The evolution of Honda's most storied touring model continues with the
introduction of the all-new, 2018 Gold Wing. Built on the same pillars of
reliability and easy-to-use performance that have driven the Gold Wing
platform to the forefront of the touring category year after year, this new
model takes each of the prerequisites for a good touring machine and
improves in every way possible. Lighter, more compact, and more
technologically advanced, this is the fun-to-ride Gold Wing that will just
as willingly carry you down city streets as it will take you beyond the next
Originally introduced in 1975 and powered by a then-revolutionary 999cc,
liquid-cooled horizontally opposed four-cylinder engine, the Gold Wing
gradually evolved from a comfortable standard motorcycle to a full-fledged
touring bike, with customers quickly outfitting their machines with front
fairings and luggage boxes to better accommodate long-distance trips. Each
model that followed was tailored a little more toward customer desires, with
added engine displacement, luggage space, and electronic features easing
riders into longer days in the saddle, while also growing the physical
dimensions of the motorcycle.
The latest Gold Wing strikes the ideal balance between comfort, fun, and
performance with the help of an all-new, ground-up design, including engine,
chassis, suspension, and electronics platform. As with the hugely successful
models that came before it, the 2018 Gold Wing will not only change the
manner in which people go touring on a motorcycle, but also alter the way
people think about touring on a
motorcycle. Performance should not give way to comfort, and the 2018 Gold
Wing is proof that the two aren't mutually exclusive. All told, this new
model weighs over 80 pounds less than its predecessor while still offering
comfortable touring capability.
The design of the all-new 2018 Gold Wing emphasizes the bike's
performance-minded origins, the engine feeling more pronounced and the
sharper lines hinting at the machine's lithe handling. Through updated
airflow management, the bike slips through the air with more efficiency
while still offering the same great ergonomics that are a staple to long
days on the open road.
The liquid-cooled, horizontally opposed six-cylinder engine continues to
offer the same benefits of low center of gravity, minimal vibration, and
quiet running, but has been made more compact and lighter through the use of
an updated crankshaft and Unicam® valve train. Available with a 6-speed
manual transmission or with Honda's highly advanced, new-generation 7-speed
automatic Dual Clutch Transmission (DCT), the engine offers increased
performance and the same magic-carpet ride.
The lighter chassis features updated flex characteristics and works with a
new double-wishbone front-suspension system to provide absolute confidence
and on-road precision. Meanwhile, a fully new electronics suite includes
multiple riding modes, Honda Selectable Torque Control (HSTC), cruise
control, and Hill Start Assist (HSA).
For traveling or even short rides through the city, the 2018 Honda Gold Wing
sets a new bar in the touring category. Available in five versions—Gold Wing,
Gold Wing Tour, Gold Wing DCT, Gold Wing Tour DCT, and Gold Wing Tour DCT
Airbag—this 2018 model is where the next great adventure begins for road
With the all-new Gold Wing, Honda has created a dynamic, visually compact
package that perfectly matches the motorcycle's performance-first pedigree,
while also improving aerodynamic efficiency and heat management. The
motorcycle is still Honda to the core, with emphasis on polished look and
By making the inherited side-mount radiator more compact and giving it
higher performance, designers have managed to reduce the front cowl width by
about 200mm, while simultaneously earning a higher degree of freedom in
terms of styling design. Honda has reimagined the meaning of air management,
working now to flow air smoothly over the rider and passenger rather than
endeavoring to put them in a windless, vacuum-like condition. As a result,
the 2018 Gold Wing features new air-guiding ducts that allow airflow into
the seat space, as well as cowl shapes that perfectly flow air around the
rider. All told, the 2018 Gold Wing offers 11.8% less aerodynamic drag
compared to the previous model.
In a move that was key to helping with the more aggressive overall look,
Honda engineers were able to expose the exhaust pipes on this latest model.
Previously, these pipes were hidden behind covers for optimal heat
management, but now through an updated design, it is possible to bring them
to the forefront and really show the mechanical attitude of the new Gold
A new electric windscreen provides the rider with an even greater degree of
control over airflow. Manipulated via a switch on the left handlebar, its
height and angle are adjusted in a stepless manner to achieve the ideal
amount of airflow in city street riding or higher-speed passes down the
interstate. In this way, each rider can now always enjoy the most
appropriate wind protection, based on the situation and personal preference.
