The highlight of the Tokyo Motor Show 2018 was the presentation of the new generation Honda GL1800 Gold Wing, the flagship of the touring motorcycle market: “We started from scratch and made the Gold Wing smaller and lighter, adding all the technology that a modern motorcyclist could wish for,” said project developer.
MOTOR RACE.RU, October 25, 2017 -
Not an update, but the creation of a new motorcycle - from scratch, inside and out
The previous generation Gold Wing is remembered for its characteristic expansive design and lifestyle. A motorcycle was bought not just for riding, but for driving with style, for dominating the road. At the same time, huge and archaic-looking (and actually a motorcycle from the 90s), the GL1800 was not the most convenient means of transportation: ideal for a big tour, but in a city with impassable traffic jams, it was only slightly inferior to a car.
The new Gold Wing is made in different proportions: the relaxed forms of the outgoing era are replaced by a more polished, athletic image. The keywords that the Honda team used during the development process were "Refined shape, toned style." And it is equipped with completely new equipment: a new engine, a new frame, new electronics - everything, without exception, is 100% new.
“We wanted our new Gold Wing to retain its luxurious style but be less boxy. A car that is equally useful for the owner both on the city street and on a big tour. And, of course, even more inspiring to ride than before. So we started with a clean slate and made the Gold Wing smaller and lighter, with all the technology and software that a modern rider could want. Today, as in 1975, it remains the flagship model for Honda – and we are proud to open a new chapter in the history of such an important name,” said Nakanishi-san, major project leader at Honda Motor Co., lead designer of the Gold Wing MY18.
Smaller, more compact, but more comfortable
The bike is built around an 1833 cc engine. and a power of 126 hp, but the maximum torque is still huge - 170 Nm already at 4500 rpm. The engine is still the same horizontal 6-cylinder boxer, but it has become more compact and lighter by 6.2 kg compared to the classic version of the GL1800. The cylinder bore has been reduced by 1mm to match the stroke of 73 x 73mm. The distance between the axes of the cylinders was also reduced by 9 mm. The right and left cylinders are located with an offset of 4 mm.
Power management has finally been switched to non-contact Throttle By Wire (TBW) technology, which allows you to implement the entire auxiliary complex - from traction control to an engine management system interconnected with ABS. In addition, Gold Wing is fully transferred to the remote access control system: the Smart Key is both a remote control, an ignition key, and an immobilizer.
The new Gold Wing has 4 piloting modes:
TOUR - the basic full-power mode, for a comfortable ride. It gives the driver a 100% direct relationship between the throttle angle and throttle opening, and also sets the standard suspension settings and the normal operation of the brake system with the usual distribution of braking force.
SPORT features the most sensitive engine power system to the movement of the throttle and provides the most dynamic acceleration of the motorcycle. Suspension settings in this mode are stiffer, and the efficiency of the braking system is higher.
ECON - for maximum fuel economy and the most relaxed driving style; engine reactions to gas are softened, suspension and braking force settings are standard.
RAIN is the smoothest mode with a ratio of "throttle movement / throttle opening" in the range of 35-50%. Suspension settings are softened, brake system settings are basic.
The engine is moved 40 mm forward to the front end in a new aluminum frame consisting of two powerful cast diagonals, so that excellent handling is ensured: mass centralization has been a Honda fetish since the mid-2010s! The positions of the pilot and passenger are shifted forward by 36 mm, which made the bike itself shorter and more compact in everything. At the same time, there was no less free space.
After doing a lot of research on how owners operate their Gold Wings, Honda came up with the decision to reduce the bike's peak speed to 180 km/h, and also allow the owner to remove the top case for more comfortable short-distance rides.
Thanks to a complete redesign of the aerodynamic concept, fuel consumption has been reduced by 40%. If earlier the Gold Wing cut through the space in such a way that a significant “air bag” formed behind the motorcycle, almost like behind a car, now it penetrates the oncoming streams. The system of computer-calculated aerodynamic portals creates air "channels" around the pilot and passenger, the drag of the GL1800 MY18 is almost half that. The windshield is smaller, but now it can be adjusted from the remote not only in height, but also in angle of attack, creating a more comfortable configuration for fast driving or “total isolation”, for example, in case of rain.
New Chassis - Smart Chassis
The Honda Gold Wing is switching to a "Double Wishbone" independent front suspension, which allows the bike to be steered without direct connection to the shock-absorbing element.
Thus, you control the wheel, but in theory you should not feel if the front-end is in tension. The new chassis is designed to provide unsurpassed comfort for pilot and passenger at all times. Steering is “significantly” lightened, handling is improved, also because the new motorcycle as a whole began to weigh 48 kg less at once!
But that's not all. Honda has introduced electronically controlled front and rear shock absorbers. Depending on the selected mode, they become a little tighter or vice versa, softer.
