Motorcycle specifications HondaGL 1800 GOLDWING Tour 2020 The interstellar cruise

More dynamic, more long-haul than wide-body, the Goldwing has succeeded in its transformation in a most impressive way. Can it do better? It's committed to doing so by 2020. With some commendable little touches.

For greater on-board peace of mind, larger handgrips are fitted for the passenger, while new suspension and fuel injection settings fine-tune driving pleasure. Fog lamps are now standard. A second USB socket means you don't have to choose which device to charge first. Leave them in silence, turn your attention to the 6-cylinder, let the breath absorb you.

Look ahead, far ahead. But not at the road, the horizon or the postcards. Point your eyes higher... Even higher, to the stars. Consider that the Goldwing is capable of taking you to a new dimension of travel, between the strata of time and astral expanses. For over 40 years, the Goldwing has defined Grand Tourism with its own language and codes. This time, its metamorphosis is one of the most spectacular in its dynasty. The 1800 Goldwing is almost no longer a motorcycle - it's above and beyond.

Engine, silhouette, loading, electronics, suspension, pretensions, protection! Everything about the Goldwing has changed. Except the name and the type of engine. The 6-cylinder flat engine is unavoidable, and therefore preserved. But it's the machine as a whole that's going to surprise its public and neophytes alike. For it's a first in the history of this machine: the GL is smaller and lighter than the one it replaces. Since 1975, it has always been bigger and more majestic with each evolution. This time around, Honda has kept only the majesty and trimmed the fat. With great efficiency. The Gold has melted, and not just a little. On the scales, it's spectacular: at 379 kilos fully loaded, the lady has lightened by 26 kg. Its massive presence is now a thing of the past, both technically and visually. Its much more dynamic, almost lightweight design is a departure from the Goldwingesque tradition. From a mega-GT, it has become a super-GT, fitting between the old GL 1800 and the late Pan-European. Taut, almost hurried, this grand dame is no longer in the same style of grandeur. Once queen of a kingdom, now princess of an empire.

Beautiful and almost sexy, it's hard to imagine who dared offer to show her underwear. While the Gold has always hidden all its intimacy under a large fairing, the new one is more than a little mischievous. Yesterday, only the cylinder heads were exposed; now, the exhaust manifolds are revealed. Proving to all that 3 cylinders shake on each side.
The block is pampered by the manufacturer, unable to let its prestige fade. The only 6-cylinder flathead in production, its pedigree benefits from a major overhaul. And it breathes much better. The number of valves is doubled to fit 4 per cylinder. The compression ratio has been increased, intake air flow improved, the bore reduced to 73 mm (- 1 mm), the cylinder liners are now made of aluminum, and all the technical modifications would merit a large chapter. Most importantly, this engine has not only been modernized, but is also more compact and lighter. 6.2 kilos lighter on the block. And more watts. 93 kW, or 6 units more, will power the new 1800 Goldwing. In other words, 126 horsepower, 8 more than the previous generation. Obtained at the same 5500 rpm. Torque is also up, to 17.3 mkg. A slight increase of 0.3 mkg, perched 500 rpm higher at 4500 rpm.
These figures are only indicative, as this 1833 cm3 engine is magnified by its availability, velvety smoothness and suppleness. Without a moment's hesitation, it takes the epic up to 180 km/h - Honda has set the top speed at this threshold. And that's just one of the GL's strengths. There's a lot between the engine and the rider.

It's the electronics that will offer new features. With the addition of Ride-by-wire, the metal bird composes the journey in 4 dimensions. Driving Modes are finally available, and they will multiply experiences as modernism dictates on all new machines of a certain level. How will we drive today? In an hour? Every moment? The benefits of character digitization translate into a change at will between Tour, Sport, Econ or Rain moods.
Tour" is the one that most closely matches the Goldwing's philosophy. Direct engine response, suspensions in "Standard" mode, as well as brake distribution.
In "Sport", the tone changes. The response to twist of the throttle can go up to 150%, offering more pep to power delivery. The suspension becomes firmer and braking is more pronounced at the rear.
A return to calm can be achieved via the "Econ" mode. Suspension and braking are in "Standard" mode, while the throttle/engine response ratio drops to 60%. So you can save fuel and drive cool.
And then, there's always a moment when you come across water. "Rain" switches all the sliders to the soft side, with a throttle/motor ratio oscillating between 35 and 50%, "Standard" braking and softer damping.

How are the brakes evolving? With 6-piston radial calipers at the front on large discs, and 3-piston calipers at the rear. The combined ABS system has been simplified, with everything managed by a modulator. More compact, more efficient, it also saves 1300g.
However, what really catches your eye when you look at the front of this Goldwing is not the brake calipers, nor the LED lights, nor the electric bubble that replaces the huge windscreen of old... No, it's this strange part in place of the fork.
Because no longer has a fork. At least in its most common definition, with tubes, sleeves and all the rest. Following in the footsteps of BMW and its K 1600 (and 1200/1300 before them) - inherited from the French Fior system - Honda has developed a double-wishbone front suspension. Steering and damping functions are thus completely dissociated. And the gains in efficiency speak for themselves. Operation is 30% smoother, and the bike is 40% more agile.
This front-end principle and the more compact engine have necessitated a profoundly modified frame, as well as a newly designed swingarm. Here too, things change quite a bit: 2 kilos gained, the crew installed 36 mm further forward, a wheelbase lengthened by 3 mm (1695 mm), and an incredible gas factory under the suit. Fortunately, the Goldwing's suspension is easy to adjust. Over time, screwdrivers had to let servomotors through. And so came automatic adjustment, finally grafted onto the most senatorial of Hondas.