Thanks to a shorter engine and new linked, double-wishbone front-suspension
system, which enabled engineers to bring the riding position forward, and
thus bring the rider closer to the windscreen, it was possible to reduce the
size of the windscreen itself. The three Gold Wing Tour models come with a
tall windscreen, and the two standard Gold Wing models come with a shorter
windscreen, with the taller windscreen being available for that model as a
Honda Accessory. Various wind deflectors are also available.
LED technology is used for all lighting on the Gold Wing, with the
multiple-lens front lights forming the new "wing lines" and the
multiple-lens taillight creating an image of high quality. LED front turn
signals are built into the mirrors, while LED rear signals are built into
the same unit as the taillight and stop lamp on each side. The systems are
designed to cancel automatically, after a turn is completed.
An LED fog light, high-mount stop lamp, and LED luggage-box inner light are
all available as Honda Accessories.
On the 2018 Gold Wing, a two-piece seat is used so that the rider can
comfortably enjoy operating the machine, and the passenger can enjoy touring
in absolute comfort. Hip support has been redesigned so that there is less
restraint, allowing the operator to easily move about the saddle and enjoy
the Gold Wing's more spirited soul on a twisting backroad. Likewise, the
shape maximizes the potential for the rider to put his or her feet down at a
stop, with a narrow junction between the frame and fuel tank.
The overall rider ergonomics (a key to comfort) have seen several updates,
with the handlebars now placed forward, and the footrests positioned just
slightly rearward when compared to the previous-generation model.
Honda's iconic, liquid-cooled, horizontally opposed six-cylinder engine
remains the heart of the 2018 Gold Wing, and is updated this year to be more
compact, more fuel efficient and more versatile in varying riding situations.
Key to this newfound size and performance are an updated crankshaft, valve
train, and intake system.
The cylinder bore is down 1mm, from 74mm on the previous-generation Gold
Wing to 73mm on this latest iteration, while stroke is 2mm up, from 71mm to
73mm. For a more compact overall package, the crankshaft is now formed from
a high-strength SCM440H steel alloy material that enabled engineers to
achieve a thinner crank web and 9mm reduction in the distance between
cylinders, from 90mm to 81mm. Left and right cylinder offset are reduced by
4mm. Meanwhile, the position of the crank pulser (which detects the engine
speed and the piston positions, for controlling fuel-injection quantity and
ignition timing) has been moved from the front area of the crankshaft to the
rear, reducing the distance between the engine's front cover and its
crankshaft by 7mm. Together, these changes have resulted in an engine that
is 29mm shorter from the front of the engine to the rear of the left
cylinder head, which has in turn enabled engineers to move the engine and
rider position forward. Hugely impactful, this shift increases front-end
weight bias and promotes even sportier handling on the 2018 Honda Gold Wing.
A newly adopted Unicam valve train, a design that has been proven in Honda's
CRF450R, uses a finger-follower rocker-arm system on the intake side and
roller rocker-arm system on the exhaust side. Doubly beneficial, this design
enabled removal of the valve-lifter-support structure from the
previous-generation engine, resulting in a weight savings while also
enabling the engine to be more compact. The roller rocker-arm system on the
exhaust side also reduces friction, contributing to improved fuel
efficiency. A new molybdenum coating on the piston skirts has the same
Thanks to the improvement in aerodynamic efficiency and a reduction in
weight, it was possible to reduce the fuel tank capacity by 1.1 gallons (4
liters), to 5.5 gallons total fuel capacity (21 liters) for improved
handling performance while maintaining the same great range as before. In
testing, total fuel economy was up 20 percent. Furthermore, the change to a
smaller fuel tank results in improved mass centralization and less weight.
Of any Gold Wing, this latest version takes the biggest steps toward
bringing the mass toward the center of the motorcycle for improved agility
The all-new engine uses four valves per cylinder in pent-roof-type
combustion chambers for improved combustion efficiency, but still weighs
13.7 lbs. less (6.2 kg) than the outgoing powerplant, when equipped with
Honda's six-speed manual transmission. Intake valves measure 27mm, whereas
exhaust valves are 24mm. For added weight reduction, cylinder sleeves are
now made from aluminum, the camshaft is manufactured from FCD600M, a
lightweight, high-strength material, and water-cooling routes have been
simplified and lightened by repositioning the thermostat. All this helps to
create a package that is significantly more compact and performance-minded
on the road, with a greatly improved power-to-weight ratio.
