Inside the 2018 Honda Gold Wing: In-Depth First Ride Report

Electronic rider-aids have now come to the 2018 Honda Gold Wing, with riding modes, traction control, ABS and a sophisticated cruise control function.

The new Ride-By-Wire throttle allows for four riding modes—Sport, Tour, Econ (for maximum fuel efficiency), and Rain. Each mode also has different pre-programmed levels of suspension comfort settings and traction control optimized for the conditions.

On the DCT models, distinctive gearshift points are programmed to give better performance or fuel economy, as desired. All modes produce full engine power if required, but with dramatically varying degrees of aggression when delivering it.

Tour mode is the default and the Gold Wing returns to that when the ignition is switched off. Tour mode may be a slight misnomer, as it could have been called Normal mode. It provides the best balance between spirited performance and optimum fuel economy.

Modes are changed by a finger pull on the throttle side of the handlebars, and can be toggled through on the fly with the choice then activated by closing the throttle. There is a big difference in all four modes, and in the real world they will be very useful.

The only function separated from the riding modes is the suspension preload, and that can be set depending on the load weight (rider; rider plus luggage; rider plus passenger; and rider, passenger plus luggage). Otherwise, the suspension damping settings are built into the riding modes (see chart above). Load capacity of the new Gold Wing is claimed to have increased from 410 pounds in 2017 to 423 pounds for 2018.

A seven-speed Dual Clutch Transmission arrives on the 2018 Honda Gold Wing, and I am a big fan. Some people dismiss Honda’s DCT as a “sissy-shift”, or the answer to a question nobody asked. Yet, when most people actually try it, they love it. Funny how that happens isn’t it?

With DCT, there is a constant, direct connection to the Gold Wing’s rear wheel from the motor. Each turn at the crankshaft incrementally moves the Gold Wing’s back wheel, and that direct connection is something you simply don’t get with a scooter-style CVT or car-type torque-converter transmission. It means that the rider has complete feel at the throttle and nothing is lost; it’s the Honda magic that smooths it all out and makes it feel so luxurious.

Shifting can be automatic, or manual if you use the left handlebar trigger (to shift up) and thumb button (to shift down). However, the programmed gearshift points are so good that even on the Motegi track I preferred using the automatic shift and just experimented with the different modes for the best ride.

For long-distance luxury touring I believe DCT is simply a must-have feature—anyone not using it will ultimately feel short-changed. DCT simply works—and works brilliantly.

Having said that, the manual-clutch 6-speed gearbox is radically improved as well. In-depth audio analysis was done by Honda engineers to figure out why transmissions clunk when changing gears, and which parts knock into which other parts. Many tweaks, including the addition of rubber cushions at the end of certain shafts, ensure the now six-speed gearbox shifts smoothly—and quietly—as never before. It really is a dramatic upgrade.

The six-speed manual and seven-speed DCT have similar final drive ratios, so top speed and fuel consumption are the same. There is also a slipper clutch on the manual version, so aggressive riders will love the new motor and six-speed tranny.

The standard 2018 Honda Gold Wing (the bagger version without trunk) is a hot rod; there’s no other way to describe it. A replacement for the F6B, the Gold Wing with manual six-speed is a different experience to before. For instance, the new Gold Wing motor with the 6-speed manual transmission is almost 14 pounds lighter than the existing model! If Honda is looking to bring in younger riders, or simply those with more of a thirst for performance, then this bike will really appeal.

Weighing in at 787 pounds, the Gold Wing takes full advantage of the superb front end and sporting side of the motorcycle’s nature. Combined with the throaty exhaust and improved mid-range grunt, the Gold Wing was leaping out of Motegi’s slower corners with a lot more gusto than I would have ever have imagined.

Dropping off the downhill back straight into the infamous Turn 11, I could brake late, and very hard; the front tire bit down and I went through the corner like I was chasing Dovi and Márquez. Well, not quite, but you get the picture. This is a fun iteration of the Gold Wing and performance bagger aficionados now have another very credible option to consider.

The Gold Wing Tour with DCT doesn’t sacrifice much to its skinnier brother—but it is as smooth as silk. If you like to relish in the knowledge that you could show a clean pair of heels to pretty much any other touring motorcycle on the road, but prefer to keep it smooth and relaxed, then you will love this new version.

I found it hard to be truly smooth in Sport mode, as the engine is just so darn responsive. However, in Tour or Econ modes, the 2018 Honda Gold Wing Tour is just like whipped cream, and your other half will really appreciate this machine from the back seat. The DCT gearchanges are so smooth that really the only way to tell that gear ratios are changing is by the sound from the motor—it’s that good.

