Test: Honda Gold Wing Tour (2018)

Evolution? Not this time!

Motorcyclists know two types of motorcycles. The first includes the more boring ones, about which there is not much to say, and the second includes those who make a strong impression. The Honda Gold Wing is without a doubt one of the others. By the time the new sixth generation arrived, just over 800 had been sold, which is a respectable number given the fact that this is an expensive and upmarket bike. The penultimate generation, with several evolutionary and design improvements, had been on the market for over 16 years, so it was clear that its successor would undergo more than just a new evolution.

Make no mistake, the idea and essence remain the same, but the list of technical, constructive and design changes is so long that it is necessary to speak exclusively about the revolution of this model. People change, as do our requirements and views on things. The golden wing must not have remained the same, it had to be different.

Smaller body, lighter weight, less (but ample) luggage space

While the meter doesn't show it clearly, the new Gold Wing Tour is significantly smaller than its predecessor. Less common is the front grille, which now features an electrically adjustable windshield, the integrated deflector said goodbye and has been replaced by a small deflector that very effectively acts as a "ventilation". I'm not saying that all Gold Wing owners share my opinion, but sitting behind the new and thinner front grille is nicer. Firstly, less "vacuum" is created behind it, and secondly, the adjustable windshield provides a better view in front. The rear trunk is also less plentiful. He still somehow swallows two built-in helmets and some little things, but the passenger will surely miss those two small, practical and useful boxes next to him. For comparison: the volume of the luggage compartment is a good quarter less than that of its predecessor (now 110 liters, previously 150 liters).

The new Gold Wing Tour is also lighter than its predecessor. The difference in weight depends on the model and ranges from 26 to 48 kilograms. The test version, complete with all the suitcases and a standard six-speed transmission (although the five-speed transmission went down in history), is 34 kilograms lighter than its predecessor. This, of course, is felt. Slightly less while riding, as ride performance, stability and ease while riding have never been an issue for this giant bike, especially when maneuvering in place and riding very slowly. No, the Gold Wing is not such a clumsy motorcycle right now.

New suspension, new engine, new transmission - also DCT

Let's start with the heart. I think it's a plus for Honda that speculation that the Gold Wing models will be powered by a smaller four-cylinder was not true. The six-cylinder boxer engine has become the hallmark of this model, and it is one of the most enjoyable engines to drive. This one is practically new now. He received new camshafts, four-valve technology, a new main shaft, and also became lighter (by 6,2 kg) and more compact. As a result, they were able to propel him forward, and this also helped to better distribute the mass. The electronics now allow you to choose between four engine folders (Tour, Rain, Econ, Sport), but the Econ and Sport folders are completely unnecessary in combination with the standard gearbox. In Econ mode, the on-board computer, as well as the calculation on paper, did not show less fuel consumption, and in Sport mode, the extremely coarse throttle response to the corner does not convey the character of this motorcycle. However, I believe the story will be completely different for the DCT model.

Technical and electronic changes brought the engine an additional seven kilowatts of power and slightly more torque. Despite the lighter weight, additional sixth gear and more engine power, it would be difficult to tell, at least from memory and feeling, that the new product is significantly more alive than its predecessor. However, it is much more economical. The average value of the test, sometimes at a very fast pace, was 5,9 liters per 100 kilometers. I've never ridden a Gold Wing so “cheap” before.

While driving

As I said about the predecessor, I have always felt quite safe and stable, and the frame and brakes have always been within reason within the limits of the engine. In this regard, the beginner on the hair is similar. The Gold Wing is not a sport bike, so it's best to lean it against the engine heads in your leg leans. Corner braking still frustrates the frame a bit, but the feeling of being secure and secure never fades. If you are one of those who want to travel super fast, I recommend you look at some other motorcycle. The Gold Wing Tour is not for you, it's a motorcycle for dynamic users.

Suspension is a chapter in its own right and is one of the biggest stars in the world of touring bikes. The all-new front suspension is somewhat reminiscent of a BMW duolever, but the steering feel is the same, so precise and calm. The rear suspension adapts to the selected engine mode and given load, and all together while driving creates an interesting feeling that you are somehow isolated from bumps and bumps, while not losing contact with the road. A glance at the suspension while driving reveals that there is a lot going on under the wheels and absolutely nothing on the handlebars.

The main novelty is electronics

Leaving aside technical and mechanical progress, the main novelty is electronics. This is especially true of those electronic sweets, without which it is difficult to imagine everyday life. The navigation system is standard, and Honda promises a free update 10 years after purchase. Also standard are a proximity key, remote central locking, a seven-inch color screen, smartphone connectivity, heated seats, heated levers, LED lighting, cruise control and more. First of all, there are fewer buttons for the driver, which simplifies control. The steering is otherwise dual, through the center center in front of the rider when the bike is stationary, and through the switches on the handlebar while riding. An excellent audio system with the ability to connect a USB stick and similar devices is, of course, included as standard. The whole information system is commendable, it is easy to manage and the data is clearly visible in any environment. From an aesthetic point of view, the whole situation is perfectly complemented by analog speedometers and engine speeds. Wonderful.

We will miss you…

Luggage and dimensions aside, the new Gold Wing Tour has outdone its predecessor in every way, so I have no doubt that the number of Honda Gold Wing fans will grow and that every owner of the old one will want a new one. Sooner or later. Price? Salty, but it's not about the money. But something will remain with the old man. With twin taillights, an abundance of chrome, a huge front end, long antennas and an overall "bulkier" look, it will retain the title of most impressive Honda. Something for everyone.

• Basic data

  Sales: Motocenter AS Domzale Ltd.

  Base model price: € 34.990 XNUMX €

  Test model cost: € 34.990 XNUMX €

• Technical information

  engine: 1.833 cc, six-cylinder boxer, water-cooled

  Power: 93 kW (126 hp) at 5.500 rpm

  Torque: 170 Nm at 4.500 rpm

  Energy transfer: 6-speed gearbox,

  Frame: aluminum frame

  brakes: front 2 discs 320 mm, radial mount, rear 1 disc 296, ABS, anti-slip adjustment

  Suspension: double wishbone front fork, aluminum rear fork
  
  
  hydraulically and electronically adjustable

  Tires: before 130/70 R18, rear 200/55 R16

  Growth: 745 mm

  Fuel tank: 21,1 liters

  Weight: 379 kg (ready to ride)

We praise and reproach

engine, torque, fuel consumption

appearance, maneuverability, lightness in relation to weight

equipment, prestige, comfort

smoothness

Very heavy center rack

Rear Trunk Size

Clean surface treatment (frame)