Intake efficiency has been improved for added responsiveness and torque,
while the intake system itself has been made lighter: The number of throttle
bodies has been reduced from two to one, the thickness of the intake
manifold has been reduced from 3.5mm to 3mm, and the inner diameters of the
intake manifold have been revised as well. For efficiency purposes,
intake-manifold volume has been reduced by 10 percent, and the intake ducts
have been reimagined, with the left duct placed forward and the right duct
facing rearward. This design, which creates a swirl effect on the incoming
air, also results in a more effective use of the entire air filter. The
intake duct shape and size have been optimized for improved response and
torque at initial throttle openings.
To create an exhaust sound worthy of the new Gold Wing, a new structure was
designed for the sequence leading from the muffler to the exhaust pipe,
ensuring an appropriate sound quality. The No. 2 and No. 3 exhaust pipes (left
to right from the rider's view) have a 20-percent smaller diameter.
For transferring power to the rear wheel, the 2018 Gold Wing and Gold Wing
Tour models are available with a six-speed manual transmission or Honda's
advanced seven-speed automatic Dual Clutch Transmission (DCT), each with
innovations for ease of use and an overall quieter, more enjoyable riding
experience. Honda is the powersports leader in DCT, having debuted it on the
2010 VFR1200F and since adapted, refined and expanded it to other
motorcycles (including the award-winning Africa Twin adventure motorcycle)
and premium ATVs and side-by-sides. The third-generation seven-speed DCT is
new for 2018, but based on the same technologies.
As the name indicates, DCT uses two clutches that are controlled by
sophisticated electronics and hydraulics. One clutch, which rides on a
hollow outer shaft, controls odd-numbered gear sets (1,3,5,7); the other
clutch rides on an inner shaft and controls even-numbered gear sets (2,4,6).
Multiple gears are engaged simultaneously so that the transmission is
constantly prepared for the next shift. Data, collected by a series of
sensors, is processed by the ECU, which uses an advanced algorithm to
determine when the shift-control motor should electronically trigger
gear-changes. At those moments, one clutch disengages and the other engages,
resulting in shifts that are quick, smooth, and seamless.
There are several benefits to Honda's DCT: It changes gears quicker and more
smoothly than is possible with a manual transmission; it frees the rider
from clutch and gear-shifting operations so that he or she can focus more on
acceleration, cornering, braking, or other riding-related tasks.
In the case of the new Gold Wing, the DCT also features a new Walking Mode,
with creeping speed for situations like maneuvering the motorcycle around a
parking space. In Walking Mode, one clutch enables forward movement, and the
other clutch enables rearward movement. In either direction, engine speed is
controlled by the Gold Wing's new throttle-by-wire system, and clutch
engagement is ideally modulated. Walking Mode speeds are limited to 1.1 mph
(1.8 km/h) in forward direction and .75 mph (1.2 km/h) in reverse direction,
with the rider easily controlling the system through the + and – buttons on
the left handlebar switch.
For the DCT models, engineers have devised a special chain-and-gear system
that utilizes DCT shafts for the reverse function, thereby eliminating the
need for a traditional mechanism.
On the DCT models, high-strength materials have enabled engineers to
minimize the face-width of each gear. This, in addition to the removal of a)
the reverse idle shaft needed for a conventional transmission system, and b)
the auxiliary equipment previously needed for the electric reverse mechanism,
have resulted in a compact engine that weighs 8.4 lbs. less (3.8 kg) than
the outgoing power unit. In addition, this latest-generation DCT improves
performance through damper rubbers that reduce shift noise, realizing a
shift feel worthy of a flagship model. There are three distinct additions,
including fork-shaft dampers, a master-arm damper, and DCT clutch-center
The first of these innovations, the fork-shaft dampers, are affixed to both
ends of the fork shaft. This results in a suppression of the noise that is
generated when the edge face of the fork shaft, which supports the shift
fork that moves the gears during shifts, strikes the engine case, a
situation that occurs when energy is released during shifts. The second
innovation, the master-arm damper, works much the same, mitigating any sound
created when the master arm strikes the stopper pin that regulates its
movement. Meanwhile, the DCT clutch-center damper—a spring damper installed
between the clutch and the main shaft—absorbs torque and reducing noise
caused by the engagement between dogs and the clutch during shifts. Thanks
to a good coordination between clutch control and the new throttle-by-wire
system, it was possible to decrease shift shock and shorten shift time,
especially in Sport mode.
