Menus

• A thoroughly sporty dream of comfort
• S.more portable, but also incredibly comfortable
• Video of the driving report
• Drive unit is a poem
• engine and gears
• Chassis and equipment
• Variants and colors
• Technical specifications

Honda

46 photos

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MOTORRAD was able to test drive the new Honda Goldwing in Texas for the first time.

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The 2018 GL is already a lot less problematic than its predecessor.

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Bench, handlebars and footrests provide ideal touring chair ergonomics.

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The smooth running of the new six-cylinder is the ultimate. It retains its silky smooth groove even when driving.

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The manual transmission shifts superbly, smoothly and precisely; the hydraulic clutch does not require too much power for such a high-torque engine.

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The latest third-generation DCT slides gloriously smoothly and without noticeable jerks through its seven gears.

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GL drivers can also enjoy the new, much more powerful combination brakes, but above all the new front wheel guidance.

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Overall, the new GL 1800 with its new orientation – less Gold Wing results in more motorcycle – is actually quite successful.

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Honda Gold Wing (2018).

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Honda Gold Wing (2018).

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Honda GL1800 Goldwing (model year 2018).

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Honda GL1800 Goldwing (model year 2018).

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Honda GL1800 Goldwing (model year 2018).

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Honda GL1800 Goldwing (model year 2018).

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Honda GL1800 Goldwing (model year 2018).

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Honda GL1800 Goldwing (model year 2018).

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Honda GL1800 Goldwing (model year 2018).

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Honda GL1800 Goldwing (model year 2018).

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Honda GL1800 Goldwing (model year 2018).

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Honda GL1800 Goldwing (model year 2018).

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Honda GL1800 Goldwing (model year 2018).

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Honda GL1800 Goldwing (model year 2018).

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Honda GL1800 Goldwing (model year 2018).

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Honda GL1800 Goldwing (model year 2018).

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Honda GL1800 Goldwing (model year 2018).

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Honda GL1800 Goldwing (model year 2018).

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Honda GL1800 Goldwing (model year 2018).

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Honda GL1800 Goldwing (model year 2018).

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Honda GL1800 Goldwing (model year 2018).

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Honda GL1800 Goldwing (model year 2018).

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Honda GL1800 Goldwing (model year 2018).

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Honda GL1800 Goldwing (model year 2018).

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Honda GL1800 Goldwing (model year 2018).

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Honda GL1800 Goldwing (model year 2018).

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Honda GL1800 Goldwing (model year 2018).

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Honda GL1800 Goldwing (model year 2018).

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Honda GL1800 Goldwing (model year 2018).

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Honda GL1800 Goldwing (model year 2018).

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Honda GL1800 Goldwing (model year 2018).

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Honda GL1800 Goldwing (model year 2018).

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Honda GL1800 Goldwing (model year 2018).

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Honda GL1800 Goldwing (model year 2018).

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Honda GL1800 Goldwing (model year 2018).

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Honda GL1800 Goldwing (model year 2018).

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Honda GL1800 Goldwing (model year 2018).

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Honda GL1800 Goldwing (model year 2018).

Driving report Honda Gold Wing 2018

A thoroughly sporty dream of comfort

The last really new Honda Gold Wing was in 2001. After 17 years, the new GL 1800 has now been presented, on which almost every screw is new. We were already able to drive the Supertourer.

S.more portable, but also incredibly comfortable

The 2018 GL is already a lot less problematic than its predecessor. More compact, noticeably less massive, the new model looks almost filigree next to the huge old machine. Consistently Gold Wing but when it comes to comfort. Bench, handlebars and footrests provide ideal touring chair ergonomics. Reference class for pillion comfort too, and behind the large electrically adjustable windshield of the Tour version there is practically no turbulence in the fully extended position.

The new Flat-Six in the engine room warms up with a lot of idle gas. To hear something of this, you have to turn off the sound system – when idling, the boxer whispers discreetly and completely vibration-free. Its smooth running is the ultimate. Even when driving it retains its silky-smooth groove, but under load the engine can slurp more robust, louder from the airbox, a concession to the “sportier one”" target group.

Video of the driving report

Drive unit is a poem

Honda

The new Gold Wing should appeal to a wider audience, especially in Europe.

The manual transmission shifts superbly, smoothly and precisely; the hydraulic clutch does not require too much power for such a high-torque engine. But what should be of more interest to serious buyers: The latest third-generation DCT slips gloriously smoothly and without noticeable jerks through its seven gears, so it harmonizes beautifully with the elastic six-cylinder. A really unique drive unit.

