Source: MotorcyclistOnline.com
[[{“value”:”The 2024 Honda Gold Wing Tour Airbag Automatic DCT. (Honda/)UpsThe sixth-generation Gold Wing is one of the most refined, comfortable, and capable luxury tourers ever built.Automatic DCT transmission is amazingly precise.Hossack-style front suspension helps the Gold Wing hustle through corners like it doesn’t know it weighs over 800 pounds.DownsMore compact design decreases luggage capacity compared to the gen-five Wing. Weird-shaped side cases make matters worse.Lack of adaptive cruise control and blind spot detection are the first signs that technology has moved on since the 2018 introduction.Heavier and underpowered than the competitionVerdictThe Honda Gold Wing is the gold standard of maxi-tourers. With nearly five decades of development beneath its fairings, the Wing is the ultimate in comfort, refinement, and road-going poise.OverviewThe Gold Wing name is one of the most iconic names in motorcycling for good reason. It’s not just because it’s been around for nearly five decades and casts a long shadow (both literally and figuratively). No, it’s because underneath it all, the Gold Wing is an exceptional motorcycle by nearly any metric. It’s refined, fast, handles amazingly well, and that flat six-cylinder engine feels like a Porsche-beater.The Gold Wing’s extensive history has been the result of continual refinement over 49 years, with the engine going through six generations of development—from a 999cc eight-valve flat four-cylinder in 1975 to a 1,832cc 24-valve flat six-cylinder powerplant in 2018. Ironically, the original Gold Wing didn’t even come with a fairing or hard luggage. It wasn’t until the introduction of the Gold Wing Interstate model in 1980 that the Wing became what it was destined to be. Before that, it was up to owners to hit up the aftermarket and hope they didn’t ruin what Honda got right to begin with. In 1978, CW equipped its long-term Wing with all manner of touring appurtenances—to the tune of 75 extra pounds. And when loaded with luggage and a passenger, it treaded dangerously close to the load capacity of the OE tires.Wise to the act, Honda endowed subsequent Gold Wings with all the features and accessories riders could ever want. While the original 1975 model scaled in at 584 pounds dry, by 1987 the first flat-six-engined Gold Wing weighed just short of 800 pounds dry. But the Gold Wing has always remained very nimble despite its weight, in part due to the transmission being located underneath the crankshaft to keep the center of mass as low as possible.In 2018, Honda introduced the sixth-generation GL1800, complete with a more powerful four-valve per cylinder engine, a new die-cast twin-spar aluminum frame, a double-wishbone Hossack-type front suspension, and the latest electronic rider aids and convenience features. At the same time, Honda whittled away 90 pounds and made the entire bike more compact.The Gold Wing remains the gold standard of long-distance, two-up motorcycle touring. Not only is it one of the most comfortable motorcycles on the market, its performance is downright impressive. The thing slays twisty roads and rushes from apex to apex with aplomb. The latest refresh may be six years old, but the Wing still feels mostly fresh and forward-looking.Updates for 2024The Gold Wing is unchanged for 2024, which is no surprise. The fourth- and fifth-generation GL1500 and GL1800, introduced in 1988 and 2001, respectively, endured practically unchanged for a combined 29 years! Tremendous costs associated with developing and manufacturing such a complicated motorcycle prohibit Honda from making frequent changes. Happily, prescient engineers gave the Wing advanced tech that is still up to date.Pricing and VariantsThe Gold Wing and Gold Wing Tour are each available in several trims. The Gold Wing, distinguished by its lack of top box, bagger-style, is available with a six-speed transmission ($24,700) and with an automatic DCT transmission ($25,700).The Gold Wing Tour, which includes a top box—really what most people picture when they think of a Gold Wing—comes in three versions: the base model ($28,700), which has a six-speed manual transmission; the automatic DCT version ($29,700); and a DCT version that comes equipped with an airbag ($33,000).CompetitionWith its domination of the luxury tourer market, all of the former Japanese competition to the Gold Wing has long since vanished. The most obvious challengers to the Gold Wing Tour are the BMW K 1600 GTL (starting at $27,295) and the K 1600 Grand America (starting at $28,130). The trunkless wonder Gold Wing competes with BMW’s own truncated (trunk-ated?) K 1600 GT (starting at $24,295) and K 1600 B (starting at $22,945). The BMWs compare favorably with a host of ride modes, 10.25-inch TFT displays, and convenience features. They’re also lighter and more powerful across the board. BMW claims the GTL, for instance, weighs 789 pounds (compared to 845 pounds for the Gold Wing Tour Automatic DCT) and produces 160 hp at 6,750 hp and 132.7 lb.