Gear ratios are new, with the lower gears characterized by close ratios for
a narrower change in engine speed and driving force when shifting gears.
Meanwhile, the taller gears have a wide ratio for lower engine speeds at
Gearbox updates are not limited to the DCT, as the six-speed manual
transmission also features a cam damper between the clutch and transmission
for reduced noise and shock, as well as enhanced durability. Compared to the
previous five-speed manual transmission, this six-speed gearbox enables
lower engine speeds when cruising at 60 mph (100 km/h), which creates a
quieter overall riding experience. Each manual-transmission model now comes
equipped with an assist and slipper clutch, as opposed to the previous
generation's hydraulic assist clutch. With this mechanism, clutch operation
load is reduced by 20 percent, and shift shock has been reduced during
downshifting. For the reverse mechanism, the electric starter motor is used
just as it has been in the past.
There is no reverse mechanism on the 2018 base Gold Wing model.
In another weight-saving measure, all Gold Wing and Gold Wing Tour models
feature an Integrated Starter Generator system (ISG), which integrates the
generator and starter-motor functions into one component. This incorporation
allowed for removal of the starter motor and starter-system wiring,
achieving a weight savings of 5.3 lbs. (2.4 kg). The system also reduces
noise during starting.
Honda has fully modernized the Gold Wing models with the introduction of a
cutting-edge electronics package, highlighted by a new throttle-by-wire
system. Multiple riding modes are now available, as is Honda Selectable
Torque Control (Gold Wing Tour models), Hill Start Assist, an optimized
cruise-control system and Combined Braking System (CBS) with ABS, each a
tool for comfortably employing and taking advantage of the Gold Wing's
The four riding modes available on all Gold Wing models are Tour, Sport,
Econ and Rain, each with distinct settings that help tailor the riding
character of the motorcycle for the specific riding conditions. In each of
these modes, the throttle, and (where applicable) torque-control settings,
DCT shift schedules, and suspension damping, are changed. The process of
switching modes is completed when the rider totally closes the throttle
The default riding mode on the new Gold Wing, Tour mode is capable of
dealing with the most wide-ranging conditions. This setting achieves a good
balance between the outstanding comfort characterized by a touring model,
and the dynamic performance potential of this new bike. The stress-free
riding character enables powerful acceleration with throttle operations when
climbing a hill and offers appropriate response to other changes in the
terrain, while curbing engine speed at low levels. The DCT models faithfully
respond to the rider's acceleration demands through automatic downshifting
at the appropriate moment (according to the accelerator position). When the
motorcycle's ignition is turned off and then on again, the bike will
automatically return to Tour mode.
This mode enables the rider to fully enjoy the improved dynamic performance
of the new Gold Wing models, made possible through the lighter package.
Sport mode features more powerful acceleration thanks to sharper
responsiveness. With DCT models, the automatic-shifting schedule enables the
engine to climb to higher speeds. While combined braking bias is relatively
unchanged in the other three modes, Sport mode applies more pressure to the
rear when the front brake is applied.
This mode gives expression to the riding character as recommended by Honda
when riding in a relaxed manner on roads in cities and suburbs. Through the
mild acceleration and deceleration characteristics and the suspension's soft
damping characteristics, more relaxed cruising is possible. In the automatic
modes of the DCT model, the shifts occur at low engine speeds, also
contributing to improved fuel efficiency.
Rain mode is intended for riding in low-grip situations, such as on wet and/or
dirty roads. The mode provides acceleration and deceleration characteristics
that—in comparison to Econ mode—are even milder in response to throttle
operations, with added torque control. With DCT models, the shifts occur at
low engine speeds.
CONTROL (Gold Wing Tour)
SUSPENSION (Gold Wing Tour)
Optimized engine speed
Large control amount
Maintains gear selection until high engine speed
Small control amount
Upshifts at low engine speed
Large control amount
Wet or dirty road
Upshifts at low engine speed
Large control amount
Torque Control (HSTC)
Designed to help the rider manage rear wheel slip, Honda Selectable Torque
Control calculates the slip ratio of the rear wheel by measuring the
vehicle-speed signal of the non-contact ABS wheel-speed sensors. When slip
is detected, the system steps in through adjustments to the throttle valve
and fuel injection, in combination. HSTC is available on all Gold Wing Tour
Hill Start Assist
Another innovation for 2018, Hill Start Assist is available for the first
time on a Gold Wing model, making it simpler to resume riding after stopping
on an ascent. When HSA is activated in such situations, and the rider
releases the brake, the ABS modulator generates hydraulic pressure on the
rear brake caliper, and the motorcycle will not roll backward if the rider
uses the throttle to move forward within three seconds. Throughout the
entire process, an HSA indicator will illuminate on the right side of the
Gold Wing's new 7-inch liquid-crystal display.