This is also due to the operation of the Dual-Combined Braking System (D-CBS), in which the forces between the two circuits are not distributed evenly, but depending on the traffic situation, speed, load on the motorcycle and even the slope of the motorcycle - everything is brought into one computer . ABS is carried out here not by two servo drives, as before. The circuits are equipped with pressure modulators controlled by their own computer.
The main features of the Gold Wing
The main accents are on a completely new 3rd generation Dual Clutch Transmission with 7 speeds and reverse (reverse). "Automatic on gold" is something that has been expected from Honda since 2010, when only the DCT appeared in the series. OK, we did it, as they say at Honda Motor Co. The company promises an extremely smooth ride and barely noticeable shifts. Well, the work of cruise control with DCT should now generally look fantastic - it will be just a self-propelled scooter!
Quiet move! The 2018 Gold Wing has an incredible feature - a starter articulated with a generator that can rotate in the opposite direction when the polarity of the terminals is reversed. That is, this is how the reverse is implemented. But Honda went further, adding this option and a quiet forward travel (“Walking Mode” no faster than 1.8 km / h). Now you can move slower than a turtle in a traffic jam, without even worrying about shifting gears and all that, without squeezing the clutch, but only slowing down sometimes. Also, it will be useful in the parking lot. In the version with DCT, stupidly turning off the engine and putting an almost 400-kilogram car on its side is now simply impossible, you will have to try.
In the manual version, the clutch is truly slippery to make engine braking easier. The clutch has also been given a support feature to reduce lever effort by 20%.
Hill Start Assist: We first saw this thing in 2014 when the KTM 1290 Super Adventure was born. In Gold Wing, the support system is arranged in the same way. A gyroscope built into the motorcycle's ECU determines the angle of the vertical slope; when pulling away, after the pilot releases the front brake, pressure is maintained in the rear circuit for another 3 seconds, so that the driver simply needs to open the gas and move off. The pressure drops immediately.
What else? The new manual transmission has become a 6-speed, which also affected the efficiency of the motorcycle. At a cruising speed of 100 km / h, the gearbox itself lowers the engine speed. Added an automatic engine shutdown and start system, well known to owners of Mercedes cars and Honda scooters for the domestic Japanese market - Idle Stop System. It is implemented in the Gold Wing version with DCT. Just turn the knob, the engine starts immediately and you are on your way, all in less than 2 seconds.
Aims and means
Honda has timely estimated that there are more and more young people in the touring motorcycle market. If for another 5-7 years the average age of the Gold Wing owner was 40 years old, now competitors are selling their flagships for two-wheeled tourism to a clientele of 25 years old. The new design, style, features and capabilities of the GL1800 are aimed at the younger part of the audience. And who likes 420 kilos of brutal iron can take the classic GL1800 model of 2017 at a discount. It has not become worse from the appearance of the new version!
To follow the trend, the Gold Wing has been given an advanced infotainment center with built-in navigation and Apple CarPlay that automatically transfers all necessary phone/tablet controls to the large 7-inch monitor. You can connect to the Gold Wing system via Bluetooth or via USB, as before.
The infotainment system (a combination of entertainment and information) is controlled by modern selectors and rollers, as well as keys conveniently located both on the motorcycle consoles and on the control panel in front of the pilot. Riding around the city will become even more convenient, since the motorcycle has already become 10 cm at once! And this is a calculation according to the most protruding parameter - the steering wheel, and the side cases are hidden even deeper. By the way, the passenger can now delve into them while driving. True, how to do this at a speed of 140 km / h is hard to imagine. Will have to try!
More photos of the new 2018 Honda Gold Wing
Specifications
Engine: 4-stroke, 24-valve, horizontal 6-cylinder, opposed type, SOHC, liquid coolingDisplacement: 1,833 cc
Valves per cylinder: 4
Bore and Stroke: 73mm x 73mm
Compression ratio: 10.5:1
Max. power: 93 kW at 5500 rpm
Max. torque: 170 Nm at 4500 rpm
Oil volume: 4.4 l (manual transmission) / 5.6 l (DCT)
Supply system: Electronic fuel injection PGM-FI
Throttle: 50mm
Air filter: Oil impregnated paper cartridge type
Transmission
Clutch: (manual transmission) slipper, hydraulic, multi-plate on springs
(DCT) Hydraulic, oil bath, pressurized multidisc
Transmission: Manual - 6 speeds (including overdrive. Plus electric reverse); DCT - 7 speeds forward, 1 reverse
Primary gear ratio: 1.795 (79/44)
transfer relations.
I have long wanted to write about this device, I really wanted to put my hands on it and see in practice what a tourist flagship is like. But it just so happened that we do not have a model that interests me in the city. Well, if you want to do something, do it yourself!
This is how it looked in Moscow when buying. I’ll say right away that the motorcycles of this series have 2 big generic sores:
1. Pre-'05 models have a very weak subframe. Overloading wardrobe trunks, as well as the delights of Russian roads, kill him, and he bursts at the points of attachment to the frame. Also, after improper transportation, the footrest mount can crack, and with it the ear of the rear shock absorber - check these things when buying! Fortunately, opening the side panels and looking under the motorcycle is not difficult.