-ft. of torque at 5,250.The Gold Wing may not look as impressive on the spec sheet, but it shines in the real world.The base-model Honda Gold Wing lacks a top box, which brings total luggage capacity down to 60 liters. (Honda/)Powertrain: Engine, Transmission, and PerformanceThe Gold Wing is powered by a SOHC 1,833cc horizontally opposed flat six-cylinder engine. Last time it was on the CW dyno it produced 97.9 hp at 5,500 rpm and 108.4 lb.-ft. of torque at an amazingly low 1,250 rpm. The DCT Automatic transmission model recorded figures of 90.0 hp at 5,420 rpm and 102.5 lb.-ft. of torque at 1,370 rpm. With over 100 lb.-ft. of torque coming in so low in the rev range, the Gold Wing gives instant low-rpm thrust and smoothness.The flat-six’s carlike powerband is linear and silky smooth, which makes it ideal for long stints behind the bars. At the same time, the thing hauls.Two-thirds of Gold Wing buyers are now opting for the Automatic DCT gearbox, and for good reason: “… it matched almost every riding condition with appropriate and expected shift points with just-right ride-by-wire throttle response,” CW Editor-in-Chief Mark Hoyer said in his review of the 2020 Gold Wing Tour DCT model. “The mapping is exceptionally thorough and takes into account many elements as it decides when to shift and how to control the engagement of its two clutches (one for odd gears and one for even).”For the other third of riders who opt for manual transmission, we’d like to see Honda equip the Wing with a quickshifter to stay with current tastes.Honda’s twin-A-arm front suspension is a signature of the sixth-generation Wing. 2023 model pictured. (Honda/)Chassis and HandlingThe latest-generation Gold Wing chassis is characterized by its twin-A-arm front suspension, a version of Norman Hossack’s invention from the 1980s. The advantages compared to a conventional telescopic fork are fourfold. First, it’s virtually frictionless, so bumps are better absorbed. Second, it’s tunable (at the design level) so it can eliminate the pro-dive tendencies of the telescopic fork, allowing softer springing without bottoming under braking. Third, Honda has set it up for neutral response under braking—neither pro- nor anti-dive—which means the front wheel travels straight up and down in its travel, rather than rearward as on conventional telescopic forks. This allows the engine to be placed forward. Fourth, as only the front wheel and upright turn during steering, and because the upright is pulled in tight to the steering axis, there’s less inertia in the steered mass than with a conventional fork. The impulse the rider feels from the front wheel going over a bump is reduced by 40 percent at the handlebar and the steered mass inertia by 30 percent.On the freeway, the Gold Wing is as stable and planted as a Volkswagen. Once the road folds in on itself and lean angles increase, it feels just as planted and secure as it does bolt upright. Stability doesn’t come at the cost of maneuverability. For an 800-plus-pound motorcycle, it’s remarkably effortless to flick from side to side. The chassis is so competent that it’ll goad you into pushing the envelope—or booking a trackday to see if you can shave off the entirety of the peg feelers.Check out the stealthy black finishes on the mufflers, suspension, and trim. The sixth-generation definitely looks like a Gold Wing, but a more compact design gives it a more modern and agile look. (Honda/)BrakesThe Gold Wing uses 320mm discs and six-piston brake calipers up front, and a single 316mm rear disc and single-piston caliper in the rear. Whether the rider uses only the front brake lever or rear brake pedal, Honda’s Combined ABS system intervenes to optimize front and rear bias based on chassis pitch and vehicle speed. The system works so well that the 2020 Gold Wing Tour’s 126.6-foot stopping distance from 60 mph is among the best of any bike CW has tested. “Overall braking performance of the combined ABS is some of the most sure-feeling and confidence-inspiring we have tried,” Hoyer raved in his 2020 Gold Wing Tour DCT review.Fuel Economy and Real-World MPGThe 2019 Gold Wing Tour with standard six-speed transmission achieved 37.1 mpg during a CW comparison test.The base-model Gold Wing has a shorter windscreen for a sportier look. (Honda/)Ergonomics: Comfort and UtilityOne of the main reasons to buy a Gold Wing is comfort. Ergonomically, the Gold Wing offers an ideal rider triangle for long days in the saddle. The seat is plush and supportive and the fairing and electrically adjustable windscreen coddle the rider in a cocoon of still air (there are vents to direct airflow on hotter days). With an incredibly smooth engine and electronically adjustable suspension that