Model updates: It’s one of Italy’s most popular scooters for a reason: its rich specification includes a four-valve eSP+ engine with Honda Selectable Torque Control (HSTC) and Idling Stop, sleek signature SH style with flat floor design, LCD dash, full LED lighting, 28L storage space, USB Type-C socket and Smart Key operation. Two new paint options for 22YM add further appeal.

 

 

Contents:

1 Introduction

2 Model overview

3 Key features

4 Accessories

5 Technical specifications

 

 

1. Introduction

 

Part of the million-selling SH family whose founding member, the SH50, went on sale in 1984, the four-stroke Honda SH150 first hit the market in Europe in 2001. Ever since it has quietly and consistently gone about its mission to provide stylish, fun and fuss-free transport – becoming one of the continent’s favourites along the way.

 

That first machine laid down the blueprint for success: a frugal-natured but lively engine that could deal with highway as well as town use tied to nimble, sure-footed handling underpinned by the stability that large diameter 16-inch wheels deliver – all wrapped in elegant, premium styling.

 

Fuel injected with PGM-FI in 05YM, over the last 14 years the SH150i and its 125cc sibling have come to represent the ultimate in urban transport with the perfect balance of style, reliability, economy and downright usability.

 

And of course its story is one of constant, careful evolution reflecting the developing needs and expectations of owners, and Honda’s desire to keep on giving them an even better version of their SH. In 13YM it gained Honda’s eSP (enhanced Smart Power) low friction engine and Idling Stop, boosting both power delivery and fuel economy. And in 2017 the look was refreshed with more chiselled design lines, and LED front/rear lights and Honda Smart Key added.

 

In 20YM the SH150i – manufactured at Honda’s Atessa factory in Italy – and immensely popular in the Italian market due to legislation that prohibits 125cc machines from motorways was, effectively, a brand-new scooter. Standing squarely on the shoulders of its forbears the SH150i instantly became faster, even more stylish, comfortable, convenient to use and as cost effective as ever to own and run. Of course, it could never be anything else. It is an SH, after all. 

 

For 22YM, two stylish new colour options, featuring unique red logos and black wheels give a more sporty edge and make the SH150i even more desirable.

 

 2. Model Overview

 

While the SH150i carries on mechanically unchanged for 22YM it’s worth a recap of the 20YM update because finding improvement was no easy goal  – it is one of Italy’s favourite scooters for a reason. But more power, torque and improved fuel-efficiency from a EURO5-compliant four-valve eSP+ engine was a good place to start. The addition of HSTC was also a bonus for any owner’s peace of mind.

 

A redesigned frame allowed extra and ever-useful storage space (plus inclusion of a USB charger) and optimisation of the rear suspension geometry enhanced comfort. And premium new bodywork and stylish front signature redefined and reinforced the SH150i’s presence, with full LED lighting and crisp LCD dash.

 

Five configurations are available:

 

Standard SH150i without accessories

SH150i with Smart top box 

SH150i with Smart top box, knuckle guards and windscreen

SH150i with standard top box

SH150i with standard top box, knuckle guards and windscreen.

 

Two brand-new colours feature unique red logos, black wheels and more aggressive detailing, to add further contemporary appeal for 22YM.

 

 

Mat Pearl Cool White **NEW**

Mat Rock Gray **NEW**

Pearl Nightstar Black

Timeless Gray Metallic

Pearl Splendor Red 

 

 3. Key Features

 

3.1 Styling & Equipment

 

• Stylish, SH signature flat-floored design
• 28L total under seat storage capacity, with USB socket
• All lighting LED with LCD instrument dash

 

Smooth and solid are two words that describe a sleek, unified body style with the tension between the two reinforcing a premium presence. And the SH150i’s ‘face’ sets it apart – the fairing-mounted headlight (almost an LED ‘H’) features a central main beam splitting dual dip beams, while position lights reside above on the handlebar nacelle.

 

The elegant looks are matched to effortless practicality. The overall compactness, flat floor and upright riding position (essential for ease-of-use and visibility in busy town traffic) are conspicuous hallmarks of the SH look. Less obvious is the 28L of under seat storage, capable of holding a full-face helmet. A USB charging point is also included.

 

The flat seat provides plenty of support and room to move around and its carefully contoured shape, plus slim floor width, makes reaching the ground easy. As many journeys around town involve a pillion there’s plenty of room for two; retractable aluminium pillion footplates tuck away when not in use and provide a stable platform – especially under braking – when needed for the passenger.

 

The rear light is LED with a chrome surround, matching the front, and the LCD dash presents all warning lights – including Smart Key, HSTC/ABS and Idling Stop operation – neatly around a central digital speedo/odometer display. All operations on the dash are carried out via A/B buttons on the left handlebar.

 

The SH150i’s Smart Key resides in the rider’s pocket and does away with the need to constantly insert and withdraw a key for ignition, fuel cap and seat. It has two switches: the smart function on/off and ‘answer back’, which flickers the indicators for identification from a distance.

 

With the Smart Key present one push of the machine-mounted main switch powers it up and makes it possible to turn, giving the rider control of the ignition and steering lock, and, via two rocker switches, the fuel cap and seat. It also illuminates when pushed – or from the answer back function of the Smart Key – with a blue light.

 

3.2 Engine

 

• Four-valve eSP+ engine produces 12.4kW peak power and 9Nm torque
• Also employs Honda Selectable Torque Control (HSTC)
• EURO5 compliant, with Idling Stop and low-friction technologies

 

The SH150i’s 157cc liquid-cooled four-valve enhanced Smart Power+ (eSP+) engine produces peak power of 12.4kW 8,500rpm with 14.9Nm torque delivered at 6,500rpm.