2. The second trouble is 5th gear. Here there is a factory defect of the plate of the copier shaft. The shift fork sometimes does not bring the 5th gear into the groove, which is why backlash is formed from time to time and the 5th gear crashes. It is easy to check - at low speeds, click the box up to the 5th and put the motorcycle into tightness.
I knew all this and checked before buying. The seller heavily slandered me about the bike, but it didn't bother me, the price for the 30th anniversary version and ABS was the lowest in the ads, and the workshop resources and personal skills allow me to bring the bike to the desired condition.
After changing the oil, I went home. The first thousand to Ulyanovsk made it possible to try out the motorcycle and estimate the entire amount of work to be done.
Since the season wasn't over yet, I started small. The front speakers clearly did not suit me, so it was decided to replace them.
For comparison - the standard and Pioneer to replace it.
The seats had to be modified a bit.
In the installed form, it all looked something like this
We disassemble the motorcycle and fix the brackets
We lay all the necessary wiring and install the button in a regular place
Connection and test!
There is a contact!
The point is small, modify the regular holes
We carefully cut them out with a regular hacksaw blade.
Let's start with the front, namely the fork! Prepare the motorcycle for its dismantling.
This, alas, is not an ordinary classic, here you have to disassemble a lot of things :)
It was the work of the front suspension that caused me specific complaints. The fact is that on the entire GL1800 line, the left and right pen work differently. In the right fork, everything is like in a regular fork - a rod, pistons and springs, but on the left, an anti-dive system is installed. The principle of its operation is simple - during braking, the CBS system closes the channel in the pen piston and increases its rigidity, preventing the peck characteristic of telescopic forks. On autobahns and highways, this is good, but in our harsh reality, braking in front of a pit, you get 2 crowbars that do not work out the unevenness at all. To begin with, we will turn off the anti-dive, and see how the bike behaves, it may be necessary to refine the springs and pistons, but more on that later…
Let's shake the whole feathers first. 
Not a fancy kit. Oil seals, anthers, guides...
Installation of all details is made by a mandrel! No screwdrivers or beards
Photos for contrast - before and after :)
The pads are not the best, but there is still a resource, but the missing metal anti-squeak pads are not good, we will install them from old nissin pads lying around in the garage. Do not forget to put all the bolts of the calipers and discs on the thread lock!
The gold fork, given its considerable weight, is rather weak in torsion. On mine there was a nice bonus - the 3rd traverse. We will polish it.
For comparison before and after
My motorcycles are usually always the "base" for testing new materials and methods. I used to polish the wheels on a Yamaha XV1700 Warrior, but over time they faded and had to be polished regularly. Here we decided to try out a colorless primer, and already apply varnish on it.
Disassembled wheel before cleaning and polishing
And here we have a ready-made, shod and balanced version, which will have to replace wheel bearings and seals.
Pay attention - the front wheel bearings of the gold are double.
This is what the assembled and cleaned front end looks like. It's expensive to watch.
The final touch will be the installation of an additional fender liner.
Well, let's continue. We disassemble the whole face. Some of it will go to paint.
While the mirrors are removed, we will do a little refinement of them. Let's start by replacing the turn signals. There is no benefit from this, but aesthetically the bike looks better :)
Initially, I just wanted to install a voltmeter. Because There are plenty of different electrical equipment on a motorcycle, it will not be superfluous to follow the charging, but since it is not interesting and boring to simply install it, we will mount it in the mirror. But in the process of removing the glass from the plastic base, it could not stand it and burst. Well, every cloud has a silver lining, so here we will make improvements - we will install anti-glare!
Glass from Chevy-Niva will serve as a donor. I advise you to take mirrors on the left side.
A little love with the glass cutter, finishing the edges and voila - the mirrors are adjusted to the plastic bases
The finished version looks like this
Ahead of us is an exciting action - replacing the air filter. And knowing where it is, I am tormented by vague doubts that it has never been changed.
Approximately to this state, you need to disassemble the motorcycle in order to get to the air-box without any problems.
Well, what was required to be proved - the date on the filter coincides with the release date. Guess which one is new :)
The Air-box also pleased with deposits of crankcase gases and dirt, and as a bonus, an immobilizer antenna plug was found there. How she ended up there, given the fact that her own was locked up, remained a mystery to me.
We clean the box and dampers from dirt and deposits and assemble everything in the reverse order
Let's start by measuring the compression.
Pleasantly smooth readings on all 6 cylinders. It definitely pleases!