Already available on the previous-generation Gold Wing but now ideally
calibrated thanks to the incorporation of a throttle-by-wire system, Honda's
cruise control works to deftly manage a set speed in varying conditions,
such as when traveling up a hill. For easy reference, the rider's set speed
is clearly shown in the lower left area of the meter.
The special feel of the all-new Gold Wing is illustrated by a new Smart Key.
To start the engine, the rider only needs to have the Smart Key in his or
her possession and to turn the main switch knob to the right, then press the
start switch. To stop the engine, the switch knob must be turned to the left.
Owners can also lock the steering by turning the handlebars while
simultaneously turning the switch knob one more position to the left. As an
added feature, the main switch knob will glow when the owner approaches the
bike with the Smart Key in his or her possession.
For security purposes, it is possible to turn the Smart Key off.
The 2018 Gold Wing is outfitted with Vehicle Viewfinder, meant for helping
to locate the motorcycle (in large parking lots, for example). To activate,
one must press and hold the Smart Key call button, which will activate the
motorcycle's hazard flashers and activate the horn.
The Gold Wing's Tire Pressure Monitoring System has also been updated.
Rather than only indicate when pressure drops below a certain level, TPMS on
the Gold Wing Tour models constantly communicates pressure via numerals in
the bottom left of the meter.
In a first for two-wheel category, all Gold Wing models are now compatible
with Apple CarPlay, which enables the rider to access Apple Music and Maps,
make phone calls, and send messages, all through the bike's TFT display or
with his or her voice through Siri. CarPlay requires use of a Bluetooth
The meter itself is composed of an analog speedometer on the left, an analog
tachometer on the right, and a 7-inch full-color Thin Film Transistor (TFT)
liquid-crystal display that provides infotainment-related information such
as audio and navigation app icons. The screen is also where the rider
confirms settings for systems like HSTC and electric preload adjustment. The
switches themselves, used for selecting settings and controlling the systems,
are now more centrally located in the console area.
An optional feature for 2018, the Home Link System is a convenience when
rides are just beginning or coming to an end, as it enables the rider to
program the motorcycle with garage-opening and -closing remote-control
information. The rider need simply press the button on the center console,
and the garage will open or close, while a light on the ride side of the
meter indicates the operation.
All 2018 Honda Gold Wing and Gold Wing Tour come equipped with heated grips,
while the Gold Wing Tour models also feature heated seats as standard
The sporty character of the new Gold Wing models will have riders searching
for the next set of tight, twisting corners, and the new suspension
solutions are meant to help tackle these sections of road with increased
confidence, while still providing unparalleled comfort on the highway. All
new for 2018, the Gold Wing manages this task through a unique
double-wishbone front-suspension configuration and Pro-Link® rear-suspension
design. Both suspension systems use Showa shocks, with the Gold Wing Tour
models featuring electric preload adjustment for easily selecting the
appropriate preload setting, depending on if a passenger and/or luggage are
On the Gold Wing Tour, front and rear damping force are electrically
adjusted, with a stepping motor moving the needle in each system to control
the oil flow rate and adjust front/rear damping force to mode-specific
settings. On each Tour model, these suspension settings are linked to
individual riding modes and do not change until a new riding mode is
selected. On the Gold Wing Tour models, preload settings are displayed in
the lower-right corner of the easy-to-read 7-inch TFT display. There are
four electric preload settings to choose from.
The Gold Wing model has manually adjustable rear preload.
The 2018 Gold Wing's double-wishbone front-suspension system offers multiple
benefits, the first being a reduction in shock transmitted to the
handlebars, a common concern with a conventional telescopic fork. This is
accomplished through a design that incorporates a pair of forked arms, and
does away with the friction between the outer and inner tubes of telescopic
forks. Total shock transmitted from the road surface to the handlebars is
reduced by 30 percent.
A second benefit of the double-wishbone front-suspension system is a
40-percent reduction in inertial mass for the front-end components that are
manipulated via the handlebars. As a result, Honda engineers were able to
maintain a stability-enhancing 1,698mm wheelbase while simultaneously
improving responsiveness and nimbleness, key to ease of use on city streets.