 

Fuel economy (without Idling Stop activated) is 44.7km/l (WMTC mode). And just as important to owners and for a machine that will spend most of its time in an urban environment, the SH150i’s engine is EURO5 compliant; the allowable limits for exhaust tailpipe pollutants such as carbon monoxide, hydrocarbons and nitrous oxide specified by EURO5 are drastically reduced compared to those of EURO4.

 

Technology to boost rider confidence in wet conditions is Honda Selectable Torque Control (HSTC) that works in the background to deftly manage rear wheel traction. An indicator flashes on the dash when HSTC is actively reducing wheelspin and the system can also be turned off completely.

 

Bore is set at 60mm with stroke of 55.5mm; compression ratio is 12.0:1. The compact engine is a masterpiece of mass centralisation. The radiator, rather than being mounted at the front of the machine is built into the engine itself for a simple, light layout. Its highly efficient core allows for the use of an ultra-compact, light cooling fan.

 

Low-friction technologies are employed internally; the cylinder sleeve uses minute splines on its outer surface to keep oil consumption low and improve cooling and the cylinder is offset to keep frictional losses to a minimum. Rolling resistance within the transmission is kept in check by the use of three main bearings, all designed to deal with the loads they each individually receive.

 

A key fuel-saving technology incorporated into the SH150i is Idling Stop. It’s operated via a switch on the right handlebar and, when enabled, automatically stops the engine running after three seconds at idle, and re-starts it instantly when the throttle grip is twisted.

 

It is seamless in use, thanks to a swing-back system that returns the crank to its position before air intake, and a decompression mechanism that negates cranking resistance due to compression. The ACG starter also generates electricity, doing away with a conventional system’s motor and gears.

 

3.3 Chassis

 

• High-tensile tubular steel underbone frame
• Optimised rear suspension geometry ride comfort
• 16-inch front and rear wheels deliver sure-footed confidence

 

The high-tensile tubular steel underbone frame sites the 7L fuel tank under the floor  beneath the rider’s feet which frees up 10L additional space. Wheelbase is set at 1,350mm with rake and trail of 26°/85.2mm. Seat height is 799mm with wet weight of 134.1kg.

 

For ride comfort the engine hanger link angle and rear suspension angle are optimised to reduce rotational load toward the engine link, making for more-supple bump-absorption and control.

 

Lightweight 16-inch aluminium die-cast wheels have always been key to the SH150i’s sure-footed handling ability and stability on a variety of road surfaces and mount Michelin City Grip tubeless tyres sized 100/80-16 front and 120/80-16 rear.

 

The rear shocks feature 5-step preload adjustment with 83mm axle travel. The 33mm telescopic front forks, with 89mm of travel, ensure excellent road holding and are tuned to give a compliant, yet controlled ride. ABS is fitted as standard; both front and rear discs have a 240mm diameter; the front caliper is a two piston design, the rear a single piston.

 

 4. Accessories

 

Alongside the standard top box are the redesigned screen and knuckle guards for enhanced weather protection. The Smart top box – which operates together with the Smart Key – and opener kit can also be retro-fitted.

 

 5. Technical Specifications

 

ENGINE
Type	Liquid-cooled, 4-stroke SOHC
Engine Displacement (cm³)	156.9
No. of Valves per Cylinder	4
Bore ´ Stroke (mm)	60 x 55.5
Compression Ratio	12.0:1
Max. Power Output	12.4kW/8,500rpm
Max. Torque	14.9Nm/6,500rpm
Oil Capacity	1L
FUEL SYSTEM
Carburation	PGM-FI electronic fuel injection
Fuel Tank Capacity	7L
Fuel Consumption	44.7km/litre
ELECTRICAL SYSTEM
Starter	Electric
Battery Capacity	12V7Ah
ACG Output	670w/5,000rpm
DRIVETRAIN
Clutch Type	Automatic; centrifugal
Transmission Type	CVT
Final Drive	V-Belt
FRAME
Type	Tubular Steel Underbone
CHASSIS
Dimensions (LxWxH)	2,090mm x 730mm x 1,130mm
Wheelbase	1,350mm
Caster Angle	26°
Trail	85.2mm
Seat Height	799mm
Ground Clearance	145mm
Kerb Weight	134.1kg
Turning radius	2.05m
SUSPENSION
Type Front	Telescopic F33
Type Rear	Dual-damper unit swing arm
WHEELS
Rim Size Front	16M/C x MT2.50
Rim Size Rear	16M/C x MT2.75
Tyres Front	100/80-16 inch
Tyres Rear	120/80-16 inch
BRAKES
ABS System Type	2 Channel
INSTRUMENTS & ELECTRICS
Instruments	Honda Smart Key, USB charger
Headlight	LED
Taillight	LED

 

All specifications are provisional and subject to change without notice

** Please note that the figures provided are results obtained by Honda under standardised testing conditions prescribed by WMTC. Tests are conducted on a rolling road using a standard version of the vehicle with only one rider and no additional optional equipment. Actual fuel consumption may vary depending on how you ride, how you maintain your vehicle, weather, road conditions, tire pressure, installation of accessories, cargo, rider and passenger weight, and other factors.

Model updates: Honda’s Neo Sports Café middleweight continues to carve out a strong following. Specification includes 41mm Showa Separate Function Big Piston USD forks, high-revving four-cylinder engine, HSTC, assist/slipper clutch and LCD dash. Minimal styling makes a bold statement, and includes practicality of a USB Type-C socket under the seat. The choice of colours grows to four for 2022, with the addition of a Sword Silver Metallic option.