Disassembly of spark plugs and valve covers
All valves fit into the forks of thermal gaps. No further disassembly is required. Let's start collecting everything back
In order to avoid fogging, install new valve cover gaskets
Well, candles, it’s unusual to change 6 candles :) Usually 4, well, or 2
Well, we will finish the first part on gluing the logo. Native adhesive tape peeled off from time and temperature, and the head molding was kept on snot and parole. Let's bring it back to its former glory :)
I remember last year one of my long-range comrades decided to change his Intruder for something else. At first, he fell for Golda (well, still), he studied the market and found a chocolate copy from a moonshiner in Tula. Of course, I imposed myself with him, maybe they will give me a ride. They didn’t give a ride, and without that it was clear that the bike was covered in chocolate (in America they say mint condition, that is, mint, not chocolate, condition). But then I sat on Gold to my heart's content and somehow got a little cold to her. It seemed to me that the landing was some kind of scooter or something - the steering wheel is located a little low, at the extreme angles of that, it looks like it will rest against the knee (“like the handles of a wheelbarrow” is very accurately said in the article), the legs are bent a little more than necessary, all around plastic. Although it is clear that after the high and naked GSa, anything will seem like a scooter. And in general, it is clear that the device is from the last century - some kind of shutters, drives inside the fairings, a bunch of buttons, giant remotes. In general, I did not experience the expected admiration, I decided to continue dreaming about the K1600GTL. My friend also somehow got cold, and left the Intruder for himself.
And here you go - another breakdown of the covers. It turns out that Golda was and remains the only truly luxury tourer on the planet, and all these bells and whistles only interfere with BMW. Scandals, intrigues, investigations in the comparative test from Motorcyclistonline
Multiple Choice
Text by Jamie Elvidge, photo by Kevin Wing
“It's doomsday,” billboards along the roads of southern Tennessee told us when we drove there to benchmark the Honda Gold Wing against the BMW K1600GTL. For many years we have been waiting for the replacement of the well-deserved K1200LT, and now that we finally got our hands on it, and even together with Golda, the last thing we need is the apocalypse. (In June 2011, three Tennessee varsity coaches were sued by the National Collegiate Athletic Association for training violations after a 26-month investigation. — Frank)
Luckily, the only thing that disturbed the Tellico Plains was the arrival of our glittering tourers. My partner turned out to be Brent Ross, a former editorial staffer who had long ago traded Southern California for the serenity of the Southeast. And who will throw a stone at him? Mountain ranges connected by legendary roads - Tail of Dragon, Moonshiner 28, Diamondback and Cherohala Skyway - this is the paradise of the American motorcyclist.
Our group in the Tellico Motorcycle Outfitters parking lot was like a pack of hounds rushing off the leash in anticipation of a hare hunt. We rolled up in our long-range tourers with six-cylinder engines that were soft as silk and strong as a bull. There is no sweeter engine configuration, so nobody cares if the bikes are dressed in baggy suits. Everything will be forgotten as soon as you slightly turn the throttle and an avalanche of momentum descends on the rear wheel.
The Gold Wing's 12-valve flat-six has been produced almost unchanged for more than a decade. And despite this, it cannot be called old, although it must be admitted that the new 24-valve BMW engine is lighter, sharper and more compact. The number of valves is just one of the many high-tech features of the Bavarian. The new 1649 6 is just an inch wider than the 4 fitted to the K1300GT, making it the lightest and most compact six-cylinder in mass production. Like all straight-sixes, it is perfectly balanced from the start. It spins up to 8500 rpm, pulls in any gear from one and a half thousand to the very cutoff. You can reach highway speed in first, lift a wheel in third, or accelerate from idle to sixth. Traction control is perfect, and the sound is really sexy, it's just a pity that it is almost inaudible behind the wheel.
The Japanese 1832 cc boxer is also not called a suffocator, at any speed up to the limit of 8000, it will provide you with smooth and soft traction. Maybe the sound is not as mischievous as that of a BMW, but it is very tasty, and there is no need to complain about the lack of power. What the bikes have in common is bouncy acceleration. Many people, especially those who have never ridden a Gold, do not expect such agility from her. A real wolf in a calf's skin. And both bikes boast soft, but precise, katana-like traction control. Except that BMW's all-electronic throttle is a little dull at low revs at small angles of rotation of the handle, and if you close the throttle too quickly, then the revs are reset after a split second. The good old cable-operated throttle on the Gold Wing wins here a bit.
But the modern BMW engine is more economical. It consumes 5.47 liters per 100 kilometers, while the Honda drinks 6.36 liters at the same distance. The other side of the coin is the quality of gasoline - BMW loves the 95th, Golda is fine with the 92nd.
After lunch at Tellico Grains Bakery and ice cream at Downtown Creamery, we rolled out onto the Cherohala Skyway. In 1996, after a 34-year, $100 million renovation, the road entered the National Scenic Roads program. Nothing compared to Tail of the Dragon, it's a very beautiful road with running turns, which you want to ride in a relaxed way all day long, which is what we did.
Motorcycles don't care how aggressively you ride. Both bikes – with their low centers of gravity, tuned suspensions and combo brakes – tuck into corners beautifully, but here the BMW is, of course, the king of speed. Honda is easily shifted from side to side, and if you pump up the rear suspension, then in running turns it will stand like a glove. Golda likes to enter corners slowly and exit quickly, otherwise she requires leaning steering.