Forget the old days, when DCT was about getting the bike into top gear as soon as possible and keeping shifts to a minimum. You can simply put it into drive and forget about the transmission. If you need a quick response for an unexpected situation, it’s just a twist of the wrist away and the DCT drops down a gear almost as smoothly as it goes up.

In the unglamorous world of parking lot maneuvers, the DCT shines thanks to the new Walking Mode. Walking Mode has a creeping speed limited to 1.1 mph in forward direction and .75 mph in reverse direction, with the rider easily and smoothly controlling the system through the plus and minus buttons on the left handlebar switch. There is also a Hill-Start Assist function. The 6-speed manual still has reverse actuated as before, using the starter motor to back up via the start button.

The 2018 Honda Gold Wing is more streamlined, and Honda has taken painstaking attention to airflow comfort for both rider and passenger. The entire motorcycle is narrower, and Honda claims the aerodynamics have been bettered by nearly 12 percent, improving the airflow to the rider, and yet with much less buffeting to the passenger.

I took a few laps on the back of each model in addition to riding. Passenger ergonomics on the Gold Wing Tour—with back trunk, passenger seat back and armrests—have changed, and the new passenger seat is more upright than on the old model. Unfortunately, the new, streamlined passenger grab handles are nowhere near as easy to reach as the old ones, rendering them all but useless.

However, passenger seat aerodynamics are dramatically improved, and now there is very little wind-buffeting for the passenger on the 2018 Honda Gold Wing. Although I liked the more reclined seating position of the old model, the wind buffeting was strong and would be fatiguing on a long ride.

On the 2018, my helmet didn’t bob or shake, and the only significant airflow was around the outside of my arms; it is a massive improvement. The new seating position, although a little more upright, has such improved wind protection I much prefer it.

Overall, the new Gold Wing helps the passenger feel much more comfortable and connected to the environment, and it is a striking upgrade over the motorcycle it replaces. My feeling of security in corners as a passenger is also far better.

Braking on the new model is the same linked C-ABS system as before, however the radial mount calipers are much more powerful, and the new suspension handles the improved braking forces much better. The brakes are noticeably upgraded and I was impressed by the power and feel of the new brakes.

Bringing the big Wing down from racetrack speeds into the slow corners with zero fade and no shudder from the front end. The hand lever gives an approximate balance of 66 percent front brake and 33 percent rear, while the foot brake pedal actuates the opposite—66 rear and 33 front.

Long-distance touring riders may be disappointed to see that the luggage capacity is reduced from 150 liters to 110 liters on the Gold Wing Tour. The rear trunk still holds two full-face helmets, however, the side bags and trunk are slightly smaller, the left fairing side pocket is gone, the right one is smaller, and the central console pocket is smaller. If you have the airbag version of the Gold Wing, the console pocket disappears altogether.

However, as a point of comparison, the BMW K 1600 GTL has 115 liters of luggage space, so the new Gold Wing is in the same ballpark. The new luggage helps with aero efficiency and lighter weight, so in normal riding or day-long trips the smaller bags are likely welcomed. Long-haul riders will likely want the optional trunk rack.

Although the standard Gold Wing lacks a trunk, it can be added as an accessory—about a four-hour installation job, apparently. Of course, for Gold Wing Tour buyers the reverse is true. Using two small blanking plates that can be purchased to cover the hardware slots, you can run the Tour sans trunk.

Although I’ve been discussing all the technical and functional changes, truly the most obvious change is that the Gold Wing is jaw-dropping gorgeous to look at. The flowing angular planes of the plastic are complemented by deep, liquid metallic paint, LED lighting, and a front face with ten (yes, ten) LED headlights upswept across the front in an aggressive smile. Details such as the beautiful square tip exhausts peeking out at the rear look (and sound) great.

Parked together, the 2017 model immediately seems dated; it also looks a little bloated and the cockpit and switchgear all seems overly complex. If looks are a big factor in your purchasing decision, then it’s game over, and you should probably make space in your garage right now.

Such is the obvious premium quality of this bike, I asked the Honda personnel if they’d considered branding the new Gold Wing an Acura in the US, and they admitted they had discussed it. Ultimately the Gold Wing brand is so iconic they decided not to muddy the waters, and I concur. Regardless of the name, the Gold Wing is truly the definition of a flagship motorcycle.

Click to page 3 for more