 

 

Contents:

1 Introduction

2 Model overview

3 Key features

4 Accessories

5 Technical specifications

 

 

1. Introduction

 

Honda has always thrived on exploring new boundaries – in design as well as engineering. In 18YM, the CB1000R, CB300R and CB125R brought a fresh identity to its naked motorcycle line-up, mixing café racer inspirations with a forward-looking ultra-minimalist look under the ‘Neo Sports Café’ design theme.

 

One segment remained for the new aesthetic to find expression: the hugely competitive naked middleweight arena and, in 19YM, the CB650R confidently took on this role. Aimed at a young demographic that looks to show off in style and enjoy to the maximum a combination of exhilarating four cylinder engine performance and light, versatile, refined chassis handling, it has proved a great success.

 

Building on the momentum, in 21YM the CB650R received a major front suspension upgrade, plus a range of detail improvements to enhance comfort, usability and practicality. For 22YM, the CB650R gains a cool new colour option.

 

Valerio Aiello, of Honda’s Rome R&D Department on the Neo Sports Café design aesthetic: 

 

“The entire current Neo Sport Café range from Honda is the result of the CB4 Concept model presented at EICMA in 2015. Our desire was to explore the world of the café racer and reinterpret it in a modern key.

 

All the models of this CB series are not simply retro-vintage motorcycles, but rather neo-classics – that is, modern motorbikes showcasing classic design styles combined with modern techniques.

 

We wanted to create a new stylistic dimension, different from the muscular streetfighters of the last few years, and at the same time, far from the simpler café-racer style. The end result is that none of the bikes from the competition resemble the Neo Sports Café range and, like them or not, they are easily recognisable as Hondas. The competitors have classic or very modern motorcycles in their ranges, but in my opinion, not something that goes in the wake of both styles.

 

During development of the CB4 concept, I found inspiration from outside the world of motorcycles, in watches. I’ve always liked their technicality and one of the key concepts used during the Neo Sports Café design was 'Mechanical Art'.

 

‘Mechanical Art’ is the desire to show the beauty of the various mechanical elements to which Honda has always given great importance. Watches do this very well indeed, with their mechanics always creating a certain charm.”

 

 2. Model Overview

 

The CB650R received a significant refresh for 21YM. The major news was the application of 41mm Showa Separate Function Big Piston (SSF-BP) USD forks – high quality suspension that really elevates the bike’s handling ability.

 

EURO5 compliance for the engine was achieved with no loss of top end power; other detail improvements included slightly more forward-set handlebars, improved visibility for the LCD display and USB Type-C charging socket under the seat. New side panels and rear mudguard were also minor cosmetic changes.

 

The 22YM CB650R will be available in the following colour options, all now with a black front mudguard:

 

Sword Silver Metallic **NEW**

Mat Gunpowder Black Metallic

Candy Chromosphere Red

Mat Jeans Blue Metallic

 

 3. Key Features

 

3.1 Chassis

 

• Showa Separate Function Big Piston (SFF-BP) USD forks
• Four-piston, radial-mount front brake calipers and floating discs
• 120/70-ZR17 and 180/55-ZR17 front and rear tyres

 

The CB650R’s steel diamond frame uses pressed swingarm pivot plates and twin elliptical spars with a rigidity balance specifically tuned (stiffer around the headstock and more flexible in the spar sections) to deliver balanced handling characteristics, with high levels of rider feedback. Rake is set at 25.5° with trail of 101mm and wheelbase of 1,450mm. Kerb weight is 202.5kg.

 

Showa’s Separate Function Big Piston (SFF-BP) 41mm USD forks offer high-quality reaction. A pressure separation damper in one fork tube and spring mechanism in the other deliver high damping performance and lighter weight. Together with the use of a larger sized piston the result is increased feel, bump absorption and control. Adjustable for 10-stage spring preload, the single-tube monoshock operates directly on the curvaceous gravity die-cast aluminium swingarm.

 

Four-piston radial-mount front brake calipers work 310mm wave-pattern floating discs, and are paired with a single-piston rear caliper and 240mm disc. The ABS is a two-channel system.

 

Cast aluminium wheels mount 120/70-ZR17 and 180/55-ZR17 front and rear tyres.

 

3.2 Styling & equipment

 

• Minimal side panels and rear mudguard/number plate mount
• Handlebar angled for effortless low-speed manoeuvring
• LCD display easy to read; USB Type-C socket under the seat

 

Tightly wrapped and aggressive, the CB650R’s Neo Sports Café style features the signature compact ‘Trapezoid’ proportion of short, stubby tail and short overhang headlight. The long fuel tank is a key motif of the family design; its smooth lines accentuate the solidity of real metal surfaces and crown the engineering of the four cylinder powerplant. It also houses the ignition.

 

A 35° handlebar angle makes tight, slow-speed turns and U-turns straightforward. Compact side panels accentuate the minimalism, as does the steel rear mudguard. There’s a USB Type-C socket located under the seat, for easy charging of a mobile device; seat height is set at 810mm.

 

The round headlight is one of the key words of the Neo Sports Café design language. It’s LED, as is the rest of the lighting. Sharp LCD instruments use the CB1000R as a baseline and include Shift Up, Gear Position and Peak Hold indicators.

 

3.3 Engine

 

• 70kW peak power, 63Nm peak torque with 35kW A2 licence option
• Honda Selectable Torque Control (HSTC)

• Full EURO5 compliance

 

The 649cc, DOHC 16-valve engine is tuned to create the purest, most enjoyable mid-sized four cylinder performance possible, with the classically fast ‘pick-up’ through the rev range and hard-hitting, high-revving top end for which Honda’s in-line’s fours are renowned. Peak power of 70kW arrives @ 12,000rpm with peak torque @ 63Nm delivered at 9,500 rpm. An easy 35kW conversion is available for A2 licence holders. EURO5 compliance required revisions to the ECU, cam lobes, intake timing, exhaust pipe, catalyser and silencer, as well as the addition of a crank pulsar.