The neutral steering of the beamer is a real pleasure on winding paths. The optional electronic suspension allows you to adjust not only the damping parameters, but also the spring preload. Even a child can choose one of nine preset combinations. First you need to select the load - driver only, driver and luggage, or driver and passenger. Then you need to choose the nature of the suspension - comfortable, normal or sporty. Everything is simple and clear, and as a result, the chassis is configured exactly as it should, no matter how heavy your load is and your intentions are immoral.
Don't forget about the benefits of the optional traction control (Dynamic Traction Control - DTC), originally developed for the S1000RR superbike. It ensures that the suspension settings match the weather conditions and driver errors, while taking into account the angle of the slope. The only problem is drag racing. Bimmer failed a traffic light race because the system wouldn't let him start at full throttle with a slipping clutch. However, luxury tourers are not often seen on the dragstrip.
Even if you approach the very limit of the GTL's capabilities - not yours, you will start to be afraid much earlier - it will remain collected and unflappable. Even when the wheels are almost starting to slip, for example, with emergency braking on a slope and the ABS chirping under the pedal, the motorcycle continues to hold the trajectory and angle. Ask that guy in the red jeep.
Gold Wing braking systems are also among the best in the world, but they require more effort and offer less feedback. But where Honda is definitely better than BMW is in the design of the cardan. The Japanese one works without jerks, and the German one slaps not only during a sharp transition to intensive acceleration, but also during normal driving in traffic.
When we finished filming on the Cherohala Skyway, night fell. Contrary to predictions, the end of the world has not come, which means we will have to look for dinner and shelter. The search for a motel turned into a 150-mile drive through winding roads through dark towns, so we fell into beds after midnight.
Both bikes are equipped with many useful options, but the most remarkable thing I would say is the adaptive light on the bimmer. As standard, the GTL adjusts the light with a mirror when the bike's height changes, such as during braking. If the motorcycle is equipped with Adaptive Headlight, then a special servomotor adjusts the headlight to the angle of inclination, effectively directing the beam of light into turns. Life is divided into before and after, and once you drive through winding paths with this option at night, you no longer want to do without it.
With so many options, ergonomics becomes a problem, because it all needs to be placed somehow so that the driver is comfortable to use. BMW and Honda approach the solution from opposite directions. On the GTL, everything is done futuristically. Any option - ESA II suspension settings, tire pressure readings, navigation, audio system - everything is available through the multi-controller located on the left handle. It is made in the form of a wheel under the thumb. Made very cool and intuitive, especially if you are friends with modern electronic devices.
In the Gold Wing, all options are activated by separate buttons that are strewn throughout the cockpit, and after restyling in 2012 there are even more of them. It feels old school - yes, the button is easier to see and immediately press, but, frankly, this approach seems more dangerous, because you have to remove your hand from the steering wheel. (I think that it is the same in the parking lot, and on the go, staring at the screen, choosing an option, is even more dangerous. — Frank)
Brent prefers the old school for some options, like turning on the heated grips - why would anyone need to wade through the wilds of the menu when you can just flip the switch. In addition, in 10 years, when the switch breaks, it will not be difficult to fix it, which cannot be said about the intricate BMW computer system.
The next morning we had a Southern-style breakfast of eggs, corn porridge, potatoes, buns and gravy, and sizzling sausages. Maybe while we were sleeping, the end of the world did come, and we ended up in paradise?
After a hearty breakfast, we boarded our ships and set off on a two-day voyage along the famous roads of North Carolina and northern Georgia. In addition, we drove several hundred miles on the freeways. It was then that the difference between the two motorcycles was revealed.
The luxury of tourers starts from the fifth point. Without a doubt, the Gold Wing seat is the finest seat ever made. GTL? Not so much. Perhaps this is my subjective opinion, especially since cheeky drivers did not particularly complain. But I'd rather ride on a stick than in the low seat of a BMW. Even if I put it in the top of the two positions, it will be too low for me and my legs will be bent too much. At the time of writing the test, a high saddle was not available, the only hope is that it will somehow improve the situation.
The ergonomics of the GTL and GL are also based on different principles. To feel it, it is enough to sit behind the wheel of a BMW and Honda. On Gold, the driver sits straighter, and the steering wheel is closer. Brent says it reminds him of garden wheelbarrow handles.
Honda's mirrors are quite car-sized, they provide a great picture, but the small BMW mirrors, mounted on legs, were not very successful. The wind deflectors are also made differently. At GTL it is small, but easily adjustable with an electric drive. The GL has more, to change its position, you need to throw two levers, and then move the glass with two hands. But then you will get better protection from the wind, and at the same time you will not feel like in a car. BMW glass in the lower position is very noisy and does not cut off the flow, but in the upper position it creates a rarefaction zone in front of the driver, which pulls his head forward.
Both bikes allow you to change the distribution of airflow. For this, Golda has a slot in the windshield and special openings, by opening which you can supply warm air from the engine to the driver's feet. And the Beamer has very competent flaps. When open, they direct a stream of cool air to the driver, and when closed, they hide in the fairing.
