Oct 24, 2017
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 horizon.
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
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 riding
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 feel.
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.
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 Wing.
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.
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
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
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 positive effects.
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 and handling.
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
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.
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.
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
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
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 damper.
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 high-speed
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
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 improved performance.
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 grip.
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
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
TORQUE 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
Honda Selectable 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 models.
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
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.
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 headset.
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.
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
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 equipment.
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 being carried.
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.
Double-Wishbone Front-Suspension System
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.
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.
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
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 measures 316mm.
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 situation.
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
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.