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The vessels cross space and time, taking care in small doses to improve over the years. In 2020, it is even more comfort that clings to the GoldWing. With new suspension settings, revised injection and DCT gearbox for smoothness at low speeds, and larger grab handles for the passenger, life on board tends even more towards the pullman.. LED fog lights are now standard, inlaid in front of the cylinder banks. An additional USB socket is also invited in the crew. Extra cream for this majesty, that youth seems to catch up with.
The Honda 1800 Goldwing has lived through its forties very well. After a short half-century of gaining in importance, comfort, capacity and weight, the sumptuous road has offered itself a touch of youth. Rarely has a lady wanted to gain so much effort and efficiency. Slimmer, less imposing, more powerful, infinitely more technological, the Goldwing takes the course of a destiny to its measure.
We saw on the Goldwing Tour the range of (very) many improvements made by Honda. Namely the more compact engine with still 6 cylinders but now 4 valves for each, the gripping double wishbone front axle, the Driving Modes, the modified freight capacity, etc … We will come back to this. But for now, let’s take a look at this more upscale, more senatorial version of the GL. And the road here reaches the absolute of driving pleasure with the adoption of a 3rd generation of DCT robotic gearbox..
This Goldwing is the result of a long development. And it took into account primarily the DCT box, in order to make it a perfect integration of its GT spirit. The result speaks with pride. This sequential automatic gearbox has 7 gears, while being less heavy than the 5-speed mechanical gearbox of the previous model. Recall that in Honda’s DCT there is a dual clutch system: when one gear is engaged, another is already ready to be engaged..
When driving, three modes are available. The most entertaining but certainly the one that will be used the least is the manual (MT). The driver thus shifts gears at will with controls on the left stalk.
Then comes the D mode, where the gearbox manages the transmission on its own, purring the rhythm for an efficient pleasure / consumption ratio. The system can also “sense” variations in driving and thus adapts to circumstances..
For a little more dynamism, the S mode is of good quality. It is categorized into 3 sub-modes – S1, S2, S3. The electronics then allow the thruster to go higher in speed when accelerating and downshifting in order to provide more engine braking. Each sub-mode acts with more dynamism than the other. To be chosen according to the mood.
Precision: whether in D or S mode, you can intervene when you want to shift into gear and thus regain control of the gearbox. Just press + or -. After a certain time and an analysis by the system, the latter automatically takes over.
For this box, Honda privileged to the maximum the softness and the approval. To wonder if they did not want to imitate a flying carpet. At the pure mechanical level, the first gear ratios are close in order to limit jolts. The upper gears are more widely spaced to calm the engine speed. Then, the driving modes intervene in the management of the clutch..
– The “Tour” mode gives a direct engine response, suspensions in “Standard” mode as well as the distribution of the brakes and the changing of gears over a wide range of speed.
– In “Sport” mode, it is more lively. The response to the throttle is amplified. The suspensions are firmed up, braking is more important on the rear and the box is excited: the gear change is more direct, with an appetite for mid and high revs.
– Calm down with the “Econ” mode. The suspensions and braking are in “Standard” mode while the response to the right grip is softer. As for the transmission, it engages gradually, and more concentrated on low and mid-revs.
– It’s raining, it’s drizzling, it’s slipping?!? The “Rain” mode puts everything at ease with a handle / motor ratio oscillating from one third to one half, “Standard” braking, soft damping and a clutch set to “progressive”, with gear changes distributed between low and high -diets and also progressive selection.
And there is one more bonus. Surprising as many aspects of this Goldwing. Unlike the other versions, the DCT is equipped with the ISG (Integrated Starter Generator) system. Let’s keep it simple: they put the alternator and the starter together in one component. It is lighter, and thanks to the automatic engine shutdown system following a prolonged stop, it allows limousine starts. Look: you are at a red light, and after 3 seconds, the 6 cylinder falls asleep. An action on the handle, it wakes up, and generates hydraulic pressure which acts on the clutch. This reduces the time it takes for the latter to be engaged. At the same time, the action of the ride-by-wire is calibrated to gradually open the butterflies. And here is enough to make the take-offs even smoother.