Use of bearings for all shaft bushing areas leads to a further reduction in
friction for both stroke and steering.
The double-wishbone front suspension system contributes to a more compact
vehicle package, the stroke trajectory of the suspension requiring less
clearance between the front tire and the engine area. As a result, engineers
were able to move the motorcycle's engine forward, which in turn enabled
them to move the rider position 36mm forward compared to the
previous-generation Gold Wing. These changes result in an optimized load
allocation, with a higher percentage of weight on the front wheel,
contributing significantly to the 2018 Gold Wing's responsive, nimble
handling and overall sporty attitude.
In the back, a Showa shock absorber and Pro-Link system featuring
progressive reaction ensures a comfortable ride. Spherical joints at the top
and bottom of the shock help to cancel out torsion of the Pro-Arm® structure,
helping to improve the ride.
In addition to reducing weight, one goal for the 2018 Gold Wing and Gold
Wing Tour models was to find the ideal balance between stability and
maneuverability, an objective that was met in part through a new,
robotically welded aluminum frame.
Though it uses the same twin-spar configuration as before, the frame has
been totally redesigned for optimized flexibility and rigidity, with plate
thickness adjusted in specific areas. This was done with the help of
calculations for stress on each area of the frame, and the process
contributed to a 4.4 lb. weight reduction (2 kg) for the frame and swingarm.
Mass centralization was achieved through shortening the seat rail and moving
the rider and passenger forward. Thanks to a low center of gravity,
maneuverability in all riding situations is impressive.
At the rear, a newly developed single-sided swingarm with built-in
driveshaft uses a new pivot-area structure, with the arm secured to the
frame only on the left side, while the function of the right pivot area is
limited to supporting the structure. This arrangement changed the stress on
the frame's swingarm pivot plates and gave engineers more freedom in the
approach to frame rigidity, ultimately enhancing maneuverability. Needle
bearings are used at the swingarm mounting points.
Massive strides have been made in terms of brake specification with the
all-new Gold Wing, which is now outfitted with six-piston, radially mounted
Nissin front-brake calipers and larger 320mm front rotors. This setup is a
clear indicator of the new Gold Wing's sportier nature when one compares it
to the 296mm discs and three-piston, conventionally mounted front-brake
calipers on the previous-generation model. The single rear brake rotor
The electronically controlled combined ABS works in a way that optimally
distributes braking force to the front and rear wheels. There is also a
weight savings, because whereas the ABS was operated by two motors on the
previous model, the new system is operated by one smaller, lighter,
circulation-type ABS modulator that has been integrated with the brake ECU.
Total weight savings for the overall system is 2.9 lbs. (1.3 kg). On the
latest Gold Wing, the combined ABS settings are linked with the riding modes
to automatically adjust to braking characteristics ideal for the riding
Tires and Wheels
The tires have been specifically designed for the all-new Gold Wing, with
the wider, 200/55-R16 rear tire now offering better stability at low speed,
a move made possible by the motorcycle's increased agility in other areas.
The front tire measures 130/70-18.
To capitalize on the sportier stature of the Gold Wing, the luggage has been
redesigned, with the right and left saddlebags each offering 30 liters of
storage capacity and (on Tour models) the rear luggage box offering 50
liters. That rear box can hold two full-face helmets (depending on helmet
make and model), with total storage capacity on Gold Wing Tour models having
been designed to accommodate enough supplies for two people traveling for
three nights/four days.
For smooth operating, the saddlebags and rear trunk each use a new,
high-quality lid damper. The rear box from Gold Wing Tour models can be
purchased as an accessory and installed on Gold Wind models, in cases where
those customers desire additional storage space.
Honda was the first motorcycle manufacturer to outfit a two-wheel model with
an airbag, starting in 2006, and it continues that trend with the
introduction of the Gold Wing Tour DCT Airbag, which comes equipped with a
state-of-the-art airbag system. In the event of a frontal collision, the
system slows the rider's momentum as he or she is thrown forward.
The system consists of an airbag module and a collision judgment system,
which operates via an acceleration sensor and main control unit. Newly
updated thanks in part to information learned in collision tests and
computer simulations completed at an all-weather omnidirectional
collision-experiment facility, the system is designed to be lighter than
before, with the collision judgment system also arranged closer to the
center of gravity for better mass centralization.