Honda also wins in the "luggage" category, demonstrating the advantage of many years of design developments in this area. The center pannier and side panniers are huge and can be operated like the trunk of a car, that is, open, throw things in and close, all with one hand.
BMW saddlebags look flimsy, and if you overload them a little, they deform, and this makes them look ugly and begin to leak water. Closing the top case is not very convenient due to the design of the lock. It has a slightly larger volume than Golda's, it's a pity that it's not so convenient. The special strings that hold the lids of the GTL side cases open quickly fell into disrepair, as did the straps that were supposed to hold things in the case. But it is very easy to remove and install side cases, and the lock mechanism looks just great against the background of their central counterpart.
The cockpit of the BMW seems deserted, it is obvious that the designers were inspired by their cars. In the GL, the aesthetics of the driver's seat refers to Acura cars - nothing sticks out anywhere, but all the bells and whistles are visible at a glance. The Bavarian, on the other hand, has several things that are very harmful to his image, which makes him seem cheaper than he really is. For example, ill-fitting speaker grilles on the dashboard, and those unsightly cable harnesses under the steering wheel. Oh yes, and that chrome-plated number "6" in the best traditions of Buick construction.
But the audio system and navigation are easier to use on a BMW, especially if you get used to the controller wheel. The monitor is located higher, which means that the eye is less distracted from the road. And the ability to use all this on the go can be considered as a bonus. It’s better for the Honda driver to stop to manipulate the settings, which, by the way, is not always safe, sometimes it’s better to be able to correct something on the go. However, both systems are real works of engineering art. Of course, maps in navigators can be updated, and iPod tracks are displayed on the on-board screen. External speakers are better in Honda, but the presence of Bluetooth in BMW makes it possible to use headsets in a helmet.
At the end of the test, a few things became clear to us. First of all, the BMW K1600GTL, contrary to our expectations, did not become a new word in tourer building. Yes, it's more fun to go fast, but if we're talking about the luxury that the "L" in the model name refers to, then the Gold Wing is far ahead.
Perhaps GTL is creating a new category, like "luxury sports tourer"? No, because his half-brother K1600GT performs in it. And most of the differences between them play against the GTL. The soft suspension exacerbates gimbal jerkiness, the upright position doesn't feel natural, the high windshield is a little too high, and the top box is uncomfortable and looks alien, like it was hastily added at the last minute. So the plain GT is better, which is why our magazine named it the best tourer of 2011.
In short, Honda can take it easy, at least until the next doomsday. Because in the luxury tourer category, the Gold Wing remains king.
Off the record
Brent Ross
Age: 51
Height: 186 cm
Weight: 102 kg
Inseam: 32 in (crotch, left in inches because that's the second number in the size of the jeans you wear. – Frank)
When I got behind the wheel of the BMW K1600GTL, I thought that this thing was kicking old Golda. For me, it happened, but the beamer also missed a few heavy blows.
I drive Interstate 40 from Tennessee to California and back about three times a year and I always choose a Honda. It offers unparalleled comfort, excellent wind protection and ergonomics. In addition, the passenger on it is also more comfortable.
But it's not just the West Coast that I ride, more often than not I'm riding winding secondary lanes. Here already merges Gold Wing. The GTLs are much better suited for a bouncy ride, not least because of the lovely inline-six that's so smooth and powerful.
It seems to me that these stories cannot be compared, just as one cannot compare a trendy loft in the city center and a country mansion. They just offer two different types of life, or in our case, two different approaches to riding.
Jamie Elvidge
Age: 45
Height: 178 cm
Weight: 66 kg
Inseam: 32 in
Part of me trembled before the test. After all, Gold Wing is a legend. For years, it outshone all other bikes in its category. It's always unpleasant to watch a champion being beaten, and I was sure that's exactly what would happen.
Well, when it came time to drive back to California, I had no hesitation in choosing a Honda, and even for triple my salary, I wouldn't drive a BMW that far.
I got from northern Georgia to southern California in three and a half days, and lost half a day on the route, waiting for a tornado. No inconvenience along the way. And if I had to pick up a six-cylinder BMW, I would take the GT, not the GTL.
Gold Wing? I'm sorry I doubted you, big guy!
Honda Gold Wing… What is the miracle of technology behind this name? After all, it is not for nothing that it is familiar to almost every motorcycle lover. Golden wing - this is how the name of this bike is translated into Russian. And it does not deceive this is truly the "golden" model in the arsenal of Honda. This is a real giant, unparalleled in convenience and quality, the ideal touring motorcycle for long and long journeys. He has thousands of fans, admirers, many bikers dream of him - in general, a living legend and a truly iconic motorcycle.
