Motorcycle specifications HondaGL 1800 GOLDWING DCT 2021 An edge of the world

A motorcycle like this is designed to live through generations of 10 to 15 years before moving on to the next. During this time, certain things can be optimized, updated, adapted from the best to the best.

2021 means a little extra enjoyment. An upgraded audio system with new speakers, and that's it. The other bonuses are for the Tour version - seat cover, larger top case, improved passenger comfort.

Going back in time just a little, we see the Goldwing being fitted with the DCT gearbox in 2020. Almost an obvious choice for this type of vessel. We'll see how it works later.

With only pleasure in mind for its engine, Honda has reworked the injection system to make it more flexible at low speeds. In terms of on-board electronics, there are two USB sockets instead of one, and the navigation system has been updated with the possibility of saving 99 points of interest. Finally, the passenger handgrips have been enlarged.

this predisposition to comfort is perfectly matched by the presence of this generous princess of the road. Be careful what you ask for when you ask for it. Before she becomes your lady, remember to address her without misspelling her name. Since her spectacular makeover, Miss Gold's identity has changed somewhat. If you once thought of her with a big rear trunk, now you'll have to make your advances to the Goldwing Tour. Not the Goldwing 'tout court', now the bagger version.
From now on, on the web or at a dealership, its original name will take you here, to its refined definition. The GL 1800 Goldwing has new wings, with a variable-geometry wingspan.

The Airbus A380 is a formidable jumbo jet... but it hasn't been as successful as we'd hoped. GL seems to have learned its lesson. Bigger is only for so long... Its new generation is more compact, lighter, more technological, and surprising in more ways than one.
Imposing, always. Honda has to respect the presence of its history. But with its more reasonable dimensions, the absence of a trunk, and a profile that's less sweeping, the solemnity is no longer present. A migratory bird has become a bird of prey.
You can feel it, from appearance to function. The fairing is designed to channel airflow rather than protect the crew at all costs. An electric bubble, smaller than on the Tour version, modulates the tactical efficiency of the bow. Seating remains at the top of the range. For cargo, it's a different story. The Tour has already reduced the total volume it can carry to 110 liters! We'll have to be sparing when it comes to choosing what to take for the weekend. The two suitcases won't offer the same comfort as the F6B. From 51 liters per hold, the Gold offers only 30 liters.

We weren't looking for a long trip anyway. This GL bagger is designed for light, velvety travel. A Corniche for the roadside. With a completely revised engine to perpetuate the dignity of this dynasty. All you need is a generous hand of steel to lift the rock! The 6-cylinder will do just that, with a breath of fresh air. The engine-makers have retained the architecture, cubage and layout... and improved everything else.
The cylinder heads house twice as many valves, 4 per cylinder. The engine itself has lost 6.2 kilos, is more than 3 cm shorter, and has gained 8 horsepower and a little torque. It can be controlled via 4 control surfaces, thanks to a massive injection of electronics. Driving Modes control engine response, brake distribution and suspension settings. This is because the Goldwing, like the Tour version, now features controlled - but not semi-active - damping.
In the standard mode, called 'Tour', acceleration corresponds exactly to the movement of the throttle. Braking and suspension are calibrated in a uniform format.
Switch to 'Sport' for livelier acceleration, firmer suspension and more rear braking.
The 'Econ' mode seeks to save fuel by increasing the throttle/engine response ratio, and places the brakes and suspension in standard configuration.
Finally, the 'Rain' mode justifies its name by an even higher throttle/motor ratio, standard braking and softened suspension.

the robotized gearbox sits quietly between the engine and the road. As with the Tour model, it has been optimized with shorter first gears to limit jerking. Subsequent gears are longer to reduce engine speed.
As we saw earlier, the Riding Modes change the bike's dynamic behavior. However, they also influence the action of the dual clutch and the shifting of gears.
- In automatic mode, 'Tour' sets the clutch to its standard setting, and shifts gears over a wide rpm range;
- In 'Rain' mode, on the other hand, the clutch is more progressive, and shifting is divided between low and high revs;
- In 'Econ', the clutch is also progressive, while gears are shifted at low to medium revs;
- Sport' uses its name to make the clutch more direct, shifting gears to mid and high revs.
Of course, simply switch to manual (MT) to regain control of the gearbox.
To facilitate manoeuvring, an electric reverse gear has been retained.

In addition to the engine, the auto gearbox and its senatorial look, this bagger is also appreciated for its on-board equipment. A handsome 7-inch TFT color screen takes pride of place, displaying data on the sound system, navigation, suspension settings and other technical data. A panel of small digital displays provides information on priority driving data. Fortunately, not everything has been drowned in digital technology, and the essentials (speed and rpm) are displayed on two handsome needle-type meters.
A little more technology for dessert? Let's not deprive ourselves. New-generation Goldwings are equipped with Smart Key keyless ignition, hill-start assist, central locking, Apple CarPlay and Android Auto compatibility, full LED lighting, automatic turn signals, more advanced cruise control, dual USB ports, Bluetooth connectivity, and a striking dashboard console.
Oh, and don't forget to mention that the fuel tank has lost 4 liters of capacity. But since the mill consumes less fuel, we should be able to make up for it in terms of range.

with all this, Honda is making up for lost time in terms of comfort and entertainment. As for the engine, there seems to be no concern about the six-in-line of rival BMW's K 1600 GT; the engine optimizations are not in the direction of a mechanical confrontation but of personal improvement. However....
However, some engineers must have been bluffed by the Duolever front axle of the 21st century K-series, itself inspired by the Fior process. Germans and Japanese alike were right to adopt this front-wheel system, which is full of qualities for a touring machine.
With its double-wishbone fork, the latest-generation GoldWing promises to be easier to steer, more agile, with a smoother running gear. The Japanese engineers took advantage of the redesign to revise and lighten the frame, redesign the swingarm, modify the ABS, and congratulate themselves on an astonishing result on the scales. The silhouette has been refined, and the balance confirms the look. Where the F6B announced 384 kilos, the Goldwing plummets to 367. A flick of the wrist for such a beast? An effort to be applauded, given the work accomplished? Twenty kilos or so, that's the weight of a cinder block. Take one under your arm and walk around the block; you'll see that figure differently after this mini-challenge.

The GoldWing, whether standard (bagger) or Tour (road vessel), marks an important stage in its evolution. There's plenty of room to lose your bearings. Much richer, much lighter, much more brazen than the F6B, the bike seems to have been built with an almost too pronounced desire for dynamism. A simple question of point of view, the obliging pullman having given way to a virtuous GT discovery.

M.B - Manufacturer's photos