 

Direct cam actuation makes for a compact cylinder head; bore and stroke is set at 67mm x 46mm with compression ratio raised of 11.6:1. Iridium spark plugs are employed and twin air ducts – either side of the fuel tank – feed the airbox and produce a throaty intake roar.

 

Asymmetric piston skirts minimise bore contact and reduce friction. Ferrous spines on the outer surface of the cylinder sleeves reduce oil consumption (and friction) with improved heat transfer and a silent SV cam chain reduces frictional losses by using a Vanadium coating on its pins. Internal water channelling from cylinder head to cylinders does away with most of the exterior hoses.

 

The engine uses a compact internal architecture, stacked six-speed gearbox and starter layout with the cylinders canted forward 30°. An assist/slipper clutch eases upshifts while managing rear-wheel lock up under hard braking and rapid downshifts. Honda Selectable Torque Control (HSTC) is fitted to manage rear wheel traction; it can be turned off should the rider choose.

 

Fuel consumption of 20.4km/l (WMTC mode) gives a range of over 300km from the 15.4L

fuel tank.

 4. Accessories

 

A range of Genuine Honda Accessories are available for the CB650R:

 

Several aluminium parts and aluminium inserts to maximise the Neo Sport Café design that CB650R and CB1000R have in common (meter visor, front mudguard panels, shroud covers, side covers, seat cowl).

 

Under cowl

Wheel stripes

Tank bag and seat bag – the same as those for Honda’s naked flagship, the CB1000R

Quick shifter

Front visor

12V socket

Heated grips

Tank pad

 

 5. Technical Specifications

 

 

ENGINE
Type	Liquid-cooled 4-stroke 16-valve DOHC inline-4 cylinder
Engine Displacement (cm³)	649cc
Bore ´ Stroke (mm)	67.0 x 46.0
Compression Ratio	11.6:1
Max. Power Output	70kW/12,000rpm
Max. Torque	63Nm/9,500rpm
Oil Capacity	2.7L
FUEL SYSTEM
Carburation	PGM-FI electronic fuel injection
Fuel Tank Capacity	15.4L
Fuel Consumption	20.4km/litre
ELECTRICAL SYSTEM
Starter	Electric
Battery Capacity	12V/8.6AH
ACG Output	370W
DRIVETRAIN
Clutch Type	Wet, multiplate disc
Transmission Type	6-speed
Final Drive	Chain
FRAME
Type	Steel diamond
CHASSIS
Dimensions (LxWxH)	2130 x 780 x 1075mm
Wheelbase	1450mm
Caster Angle	25.5°
Trail	101mm
Seat Height	810mm
Ground Clearance	150mm
Kerb Weight	202.5kg
Turning radius
SUSPENSION
Type Front	41mm Showa Separate Function front Fork Big Piston (SFF-BP) USD forks
Type Rear	Monoshock damper with 10 stage adjustable preload, 43.5mm stroke
WHEELS
Rim Size Front	Hollow section 6-spoke cast aluminium
Rim Size Rear	Hollow section 6-spoke cast aluminium
Tyres Front	120/70ZR17 M/C (58W)
Tyres Rear	180/55ZR17 M/C (73W)
BRAKES
ABS System Type	2 channel; hydraulic dual disc 310mm front, hydraulic disc 240mm rear
INSTRUMENTS & ELECTRICS
Instruments	Digital speedometer, digital bar graph tachometer, dual trip meter, digital bar graph fuel gauge, gear position and upshift indicator, digital clock
Headlight	LED
Taillight	LED

         

# Please note that the figures provided are results obtained by Honda under standardised testing conditions prescribed by WMTC. Tests are conducted on a rolling road using a standard version of the vehicle with only one rider and no additional optional equipment. Actual fuel consumption may vary depending on how you ride, how you maintain your vehicle, weather, road conditions, tire pressure, installation of accessories, cargo, rider and passenger weight, and other factors.

Model updates: The CBR1000RR-R Fireblade heads into its 30^th year of production. For its 20YM iteration it was a brand new machine from the ground up, created with an unwavering focus on circuit riding. Now, for 22YM development of its 160kW @ 14,500rpm, inline four-cylinder engine has centred on mid-corner acceleration and drive: intake ports, airbox, airbox funnels and exhaust mid-section have all been revised to deliver extra mid-range. The final drive sprocket goes up 3 teeth, to 43, for stronger acceleration through each ratio. Honda Selectable Torque Control (HSTC) has also been optimised – with feedback from HRC’s riders – for refined rear tyre traction management, and throttle feel improved even further. A new material and surface finish for the front Nissin brake calipers’ pistons improves braking performance and consistency in race conditions. The rest of the chassis – comprising aluminium diamond-style frame, RC213V-S-style swingarm, six-axis Inertial Measurement Unit (IMU), 3-level Honda Electronic Steering Damper (HESD) and Showa suspension front and rear – is unchanged. The bodywork and riding position maintain an uncompromising focus on aerodynamic performance, and the fairing features MotoGP-derived winglets to generate downforce. A full-colour TFT screen offers intuitive control of riding modes and adjustment of Power, Engine Brake, HSTC, Wheelie Control, Start Mode and ABS modes. A Smart Key is the finishing touch.

 

 

Contents:

1 Introduction

2 Model overview

3 Key features

4 Technical specifications

 

 

1. Introduction

 

Since its original 1992 introduction Honda’s iconic Fireblade has evolved into an incredible 1000cc sports motorcycle. And it’s also been the base of a competitive race machine, on short circuits around the world and the roads of the Isle of Man TT.