So, what is this bike famous for and what is special about it? A touring motorcycle, what do we expect from it in the first place? That's right - a large carrying capacity (after all, you will have to take a lot of things on a long trip) and maximum comfort on a suburban highway. And with both Honda Gold Wing 1800 full order. A powerful six-cylinder engine with electronic fuel injection and an aluminum chassis with a good margin of safety provide a large carrying capacity for the motorcycle. The engine complies with all modern environmental standards and, despite the larger volume, it has less weight than the old 1500 cc from the Honda Gold Wing 1500 (this is another model of the Honda Gold Wing). Many cars can envy such a motor, still - 118 horsepower and a working volume of 1800 cm3. If compared with a car, then this is the middle class, but then a car, but this is still a motorcycle ... However, its weight is about 400 kilograms and at the same time excellent dynamics. Judge for yourself: it gains a hundred kilometers per hour in 4.4 seconds, it passes 400 meters (a quarter of a mile) in just 13 seconds and a top speed of 225 kilometers per hour. Moreover, do not forget that this is not some kind of high-tech sport bike, but a heavy touring motorcycle. Just imagine, a colossus of 400 kilograms rushes under 200 kilometers along a suburban highway ... And with all this, the engine sound is very quiet, starting at a speed of 20 km.h. and up to the maximum it is almost inaudible!
The chassis is also an example of great technical solutions. It would seem that with such dimensions of the machine it is difficult to expect good maneuverability from it. But no - the new aluminum alloy chassis allows for good cornering. Good handling is achieved through proper mass distribution. With such dimensions and weight, the Honda Gold Wing 1800 can be called quite an agile motorcycle. True, once again, when entering a turn, one should not forget that the angle of inclination is limited by numerous details at the bottom of the motorcycle: mufflers, footpegs, plastic spoilers. Replacing damaged parts can cost you a fortune. This is of course a minus, but spare parts for the Honda Gold Wing 1800 are quite expensive (however, like the motorcycle itself). To stop this projectile, the designers have developed powerful disc brakes with an ABS system that provides full control over the motorcycle and will not let you down even in the most difficult situations.
Comfort and again comfort, such thoughts come with a more detailed acquaintance with this machine. When you first sit behind the wheel of the Honda Gold Wing 1800, the impression is that this is not a motorcycle saddle, but a luxurious sofa in a five-star hotel. The driving position is just perfect for long trips, the seat back supports the back and the location of the footrests and handlebars are as comfortable as possible. The dashboard is a separate conversation, you just have to see it. It can only be compared with the panel of a light aircraft. On the way, you can enjoy your favorite music - speakers are installed in front and behind, optionally you can install a CD changer, a satellite navigation system. The bike is equipped with cruise control, heated handles, automatic opening trunks, headlight adjustment and much, much more. Say, you can write a book about the Honda Gold Wing 1800, and more than one, but to understand what kind of motorcycle this is not enough. There is only one way out - you just need to drive on it!
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Specifications |
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| Engine | Four-stroke, six-cylinder |
| Cylinder displacement | 1832 cm3 |
| Cooling | Liquid |
| Torque | 167 Nm at 4000 rpm |
| Cylinder diameter | 74 mm |
| piston stroke | 71 mm |
| Max power | 118 HP at 5500 |
| Number of valves | Two valves per cylinder |
| Weight | 369 kg; |
| Gas tank capacity | 25 l. |
| Top speed | 225 km.h. |
| Number of gears | Five plus reverse gear |
| Rear wheel wire | Cardan |
| Saddle height | 740 mm. |
| Length | 2635 mm. |
| Width | 945 mm. |
| Tires: front | 130/70 R18 |
| Rear | 180/60 R16 |
Honda GL1800 Gold Wing. Price: from 1,485,000 rubles. On sale: since 2012
The first Gold Wing can now only be called an "ugly duckling". But in the "swan" he grew up to be a feast for the eyes!
Everyone knows Gold Wing, or simply “gold”, even those who have never ridden a motorcycle: it is simply impossible not to notice and not be curious about the huge, usually luminous and pulsing with multi-colored LEDs and loud music of the motorcycle.
The volume of cases is slightly larger than that of the H-D Electra Glide, but the vertical loading and built-in bags of the "American" are more convenient.
Now it's hard to believe it, but in 1975, a small, simple, classic look, the very first Gold Wing with a liter 4-cylinder boxer engine with 80 hp. With. made a real revolution in the ideas of motorcyclists about what a touring motorcycle should be, primarily in terms of quality and reliability. And this is despite the fact that the main and, in my firm opinion, is still the only one (I still refer to the BMW K1600GT as a separate subclass, and Victory Vision sales are not so significant, especially in Russia) direct competitor - Harley-Davidson Electra Glide (see “5 wheel” No. 1, 2014) - it had been produced at that time for 10 years already and even then it looked like a modern one.
