Motorcycle specifications HondaGL 1800 GOLDWING Tour DCT/Airbag 2021 Solaris road

More comfort, even more. It would seem that this is written into the Goldwing's genetic code, and the passenger will be the most satisfied of the little 2021 Evos. With a backrest that tilts back a few degrees, they can relax even more, in armchair-cruising mode.

There's also plenty of room for the knick-knacks you've brought back from your trip, with 11 liters of extra space in the top-case. Improved speakers and a suede/synthetic leather-covered seat complete the on-board tranquility.

Vessels cross space and time, taking care in small doses to improve over the years. In 2020, the GoldWing will be even more enjoyable. With new suspension settings, revised fuel injection and DCT gearbox for greater smoothness at low speeds, and larger grab handles for the passenger, life on board tends even more towards the pullman. LED fog lamps are now standard, inlaid in front of the cylinder banks. An additional USB socket has also been added to the crew. More cream for this majesty, which youth seems to be catching up with.

The Honda 1800 Goldwing has lived through its forties very well. After half a century of growing in size, comfort, cubic capacity and stoutness, this sumptuous tourer has given itself a touch of youth. Rarely has a lady been so willing to make such an effort and gain in efficiency. Svelte, less imposing, more powerful and infinitely more technological, the Goldwing is on course for a destiny of its own.

the Goldwing Tour shows the range of Honda's (very) many improvements. Namely, the more compact engine, still with 6 cylinders but now with 4 valves each, the striking double-wishbone front axle, the Driving Modes, the modified cargo capacity, etc... More on this later. But for now, let's turn our attention to this more upscale, more senatorial version of the GL. Here, the tourer achieves absolute driving pleasure with the adoption of a 3rd-generation DCT robotized gearbox.

This Goldwing is the fruit of lengthy development. And the DCT gearbox was a priority, to perfectly integrate its GT spirit. The result speaks for itself. The 7-speed automatic sequential gearbox is lighter than the previous model's 5-speed manual gearbox. Honda's DCT features a dual-clutch system: when one gear is engaged, another is ready to be shifted.
Three driving modes are available. The most recreational, but certainly the least used, is manual (MT). Here, the driver shifts gears at will, using controls on the left-hand console.
Then there's D mode, where the gearbox manages the transmission on its own, humming the rhythm for an efficient pleasure/consumption ratio. The system can also "sense" changes in driving style, adapting to changing circumstances.
For a little more dynamism, the S mode is a good choice. It is categorized into 3 sub-modes - S1, S2, S3. In this mode, the electronics let the engine rev up at acceleration and downshift to provide more engine braking. Each sub-mode acts more dynamically than the other. Choose according to your mood.
Note: whether in D or S mode, you can intervene at any time to change gear and regain control of the gearbox. Simply press + or -. After a certain time and analysis by the system, it automatically takes over again.

for this gearbox, Honda has given maximum priority to smoothness and ease of use. One wonders if they didn't want to imitate a magic carpet. In terms of pure mechanics, the first gear ratios are close together to limit jerking. Higher gears are spaced further apart to smooth out engine revs. Next, the Driving Modes intervene in clutch management.

- Tour" mode gives direct engine response, "Standard" mode suspensions, braking distribution and gear shifting over a wide rpm range.
- Sport" mode is livelier. Throttle response is amplified. Suspension is firmer, braking is more pronounced at the rear and the gearbox gets excited: shifting is more direct, with an appetite for mid and high revs.
- Calm down with the "Econ" mode. Suspension and braking are in "Standard" mode, while right-hand grip response is softer. As for the transmission, it engages progressively, concentrating more on low and mid-range revs.
- It's raining, it's drizzling, it's slipping? The "Rain" mode puts everything to rest, with a handle/motor ratio oscillating from one-third to one-half, "Standard" braking, softer damping and a clutch set to "progressive", with gear changes distributed between low and high revs and a selection that is also progressive.

and there's one more bonus. Surprising, as are many aspects of this Goldwing. Unlike the other versions, the DCT is equipped with the ISG (Integrated Starter Generator) system. Let's put it simply: they've combined the alternator and starter in a single component. It's lighter, and thanks to the automatic engine cut-off following a prolonged stop, it enables limousine-like starts. Look: you're at a red light, and after 3 seconds, the 6-cylinder falls asleep. An action on the handle wakes it up, and generates hydraulic pressure that acts on the clutch. This reduces the time needed for the clutch to engage. At the same time, the ride-by-wire action is calibrated to open the throttle gradually. The result is even smoother take-offs.

Although the Goldwing has long been a master of balance, it has to contend with a formidable adversary: weight. Well, OK, it's lost a lot of weight since last time. 22 kilos lighter in this version. But it's still 383 on the scales. Which puts it in a rather special category, where the K 1600 GTL, 1800 Roadmaster, 1900 Road Glide and other Limiteds all have their noses to thegrindstone: the"heavy-weights". Some have a reverse gear. On the Goldwing Tour too. On the Goldwing Tour DCT, it goes further: there's a "Pedestrian" function.
No need to engage a gear, the system takes care of everything. A +/- button on the left handlebar lets you move the machine at 1.8 km/h forwards or 1.2 km/h backwards.

the adoption of this DCT gearbox is a major step forward for the 1800 Goldwing in terms of transmission. Another special feature is the installation of an airbag. Like yesterday, the Honda is the only motorcycle to offer this equipment. Virtually all the other technologies are to be found on the competition's bikes, but that's not going to dampen our spirits. We mentioned some of them at the beginning. Let's not forget the hill-start assist, the superb dashboard with multiple screens including a large 7-inch color TFT panel, Smart Key keyless ignition, Apple CarPlay multimedia management, cruise control, traction control, heated grips, electrically-adjustable windscreen, on-board sound system with radio and Bluetooth, GPS, electronically-adjustable suspension, and then, and then, and finally...

The big 1833 cm3 with 6 cylinders laid flat. 3 on each side to box up the others, then a great response, a general lightening, a smaller footprint and appetite, optimized potential and extra watts. In particular, roundness, melody, inimitable presence - emotions far more important than the 126 horsepower available. We're even more interested in the torque, with its imposing 17.3 mkg.

Honda's majestic vessel catapults forward with a sovereignty enhanced by a wealth of technology. The DCT completes a cruising symphony, where the kilometers cannot compete, however many there may be. Very heavy riders will regret the reduced luggage capacity (121 liters today), and the protection, which promises to be excellent, whereas it was imperial on the old model. The arguments in favor of the new generation are more than convincing enough to make up for any snubs. His Goldwing majesty now has only one thing to fear. That the destination will be a quality one, and that it will retain its crew - who aspire only to ride...

M.B - Manufacturer's photos