 

But time – and competition – always races on and in 20YM Honda drew the line under where the CBR1000RR Fireblade had been, and looked forward to where it was going. And, as a result, two brand-new motorcycles – the CBR1000RR-R Fireblade and CBR1000RR-R Fireblade SP* – were created with heavy involvement from Honda Racing Corporation to carry the legend forward.

 

Leaning heavily on the engine and chassis technology of the RC213V-S ‘street-legal MotoGP machine’, with aerodynamics drawn from the RC213V MotoGP bike, the new Fireblade was designed from the ground up  – in terms of engine, handling and aerodynamics – for pure, outright track performance.

 

2022 is an important anniversary for Honda, and its Fireblade, as it marks 30 years of what has proved, over time, a seminal sports machine. A variety of detail updates improve both corner-exit acceleration, HSTC control and braking and, to mark three decades of undiluted performance, the CBR1000RR-R Fireblade SP 30^th Anniversary* will be available in a limited edition, instantly-recognisable and evocative paint option that plays homage to the original 1992 style design.

 

*See separate CBR1000RR-R Fireblade SP press kit for full information.

 

 2. Model Overview

 

The Fireblade’s inline four-cylinder engine delivers 112Nm @ 12,500rpm and makes peak power of 160Kw @ 14,500rpm.

 

Updates for 22YM centre around upping mid-corner drive and acceleration. Firstly, the rear sprocket goes from 40 to 43 teeth, improving acceleration through the gears in the mid-range while maintaining high-rpm output.  

 

Both airbox and intake funnels have been re-shaped to smooth flow. The intake ports have been adjusted to increase airflow velocity while exhaust flow into the catalyser (and the catalyser itself) has also been optimised.

 

Throttle By Wire (TBW) spring load has been reduced, for improved linearity and response on opening. Using extensive feedback from racers around the world – including Honda’s HRC World SBK team – Honda Selectable Torque Control (HSTC) has been refined to offer the rider the power, grip level and feel they want, and to match the increased drive.

 

As before, three default riding modes cover most conditions with options to fully adjust Power, Engine Brake, Wheelie Control and HSTC. The electronics package also includes adjustable Start Mode.

 

The engine uses a compact, short-stroke layout – sharing the bore and stroke of the RC213V – and features a semi-cam gear train, finger-follower rocker arms, titanium con-rods, RC213V-S internal friction reduction technologies, piston jets with check ball system and a built-in bottom bypass passage for the cylinder water jacket. A ram-air duct in the front fairing feeds directly through the headstock. The 4-2-1 exhaust downpipes are ovalized and the end-can was developed in conjunction with Akrapovic.

 

An aluminium diamond frame uses the rear of the engine as the upper shock mount while the swingarm is based on the RC213V-S design. The rigidity balance, weight distribution and steering geometry are carefully adjusted to exploit the engine’s output, in terms of front and rear grip levels, and feel for both. A six-axis Inertial Measurement Unit (IMU) provides accurate 3D estimation of riding dynamics and provides input to manage all of the electronic systems. It also controls the rod-type 3-level Honda Electronic Steering Damper (HESD).

 

Showa’s 43mm Big Piston Fork (BPF) is matched to a Showa Balance Free Rear Cushion Lite (BFRC-L). The front discs are worked by Nissin four-piston calipers, which have received revised piston material and surface treatment improving heat management. The ABS is adjustable for track riding.

 

Honda’s RC213V MotoGP machine has leant some of its slippery aerodynamics to the Fireblade, including winglets to increase downforce and improve braking stability. The riding position is also very compact. A fully customisable 5-inch TFT display offers intuitive control via a four-way switch on the left handlebar. Honda’s Smart Key system adds convenience.

 

The CBR1000RR-R Fireblade will be available in the beautiful Grand Prix Red colour scheme introduced for the 20YM redesign, now featuring a white front ‘number board’.

 

 3. Key Features

 

3.1 Engine

 

• Short-stroke, inline four-cylinder engine produces high output at high rpm; 160Kw @ 14,500rpm with peak torque of 112Nm @ 12,500rpm
• New 43 tooth rear sprocket shortens overall gearing for improved drive and acceleration, opening up gear selection choice
• Intake ports re-shaped to increase flow; air intake funnels and airbox revised to match
• 4-2-1 exhaust ‘2’ mid-section and catalyser optimised for gas flow

 

The Fireblade’s 1000cc, inline four-cylinder semi-cam gear engine was designed with heavy input from the HRC MotoGP development program. It generates peak power of 160Kw @ 14,500rpm, with peak torque of 112Nm @ 12,500rpm. To achieve the required valve size, combustion efficiency and friction reduction to generate these numbers, the Fireblade’s engine shares the same ‘over square’ 81mm bore and 48.5mm stroke as the RC213V. Compression ratio has increased from 13.2:1 to 13.4:1.

 

Air is fed into the engine via a ram-air duct located at the high-surface pressure tip of the front fairing; the size of its aperture is equivalent to that of the RC213V MotoGP machine. A ribbed ‘turbulator’ to the right, left and above the duct entrance ensures maximum induction of moving air with minimal impact on handling. The draft angle of the aperture’s interior wall maintains flow under high-speed and acceleration.

 

To maintain stable performance across a wide speed range, pressurised air takes a straight shot through the headstock, around the steering stem and into the airbox. This smooth path is made possible by Honda’s Smart Key system and steering angle of 25°. To draw the volume of air needed, the throttle bodies employ 52mm diameters.

