to make it more comfortable, I bought it thinking it was going to ride like a caddy! Man was I wrong.
A function of getting what you ask for. The GL1500 owners all complained that the dual carb engine, designed when national speed limits were 55 mph, didn't deliver the response of more modern designs while also getting lower MPG for EFI (mine, at best got 32 mpg and dropped below that above 65 mph). coming home from one western event I logged one tank at 19 mpg. Honda listened and moved toward a pseudo-sport-luxo-tourer. People got the new engine they wanted but it was wrapped in a new chassis (handling) that changed the rider's position.
Cruise was limited to 80 mph too. I installed a timing trigger wheel which advanced the timing 6ļ and increased HP/Tq enough to notice. I then learned that the cruise was working off an ECU sensor that let it know if you were in 4th or 5th gear. Lower gears and the cc wouldn't engage. 4th and 5th used RPM to determine when to kick in the limiter. 80 mph in both gears meant it would allow higher RPM in 4th. The fix was to use a pin extractor and swap the pins in the gang connector and trick the ECU into thinking you were in 4th. The max speed in 4th for cc then dropped to something like 60 mph but the max for 5th then went up to about 102 mph.