A desire, an adjustment. All you have to do is choose one of the 4 available programs, and the control unit takes care of the rest. Depending on the profile selected (rider only, rider with luggage, rider and passenger, rider and passenger with luggage), hydraulics and preload are adjusted electrically. A real joy for fine-tuning the machine's behavior, but...
And that's where it gets tricky. Our competitors have had this system for several years now. Semi-active systems go even further. How is it that the flagship of the range is not able to offer self-adapting behavior to the road profile? Is Honda having doubts about this system? Is it saving it for the future? An option? Yet this bike is equipped with the electronic engineering that the market is so fond of. So, in addition to controlled damping, the machine offers "torque control" traction control and automatic turn signals.

It's all set for a trip in sofa mode, which is now in many guises. Get ready, don't care about the weather, put your finger on a map... sorry, reflex from a bygone era... validate a destination on the GPS, and load the gear. A few moments later, something startles us. Hhhggnn... hhuummppfff... Damn, I don't get it. No way to fit Auntie Josette's woollen sweater or the ham for Yves's son. And yet, it fit on the previous Goldwing.
So that's the consequence of the weight loss program. After all, you could fit more stuff in the previous GL. Cargo capacity has been reduced from 150 to 110 liters. But why? Honda conducted a little research and came to the conclusion that most "Goldwingers" only took their machines on trips lasting 2 or 3 days. As a result, carrying capacity was reduced.
It's all over for the ham, unless you fit it on the optional luggage rack. But you can still fit 2 helmets in the top-case, clothes, toiletries and a bottle of Génépi. As well as a smartphone in the box, which can be connected to the USB port, plus a few trinkets.
And to travel light, the top-case is now removable. This makes it look like a bagger, unless you've already opted for one of the other Goldwing models, including the eponymous one.

The tank has also been slimmed down, by 4 liters. What?!? But the range will drop. But what about long-distance travel? No worries. The 6-cylinder takes advantage of its upgrade to taste frugality. With zeal. Fuel consumption is set to fall by 20%. This will please Nicolas Hulot. Even with 21.1 liters of benzine on board, the Goldwing will be able to cover just as many kilometers.
So many long jaunts that you'll be able to discover the high level of technological evolution also present in life on board. And in front of the driver, it's no longer an Airbus, it's Star Trek. Honda is making up for lost time with a beautifully crafted cockpit. Best of all is the handsome 7-inch TFT screen, almost the size of an iPad mini. Too bad it's not touch-sensitive. But control seems intuitive; let's hope navigation is too. In any case, it aims to rival the best infotainment systems in the sector without batting an eyelid. As an aperitif, it adapts to outside brightness; but if you prefer, you can adjust it to 8 different levels. Then it's up to you to navigate through the suspension and traction control settings, your phone's stewardship (via USB or Bluetooth), radio mode, tire pressure, and the integrated GPS. For the latter, a gyrocompass ensures that you won't find yourself "blind" in tunnels. 2020 updates maps, offers the option of saving 99 points of interest and supports Android Auto. Google's platform can also be upgraded on Goldwings from 2018. For those with an iPhone, the Goldwing is also compatible. It embeds AppleCarPlay, which will greatly facilitate interaction between all protagonists.

Let's continue our tour. Surrounding the info panel are two highly appreciated lieutenants. Two large needle-type meters provide at-a-glance information on speed (left) and engine rpm (right). Below the rpm, a digital window displays the gear engaged and driving mode selected.
Less essential information is displayed on the periphery of the yard, but not without a hint of technology. Other digital displays are not short of information. To starboard, engine temperature and suspension selection; to port, road monitoring, including fuel gauge, trips and the speed to be maintained by the cruise control. A must on this kind of vessel, as are heated grips and a quality sound system. Honda has completely overhauled the sound system, with lightened speakers and a control for the passenger, who can control volume, music source and fast-forward at will.

Same literally and figuratively lightened, the 1800 Goldwing remains a beautiful beast. A magic carpet when the wheels start turning, but tricky to manoeuvre when stationary. Fortunately, reverse gear has been retained, using the starter motor as a driving force. The DCT version goes one step further, with a "pedestrian" mode for low-speed backwards and forwards, and a Stop&Start doubled with start-up assistance to get the bike off the ground even more smoothly.

This time, we're ready to go. As usual, you can't remember where you put the key. In the pocket, in the backpack, in the glove compartment? It doesn't matter. The winged manufacturer has added the Smart Key keyless ignition system. As long as you've got the key with you, you can activate the bike, unlock the panniers and the top-case. And if you've lost the Gold in a parking lot, just pull out the Smart Key, press the call button for a few seconds and the flashers come on.

Contact. 3 rods set off to meet their twins on the other side. Serene, magnificent, imperious, the Honda 1800 GoldWing is packed with technology to face the next decade without fear or reproach. However, we regret a few shortcomings that the competition has managed to make their own, such as adaptive cornering lights and suspensions that deserve to be semi-active. However, it has changed so much that few will stop to consider these details. It's a new Gold, a different vision of the Gold that awaits discoverers and enthusiasts alike.

M.B - Manufacturer's photos