 

New for 22YM, for smoother airflow on an opening throttle, the ‘dirty’ side of the air filter has been adjusted to control the direction of intake air separation and vortex generation. On the ‘clean’ side, filtered air now feeds slash-cut intake funnels, with #2 and #3 shortened by 15mm. Also, and to match, the inner diameter of the intake ports has been partially narrowed to increase airflow velocity, improving filling efficiency thus performance through the mid-range. Supplementing this change, with the same aim of improved acceleration through the gears in the mid-range, while maintaining high-rpm output, the rear sprocket goes from 40 to 43 teeth.

 

Mirroring the intake side, the four exhaust downpipes use an oval cross section. For 22YM, the 4-2-1 exhaust now features a redesigned ‘2’ section, feeding the catalyser (and the catalyser itself), for optimised gas flow.

 

Constructed from titanium, the Akrapovic-design muffler’s small physical size and light weight contribute to mass centralisation and right-side lean angle. The exhaust valve was also designed with Akrapovic to deliver both low-rpm torque and high-rpm power; a valve stopper (patent-pending) stops exhaust-gas leak when closed while also reducing noise.

 

The inlet valves are 32.5mm diameter, with 28.5mm exhaust; they’re operated by finger-follower rocker arms; valve angle on the intake side is 9°, reducing the surface area of the combustion chamber and improving combustion efficiency.

 

MotoGP technology is everywhere internally. Friction is reduced by the use of Diamond Like Carbon (DLC) on the cam lobes – just like the RC213V-S. 20YM marked the first time this process was used on a mass-produced motorcycle and allows a reduction in valve train frictional loss of 35% compared to non DLC-coated lobes.

 

The valve train is driven by a semi-cam gear train system. To drive such high-rpm/high-cam lift performance the chain is driven from the timing gear located on the crank shaft via the cam idle gear; this makes it shorter in length.

 

Forged, lightweight TI-64A Titanium (a material developed by Honda) con-rods and con-rod caps save 50% in weight compared to Chromium Molybdenum steel versions; they also employ HB 149 Chromium Molybdenum Vanadium (Cr-Mo-V, again a Honda development) steel bolts and do without fastening nuts.

 

To ensure durability the same configuration as the RC213V-S is applied to the sliding surfaces; the small-end bushings are made of shaved C1720-HT Beryllium copper (because of its high-rpm reliability) while the surfaces of the big-ends are treated with DLC.

The pistons are forged from A2618 aluminium (like the RC213V-S) for lightweight strength and durability. To guarantee high-rpm wear resistance the piston skirts feature an Ober coating (Teflon and Molybdenum base) and nickel-phosphorous plating for the piston-pin clip-groove.

 

To manage temperature the pistons use a multi-point piston jet which sprays cooling oil in multiple directions through each cycle. At low rpm – when not needed – check balls within the jets shut off the flow of oil in order to limit oil pressure loss and reduce friction.

 

To reduce bore distortion (and thus friction), the cylinder features a built-in bottom bypass. This system circulates cool water from the radiator into the main water jacket, while the area below uses non-cooled water. The net effect is a lower, and more even, temperature at all points across the bores.

 

Minimising width, the engine is started by rotation of the clutch main shaft rather than the crankshaft. This design allows for a more compact crankshaft, while double use of the primary driven gear to also transmit rotation from the starter motor saves space; the engine is short in length, with a short distance between the crankshaft, counter shaft and main shafts. The rear of the engine block also serves as upper shock mount.

 

 

 

 

3.2 Engine Electronics

 

• Honda Selectable Torque Control (HSTC) software upgraded for smoother traction management, with feedback from HRC’s riders
• Throttle By Wire return spring load lightened for more linear throttle delivery
• Three default riding modes plus options to customise Power, Engine Brake HSTC and Wheelie control
• Start Mode standard fitment

 

The 17YM CBR1000RR was the first in-line four-cylinder engine from Honda to use Throttle by Wire (TBW). Derived and developed from the system used by the RC213V-S, it controls the throttle butterfly valve angle (relative to input from the throttle) to provide a linear delivery and puts precise throttle control – and a natural feel – in the rider’s right hand. It’s a critical area and for 22YM, to match the increased drive, the TBW return spring load has been reduced, further enhancing the response and linearity of throttle input.

 

In conjunction, the 9-level (plus off) Honda Selectable Torque Control (HSTC) has also been upgraded. For 20YM The CBR1000RR-R Fireblade HSTC gained slip rate control (which monitors the rate at which slip is changing based on the ratio of front/rear wheel speeds) to smoothly moderate rapid wheel spin. For 22YM the gap between the intervention timing and

slip rate has been changed for even smoother, intuitive grip management, with software developed with wide-ranging, top-level feedback from around the world, including HRC’s riders.

 

There are three default riding modes, with options to change engine output and character. Power (P) operates through levels 1-5 with 1 giving ultimate outright power. Engine Brake (EB) manages performance on a closed throttle through levels 1-3, with 1 being the strongest engine braking; Wheelie (W) manages through levels 1-3 (plus off) with 1 giving the weakest intervention.

 

Wheelie Control uses information gathered by the IMU on the Fireblade’s pitch angle, along with front and rear wheel speed sensors, to maintain torque and deal with the wheelie without sacrificing forward drive.

 

The Fireblade is also equipped with Start Mode for race starts. It limits engine rpm at 6,000, 7,000, 8,000 and 9,000rpm set-points, even with a wide-open throttle, letting the rider focus on clutch release (and lights) alone.