GL drivers can also enjoy the new, much more powerful combination brakes, but above all the new front wheel guidance. While the conventional telescopic fork of the predecessor is more committed to comfort than stability, the more elaborate, telelever-like double wishbone construction of the 2018 model succeeds in perfectly combining both. The chassis irons even the worst Texan hinterland slopes as smooth as a mirror. The GL 1800 even takes briskly driven curves – also thanks to a fully sufficient lean angle – without any drama. Overall, the new GL 1800 with its new orientation – less Gold Wing results in more motorcycle – is actually quite successful. In Europe in particular, this should make it attractive to a wider audience.

engine and gears

The heart of the Supertourer, the six-cylinder boxer engine with a lengthways crankshaft, is retained in its basic concept. Its slightly short-stroke design with a 74 mm bore and 71 mm stroke gave way to a square one; The overall length of the engine could thus be reduced and the weight distribution in the vehicle optimized.

The bore and stroke of the Honda Gold Wing are now 73 mm, the displacement remained almost the same (1,832 to 1,833 cm³), the rated output rose from 118 to 126 hp, each at 5,500 rpm. The maximum torque of 170 Nm is at 4,500 rpm (previously: 167 Nm at 4,000 rpm).

In the future, four valves per cylinder and one camshaft per cylinder bank will take care of the gas exchange. An electronic throttle transfers the driver’s commands to the on-board electronics of the Honda Gold Wing. The driver can choose from the four maps Tour, Sport Econ and Rain. These also affect the damping of the chassis, the coordination of the traction control and the CBS brake.

For the Honda GL 1800 Gold Wing, in addition to the conventional six-speed transmission with an additional reverse gear, a dual-clutch transmission (DCT) with seven gears and maneuvering mode (forwards / backwards) will be available as an option.

Chassis and equipment

Honda

The cockpit of the Honda Gold Wing

The conventional fork previously used on the Honda Gold Wing, which led the front wheel, will give way to a suspension with double trailing arms in the 2018 model year; sometimes referred to as the Hossack fork. A single swing arm guides the rear wheel with a 200 mm tire. The damper tuning is electronically adjustable, as is the rear spring preload (four-stage).

Adjustable traction control, CBS composite brakes, tire pressure control and hill start assist are also on board as standard.

The comfort features of the Honda Gold Wing include an electrically adjustable windshield, a remote control key for the ignition, handlebar lock and luggage system, cruise control, self-resetting turn signals and USB socket, Bluetooth connection and Apple Car Play compatibility for entertainment and communication electronics.

A TFT color display with a display diagonal of 7 inches (17.8 cm) organizes the information and options for the driver. Its brightness can be adjusted in 8 levels and automatically adapts to the ambient light.

The tank has shrunk by 4 to 21 liters compared to the previous model. Thanks to lower consumption at the same time, the new Honda Gold Wing should also be able to achieve ranges of over 350 km.

Variants and colors

Honda

Honda Gold Wing in the variant "trip"

The Honda GL 1800 Gold Wing will be available in Germany in three versions:

• Basic version in Matte Majestic Silver with side cases and conventional six-speed gearbox, servo clutch and additional reverse gear
• Tour version in Candy Ardent Red and Pearl Glare White with an additional topcase and a total of 110 liters of storage space
• Top variant Candy Argent Ardent Red / Darkness Black and Darkness Black Metallic with top case, seven-speed dual clutch transmission, maneuvering function and airbag

Honda cites a more compact structure, less weight and increased agility as the development goals for the new edition of the Gold Wing. Honda wants to have saved up to 48 kilograms of weight with the new Gold Wing (depending on the equipment) compared to the previous model, without compromising the demands on the "First class luxury driving machine" to have to enter.

Honda is hoping for this reorientation of its touring flagship, too "broader customer groups […], that is, younger generations of drivers for whom the previous model was not necessarily an option", to address. This also includes the redesign of the aerodynamics perceived by the driver "calm behind a giant window" on "noticeable air flow for a more intense driving experience".

Technical specifications

Honda

Ignition knob of the Honda Gold Wing

Motor and power transmission: Liquid-cooled six-cylinder boxer engine, 4 valves per cylinder, one overhead camshaft per cylinder bank, bore / stroke 73/73 mm, displacement 1833 cm³, compression 10.5: 1, 93 kW (126 hp) at 5,550 rpm, 170 Nm at 4,500 / min, hydraulically operated multi-disc oil bath clutch with assist / slipper function, six-speed gearbox with reverse gear (optional: electronically-hydraulically controlled multi-disc oil bath clutch, seven-speed DCT), cardan drive

Chassis, wheels, brakes: Double trailing arm at the front, Pro-Link single-sided swing arm at the rear, 130/70 R 18 tires on 18 x MT 3.5 wheels at the front, 200/55 R 16 tires on 16 x MT 6.0 wheels at the rear, 320 mm double disc brakes with Six-piston fixed calipers at the front, 316 mm disc brakes with three-piston floating calipers at the rear

Dimensions and weight (basic version): L / W / H: 2475/925/1340 mm, edge stand 1,695 mm, steering head angle 59.5 °, caster 109 mm, seat height 745 mm, ground clearance 130 mm, weight (fully fueled) 365 kg

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