Still, as great as the manual transmission is, we would spring for the Gold Wing DCT. You save 13 pounds and $1200 by going with the standard six-speed. A bigger loss is the Walking Mode, which includes reverse, in parking lots. Shifting is intuitive and error-free, though it does require more input than a DCT. However, the new six-speed manual tranny is flawless. We felt like we would miss the fully automatic DCT, and perhaps we did now and then.
While we are huge fans of Honda’s fully automatic seven-speed Dual Clutch Transmission, there is absolutely nothing wrong with the fully manual six-speed. Power is absolutely linear and predictable from idle to redline, making for a purely enjoyable ride that allows for upping the pace should you consider it necessary. Acceleration is strong in any gear, and there is decent overrev. Featuring an all-new 24-valve 1833cc motor, the Gold Wing has more than enough power for any touring job at hand. No, you don’t get the automatically adjusted combined ABS system found on the Gold Wing Tour motorcycles, but this system is exceptional in every way. They slow you down as a team, and the wheels talk to each other when implementing the ABS. The 320mm front discs with six-piston Nissin calipers and the 316mm rear disc work in concert like a grand master pianist. The linked front-and-rear braking operates in a fully transparent way, including the ABS. If you need to slow down, either predictably or unexpectedly, the fantastic electronically controlled braking system is your friend. As fast as you’re willing to go, the Gold Wing is comfortable taking you there.Ĩ. When you cross paths with the semi, you will feel the blast of wind that comes with a 150 mph closing speed with a huge vehicle pushing air, yet the Gold Wing itself is fully unperturbed. You can be barreling down a narrow two-lane road and have a semi doing the same. High-speed stability is crucial for a luxury tourer, and the 2018 Honda Gold Wing is steady as she goes. The only time you need to think about the shock is when manually adjusting the preload for a passenger and/or luggage. The linkage-assisted shock does its job without giving the rider a reason to think about it.
We are all used to traditional forks, yet this front end requires no break-in time for rider confidence-it feels just right immediately. It gives a great feel of the roads, while devouring poor pavement conditions without complaint. The double-wishbone front suspension is flat out magic. The Showa suspension lacks the electronic wizardry found on the GW Tour, but not the exceptional ride. Whether accelerating, braking, or cornering, they do their job without drawing attention to themselves-perfect team players. The Dunlop Sportmax D423 tires do everything you ask of them. Generally, you will want to set a line and enjoy the stability. Changing your line as needed requires some rider input, but it is doable when necessary. Amazingly, even with 30.5 degrees of rake, the Gold Wing doesn’t feel lazy in corners. Cornering clearance is generous, so feel free to ride aggressively. Yes, the Gold Wing is a huge motorcycle, yet it is completely comfortable in the twisties. We never had even the inkling of an “uh-oh” moment, so it is pure confidence on two wheels. That makes the Gold Wing even more maneuverable, yet still absolutely rock steady in all situations. The Gold Wing is 46 pounds lighter than the GWT, and much of that weight is up high. We were impressed with the handling of the Gold Wing Tour, so it’s a natural that the Gold Wing feels even better. The 2018 Honda Gold Wing has flawless handling. The centerstand and trunk are available as options on the Gold Wing, and the Gold Wing DCT has true reverse via the gearbox, rather than using the starter motor to back-up the motorcycle. The windscreen is shorter on the Gold Wing, though still electronically adjustable. The Gold Wing does not have traction control, electronic suspension adjustment, a heated seat, a centerstand, or an airbag option.
When Honda took the trunk off the Gold Wing Tour, a few other things also went missing from the standard Gold Wing. The 2018 Honda Gold Wing follows in that tradition, with the new Gold Wing Tour carrying the tradition of a trunk. The 2013 Gold Wing F6B was the first of the line to have sidebags, but no trunk. The standard issue Gold Wing didn’t get bags and a trunk until 1988 when it went to a six-cylinder powerplant. Sidebags and a trunk debuted on the Gold Wing Interstate in 1980. The Gold Wing was introduced in 1975 as the four-cylinder GL1000 K0 superbike. There has been a rebranding of the Gold Wing for 2018. The 2018 Honda Gold Wing replaces the Honda Gold Wing F6B, not the Gold Wing.