 

3.3 Chassis

 

• The Nissin radial-mount four-piston calipers employ a new piston material and surface treatment for more powerful, consistent braking in race conditions
• Aluminium frame and swingarm feature tuned rigidity balance for precise handling and feel for grip
• Bosch six-axis Inertial Measurement Unit (IMU) gives accurate calculation of dynamic behaviour and precise control 
• Showa 43mm Big Piston Fork (BPF) and Balance Free Rear Cushion Light (BFRC-Lite) rear shock offer complete adjustability
• Showa’s 3-level Honda Electronic Steering Damper (HESD) controlled by IMU for stability management

 

The diamond-style main frame is constructed from 2mm aluminium with an extremely accurate tuning of the rigidity balance; in manufacture, after the four main frame components are welded, the engine mounts in six locations improving machine handling. Vertical and torsional rigidity are carefully balanced against each other, with the aim of producing maximum levels of feel.

 

Wheelbase increases 5mm to 1,460mm, with rake and trail of 24°/102mm. Wet weight is 201kg. Weight distribution is set at 53% / 47% front to rear, while a high c-of-g improves side-to-side agility.

 

The swingarm – stamped out from 18 individual thicknesses of aluminium and as used by the RC213V-S – is 622.7mm long. Like the main frame, its horizontal and vertical rigidity are tuned together to generate grip and feel.

 

For optimum frame rigidity (and to save weight) the top mount of the Pro-Link rear shock attaches to the rear of the engine block via a bracket. This also isolates the rear wheel from the headstock, improving high-speed stability and feel for rear wheel traction.

 

Round, thin-wall aluminium tubing forms the minimal subframe. It also mounts to the frame from the top to narrow the area around the rear of the fuel tank and seat, making for a compact – and aerodynamically efficient – riding position. Seat height is 830mm, with forward-set handlebars (for leverage) and raised, rear-set foot pegs.

 

A Bosch six-axis Inertial Measurement Unit (IMU) delivers accurate calculation of pitch and

roll for precise control of the bike’s behaviour. The Fireblade is also equipped with Showa’s Honda Electronic Steering Damper (HESD), a lightweight, through-rod design that mounts on the bottom of the steering stem and attaches to the bottom yoke. HESD is controlled by input from the wheel speed sensors and IMU; 3 levels of control are available.

 

With its large damping volume, the Showa 43mm Big Piston Fork (BPF) inverted telescopic forks effectively reduce hydraulic pressure generated under compression and extension. This results in reduced play during the initial stroke and smoother damping, maximising tyre contact with the tarmac. Spring preload and rebound/compression damping are fully adjustable and for the Fireblade the fork is slightly longer in length, allowing more freedom for geometry changes track-side.

 

The rear shock is a fully adjustable Showa Balance Free Rear Cushion Light (BFRC-Lite). Instead of a conventional single-tube layout, BFRC-Lite uses a double-tube design: the

damper case and an internal cylinder. The damper piston has no valves – instead the damping force is generated as displaced oil passes through a separate damping component.

This allows pressure changes within the shock to be smoothly controlled, damping response and reaction to be improved, and damping force to function smoothly during load input.

Moreover, damping weight is generated consistently when switching from rebound to compression due to even pressure changes. 

 

Delivering improved braking power and consistency – for the heavy load experienced in super stock racing classes – the Nissin four-piston radial mount front brake calipers utilise a new piston material and surface treatment to dissipate and manage heat, and maintain lever feel. They grip 330mm diameter/5mm thick discs. The rear brake caliper is the same Brembo unit used by the RC213V-S.

 

Rear lift control and ABS-managed brake force relative to lean angle boost confidence on turn-in. The system features two switchable set ups; SPORT mode focuses on road-riding performance, with high brake force and less pitching, while TRACK mode offers performance in braking from much higher circuit speeds.

 

The rear 17-inch rim mounts a 200/55-ZR17 sized tyre, minimising the change in chassis geometry when going from street to track rubber. The front rim mounts a 120/70-ZR17 tyre.

 

3.4 Aerodynamic Package & Equipment

 

• Fairing, screen and mudguard minimise frontal area and reduce drag; low fuel tank cover provides compact riding position
• Inner fairing winglets drawn from the RC213V MotoGP machine reduce wheelies under acceleration and improve braking stability
• 5-inch colour TFT screen and four-way left-hand switch offer intuitive control of riding systems
• Smart Key operation adds convenience

 

An aggressive fairing design is no mere styling exercise: it’s designed to create a class-leading drag coefficient (with a tucked-in rider under track conditions) and restrict lift under acceleration while improving braking stability.

 

The fuel tank cover is set low, decreasing the frontal area with the rider prone. At a 35° angle the screen smoothly channels airflow from the upper fairing over the rider and seat cowl, which itself presents the minimum possible drag resistance. The left and right upper fairing slits reduce yaw and roll resistance while turning.

 

To make steering easier, a convex surface on each side of the front mudguard moves air flow away from the front wheel, smoothly directing it to the fairing sides. Cooling air for radiator and oil cooler is optimised by aerodynamic management of both velocity and pressure of air flowing from the tyre.

 

The lower fairing extends close to the rear tyre, and is shaped to channel air downward. This has two effects: in dry conditions, less air hits the tyre, lowering drag; in the wet, less water hits the tyre, improving grip. To let air flow around the rider’s feet with minimum resistance the sides of the rear hugger are carefully shaped, while its upper side is cut-out to vent air that channels up from underneath either side of the swingarm, decreasing rear lift.

 

The net result, with the Fireblade in stock race trim, is a best-in-class drag coefficient value of 0.270.

 

To generate downforce at track speeds – and maintain the smallest possible frontal area – the fairing also employs winglet structures that effectively generate the same downforce as the 2018 RC213V MotoGP machine. The results are a reduction in wheelies under acceleration and increased stability on braking and corner entry.