can be set up for touring comfort, riding a Gold Wing is simply less fatiguing than most motorcycles.Like buying an Africa Twin and never taking it off-road, riding a Wing without a passenger ignores half of its reason for being. You buy a Wing because you want your partner to want to ride on the back of your motorcycle. In 2021, Honda upgraded passenger accommodations, relaxing the backrest angle slightly with padding, and adding height to provide even more comfort.While the sixth-gen Gold Wing is 90 pounds lighter than its predecessor, the weight savings didn’t come without sacrifice. Initially, luggage capacity dropped from 140 liters to 110 liters. Weird-shaped side cases didn’t help matters, but at least Honda listened to customer complaints and for 2021 upped the top box capacity by 11 liters, bringing up total capacity to 121 liters.Honda also decreased fuel capacity by 1.1 gallons (to 5.6 gallons) compared to the fifth-generation model. However, Honda claims that between the fairing’s smaller frontal area, which produces less drag, and the engine’s improved efficiency, touring range is about equal.The Gold Wing’s dash mixes a TFT display with analog gauges and LCD displays. While it’s very functional, a larger TFT display could simplify the cockpit and streamline the UX. (Honda/)ElectronicsThe Gold Wing features an array of rider aids and convenience features that improve safety, comfort, and performance. Standard features include Honda’s Combined ABS, ride-by-wire throttle, and four ride modes (Tour, Sport, Eco, Rain) with individually tailored throttle response, traction control, and power delivery. Suspension spring preload can be electronically set to four different settings (single rider, rider with luggage, rider with passenger, and rider/passenger with luggage). Hill start assist momentarily holds the bike in place on an incline if you’ve released the brakes prior to applying throttle. All Gold Wing models come with heated grips and seats (both rider and passenger), cruise control, and smart key fobs. The windscreen is electrically adjustable, with the Tour version moving through a 4.9-inch range, and the non-tour model through a 4.1-inch range.Maneuvering the big Gold Wing into a parking space is aided by the reverse “gear” on the standard transmission models, and Walking Mode on the DCT Automatic transmission models that slowly rolls the bike forward or backward. The Gold Wing Tour Airbag DCT model is the world’s only production motorcycle equipped with an airbag, helping prevent rider injuries in the event of a frontal collision.A full-color 7-inch TFT infotainment display allows riders to view and control settings. The system supports Apple CarPlay and Android Auto, enabling riders to use their favorite apps for navigation, music, and calls via their Bluetooth motorcycle headset of choice. A small, locking compartment just in front of the rider provides storage for a smartphone, with a USB port for charging. The Gold Wing also has an on-board sound system. All Gold Wings are equipped with a stand-alone navigation program, but some riders complain it feels dated and sluggish.While the Gold Wing is fully loaded by most standards, it lacks some of the latest technologies debuting on other touring motorcycles, namely adaptive cruise control, blind spot detection, and wireless phone charging.Warranty and Maintenance CoverageAll Honda Gold Wings come with a three-year, transferable, unlimited-mileage warranty. Additional extended coverage up to eight years is available through Honda’s HondaCare Protection Plan.QualityFit and finish is top-shelf. Any company that backs its long-distance touring product with a three-year/unlimited mileage warranty obviously has confidence in its build quality.2024 Honda Gold Wing Tour DCT Claimed Specs
MSRP:
$29,700
Engine:
SOHC, liquid-cooled, horizontally opposed six-cylinder; 4 valves/cyl.
Displacement:
1,833cc
Bore x Stroke:
73.0 x 73.0mm
Compression Ratio:
10.5:1
Transmission/Final Drive:
7-speed automatic DCT/shaft
Cycle World Measured Horsepower:
90 hp @ 5,420 rpm (2020 model)
Cycle World Measured Torque:
102.5 lb.-ft. @ 1,370 rpm (2020 model)
Fuel System:
Fuel injection w/ 50mm throttle body, throttle-by-wire
Clutch:
Automatic dual clutch
Engine Management/Ignition:
Full transistorized
Frame:
Aluminum twin-spar
Front Suspension:
Double wishbone type; 4.3 in. travel
Rear Suspension:
Pro Arm single-sided swingarm w/ Pro Link single shock, preload electronically adjustable; 4.1 in. travel
Front Brake:
Hydraulic; dual 320mm discs w/ ABS
Rear Brake:
Hydraulic; 316mm disc w/ ABS
Wheels, Front/Rear:
Cast aluminum
Tires, Front/Rear:
130/70-18 / 200/55-16
Rake/Trail:
30.5º/4.3 in.
Wheelbase:
66.9 in.
Ground Clearance:
5.1 in.
Cycle World Measured Seat Height:
29.4 in.
Fuel Capacity:
5.6 gal.
Claimed Wet Weight:
845 lb.
Availability:
Now
Contact:
powersports.honda.com”}]]