The “slider” in front of the glove compartment in the photo opens the damper under the engine, and the warm air pleasantly wraps around the legs
Unlike the traditional V-twin Harley-Davidson tourer, the Honda Gold Wing is equipped with a 1832 cc boxer six-cylinder engine producing 117 hp. With. and a torque of 167 Nm. Due to the “opposite”, the center of gravity of the “gold” is lower than that of the “electric train”, which improves its behavior at low speed, and also makes it possible for medium-sized drivers and girls to feel more confident with it: if you put the Harley vertically from the footboard with a full tank, I caused tangible difficulties, then rocking the Honda from side to side turned out without much effort. However, when riding at low speeds - in a parking lot, gas station or in a traffic jam - the Gold Wing has an interesting feature that makes you completely “relearn” how to ride a motorcycle: as soon as you squeeze the clutch and the traction on the rear wheel disappears, the device tends to fall on its side. But just give it a little gas - it rises smoothly and stably. In addition, the start of movement occurs with some delay: it is not possible to quickly move the 413-kilogram colossus from its place, despite the hellish moment in first gear, with which you need to be careful - a little the coating under the wheels turns out to be wet or loose, as the rear wheel blows into the skid .
Reversing on a motorcycle is not happiness! Powered by a battery, "rides" by pressing the starter. It won’t be enough for a long time, but pushing the “gold” out of the parking lot at an angle is quite
However, you can get used to any features of the technique, and learning how to deftly maneuver the Gold Wing in traffic is a matter of time. Then even such a seemingly completely unsuitable for driving in heavy traffic, the device will become quite universal. And you can turn on loud music (radio, USB or from your phone via AUX) as a means of passive safety instead of direct currents, and enjoy cutting through the city. But still, the most buzz is long-distance travel, and with a passenger!
The display could be plugged in even more, and an electric drive could be connected to the glass and a regular “janitor” could be installed!
The Honda Gold Wing is the ideal bike for two people. And the passenger on it is even more comfortable than the driver! A spacious, soft, deep chair, slightly protruding in the front, correctly positioned footrests and armrests allow you to completely relax and at least sleep, at least read a book on a trip. The only thing missing is a seat belt for a complete feeling of the car! (The Electra Glide is also very comfortable for a passenger to ride, but there is still less space on it.)
In the presence of a passenger, aerodynamics also change. When the driver is alone, the wind currents flow around the wide muzzle of the Gold Wing, whirl and blow noticeably into the back and the back of the head (I don’t even know how the “armored cap” that they usually wear instead of a helmet does not fly off the head of the Gold Wing) - this is a standard feature of vehicles with wide fuselage. But as soon as a passenger is seated, the driver ceases to feel the pressure of the wind. True, it goes to the "second number", but with less force.
In a scattering of audio control buttons, you can get lost. Who now listens to the radio with flash drives and smartphones with music?!
The most "motorized" of all bikes, the Gold Wing excels on the track. Plenty of dynamics at any speed, excellent steering, despite its size, smooth, powerful and soft ride, energy-intensive suspension, no vibrations, predictable and effective engine and brake braking - on this motorcycle you want to ride and ride, going forward and forward, catching the buzz not from overcoming difficulties and pain in stiff limbs, but from calmness, pleasantness and security ...
The only thing one can lovingly reproach the creators of Gold Wing - although this applies rather to Japanese motorcycle manufacturers in general, and not to a specific motorcycle - is conservativeness. It is clear that “perfect is the enemy of good”, and in this case, excellent, and Honda is afraid of ruining the Gold Wing (rightly afraid, of course, if you look at what it has done with some of its other excellent bikes!). But installing a larger display, getting rid of, by and large, a radio that no one needs (although I don’t know, maybe they actively use it in the USA ?!) and a whole scattering of control buttons for it, normal localization of the interface, electrification of the windshield drive (for a motorcycle like this class and price is just a matter of compliance!), output of data on the gear engaged and fuel consumption, as well as the addition of modern electronic assistants to the motorcycle (they, however, the “electric train” does not differ either, but the BMW K 1600 GLE is packed to capacity) and LED optics, for example, would only make the Gold Wing better. And then, releasing new generations of “gold” every about 10 (!) Years, you can become hopelessly outdated at some point ... But while the Honda Gold Wing is only 40, it is a motorcycle in its prime, and everything is ahead of it!
The left handle is overloaded with buttons, but everything you need is easily accessible on the move.
| Specifications | |
| Dimensions (length/width/height/seat height) | 2630x945x1455x740 mm |
| Base | 1690 mm |
| Ground clearance | 125 mm |
| Fuel tank volume | 25 l |
| Engine | 1832 cm3, 4-stroke, 6-cylinder, opposed, liquid-cooled, injection, 117/5000 hp/min-1, 167/4000 Nm/min-1 |
| Transmission | mech., 5-speed, (incl. overdrive), + electric rear, multi-plate wet clutch, drive - cardan |
| Frame | aluminium, diamond-shaped |
| Front suspension | 45 mm telescopic fork, anti-dive system 140 mm travel |
| Rear suspension | Pro-Link Pro-Arm, Electronic Preload Control, 105mm Travel |
| Brake front/rear | hydraulic, with ABS, 2 discs / 1 disc |
| Curb weight | 413 kg |
| Technologies | combined braking system C-ABS |