Although it has been steeped in balance for a long time, the Goldwing must contend with a formidable adversary: weight. Okay, okay, she’s lost a lot since the last time. 22 kilos lighter in this version. But there are 383 left on the scale. What classifies it in a rather particular category, where K 1600 GTL, 1800 Roadmaster, 1900 Road Glide and other Limited are seen: the “will-maneuver-a-mass-similar-to-the-stop-bon-dieu-que -it’s heavy”. On some, there is a reverse gear. On the Goldwing Tour too. On the Goldwing Tour DCT, it goes further; there is the “Pedestrian” function.
No need to initiate a report, the system manages everything. A +/- button on the left handlebar allows you to move the machine at 1.8 km / h forward or 1.2 km / h backwards.
A big advance on the transmission side for the 1800 Goldwing that the adoption of this DCT box. Another of the specificities is the installation of an airbag. Like yesterday, the Honda is the only motorcycle to offer this equipment. Almost all the other technologies are found in the competition but this is not what will sulk our pleasure. We mentioned a few at the beginning. Let’s not forget the hill start aid, the superb dashboard with multiple screens including a large 7-inch color TFT panel, Smart Key keyless start, Apple CarPlay multimedia management, cruise control, control traction, heated grips, electrically adjustable windshield, on-board sound system with radio and Bluetooth, GPS, electronically adjustable suspensions, and then, and above all, and finally … The big 1833 cm3 with 6 cylinders laid out flat. 3 on each side to box the others then the beautiful responder, general lightening, less bulk and less appetite, optimized potential and additional watts. Particularly, roundness, melody, an inimitable presence – emotions much more important than the 126 horses available. The couple will interest us more besides, with its imposing 17.3 mkg.
Honda’s majestic spaceship catapults itself with sovereignty enlivened by a riot of technology. The DCT completes a symphony of cruising, where the kilometers cannot compete, whatever their number. Very large riders will regret the reduced capacity for luggage (110 liters today), and the protection which promises to be excellent when it was imperial on the old one. The set of arguments in favor of the new generation is more than convincing to erase the rebuffs. His Majesty Goldwing now has only one thing to fear. May the destination be of quality and retain its crew – she who only aspires to ride…
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Replaces
GL 1800 GOLDWING Tour DCT / Airbag 2019
Model marketed in
2018
2019
2020
Performances
-
Max speed:
180 km / h -
Consumption
medium: 5.60 l
The technical aspect
Honda GL 1800 GOLDWING Tour DCT / Airbag 2020
- Frame
- Frame: Double aluminum beam, Diamond type
- Tank: 21.1 liters
- Seat height: 745 mm
- Length: 2,575 mm
- Width: 905 mm
- Height: 1,430 mm
- Wheelbase: 1,695 mm
- Weight in running order: 383 kg
- Train before
- Quadrilateral fork with double longitudinal arms
- 2 Ø 320 discs, 6 piston radial calipers
- Front wheel:
130/70
– 18
- Transmission
- 7-speed DCT robotized gearbox with reverse gear
- Secondary transmission by cardan shaft
- Rear axle
- Mono-shock absorber
- 1 disc Ø 316 mm, 3 piston caliper
- Rear wheel:
200/55
– 16
- Motor
- 6 cylinders
Flat
, 4 stroke - Cooling: Liquid cooling
- Injection Ø 50 mm
- 2 x 1 ACT, Unicam
- 4 valves per cylinder
-
1,833 cc
(73 x 73 mm) -
126
ch
at 5,500 rpm -
17.30 mkg
at 4,500 rpm - Compression: 10.5: 1
- Crit’air:
Detached pieces
exhaust
motor
fluid
electricity
filtration
braking
chain kit
Competitors
2020 BMW K 1600 Grand America
2020 BMW K 1600 GTL
2020 Harley-Davidson 1870 Road Glide Limited FLTRK
2020 Harley-Davidson CVO 1920 Limited FLHTKSE
Indian 1890 Roadmaster 2020
Gallery
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