 

Three wings are arranged in a vertical line inside both left and right fairing ducts. This

arrangement (vertically deep and longitudinally shallow) has no detrimental effect on yaw and roll ability during corner entry. And the consistent distance between the trailing wing tips and the inner fairing wall limits separation of the airflow, producing maximum downforce.

 

The wing angle balances opposing right/left downforces from the dihedral and twist angles when yaw occurs through a corner, for stable behaviour. Flow speeds over the top and

below the wings differ to prevent air getting ‘trapped’ on the fairing sides and affecting handling.

 

For full and intuitive control of the Fireblade’s systems there’s a high resolution, full colour 5-inch TFT screen. It’s fully customisable to show exactly what the rider wants to see. The compact left hand switchgear houses a four-way switch; fast and easy to use, the top/bottom buttons set riding mode parameters, while the left/right buttons cycle screen display information.

 

Honda’s Smart Key System operates the ignition without having to insert a key, and the handlebar lock. This is both convenient in day-to-day use and allows use of a competition-style top yoke, with optimum space for the ram air system.

 4. Accessories

 

A range of Honda Genuine Accessories are available for the 22YM CBR1000RR-R Fireblade both individually or as part of either the ‘Carbon’, ‘Racing’ and ‘Long Distance’ accessory packs.

 

Carbon airbox cover

Carbon under cowl

Carbon front mudguard

Carbon rear hugger

Colour matched rear seat cowl

Quickshifter

Frame sliders

Rear sprocket cover

High screen (smoked and clear)

Tank pad

Alcantara seat

HRC oil filler cap

Wheel stickers

USB power socket

7L Tank bag

Expandable 15-22L rear seat bag

Inside and outside motorcycle covers

 

 5. Technical Specification

 

ENGINE
Type	Liquid-cooled 4-stroke 16-valve DOHC Inline-4
Engine Displacement (cm³)	1000cc
No. of Valves per Cylinder	4
Bore ´ Stroke (mm)	81mm x 48.5mm
Compression Ratio	13.4:1
Max. Power Output	160kW @ 14,500rpm
Max. Torque	112Nm @ 12,500rpm
Noise Level	Lurban – 74dB, Lwot – 77dB
Oil Capacity	4.0L
FUEL SYSTEM
Carburation	PGM-FI
Fuel Tank Capacity	16.1L
C02 Emissions WMTC	153 g/km
Fuel Consumption	15.2km/L (6.6L/100km)
ELECTRICAL SYSTEM
Starter	Electric
Battery Capacity	12-6ah YTZ7S
DRIVETRAIN
Clutch Type	Wet, multiplate hydraulic clutch
Transmission Type	Manual 6-speed
Final Drive	Chain
FRAME
Type	Aluminium Twin Tube composite twin spar
CHASSIS
Dimensions (L x W x H)	2100 x 745 x 1140mm
Wheelbase	1460mm
Caster Angle	24o
Trail	102mm
Seat Height	830mm
Ground Clearance	115mm
Kerb Weight	201kg
SUSPENSION
Type Front	SHOWA BPF 43mm telescopic fork with preload, compression and rebound adjustment, 120mm stroke
Type Rear	SHOWA BFRC-Lite Pro-Link swingarm with 10-step preload, stepless compression and rebound damping adjustment, 137mm stroke.
WHEELS
Rim Size Front	17 inch x 3.5
Rim Size Rear	17 inch x 6.0
Tyres Front	120/70-ZR17 M/C (58W) Pirelli Diablo Supercorsa SP Bridgestone RS11
Tyres Rear	200/55-ZR17 M/C (78W) Pirelli Diablo Supercorsa SP Bridgestone RS11
BRAKES
ABS System Type	2 Channel
Front	330mm disc with radial-mount 4-piston Nissin caliper
Rear	220mm disc with 2-piston Brembo caliper
INSTRUMENTS & ELECTRICS
Instruments	TFT-LCD
Security System	Honda Smart Key
Headlight	LED
Taillight	LED
Auto Winker Cancel	Yes
Quickshifter	Optional

 

All specifications are provisional and subject to change without notice.

 

** Please note that the figures provided are results obtained by Honda under standardised testing conditions prescribed by WMTC. Tests are conducted on a rolling road using a standard version of the vehicle with only one rider and no additional optional equipment. Actual fuel consumption may vary depending on how you ride, how you maintain your vehicle, weather, road conditions, tire pressure, installation of accessories, cargo, rider and passenger weight, and other factors.

Model updates: The Gold Wing – Honda’s seminal touring flagship – was completely reborn in 18YM with a radical weight reduction, double wishbone front suspension and brand-new, flat six-cylinder engine. Its status as a flagbearer for new technology is well-founded, with cutting edge features including 7-inch TFT screen, gyrocompass navigation, Apple CarPlay™, Android Auto™, electric screen, Smart Key operation, 4 riding modes and Hill Start Assist. For 2022 it will be available only in 7-speed Dual Clutch Transmission (DCT form and in one, new, contemporary paint option; Mat Jeans Blue Metallic.

 

 

Contents:

1 Introduction

2 Model overview

3 Key features

4 Technical specifications

 

 

1. Introduction

 

The Honda Gold Wing, since its introduction as a naked 1000cc machine in 1975, has always represented the ultimate in two-wheeled travel. And it’s a motorcycle that’s been very much on its own journey, growing in physical size and displacement over the decades, all the while creating an enduring and unrivalled reputation for luxury, quality and comfort.

 

For 18YM, in response to the evolution of demographics and the motorcycle market, it made a radical departure from what would have been a traditional update trajectory. The GL1800 Gold Wing and Gold Wing Tour* took a new direction and, brand new from the wheels-up, became sleeker, lighter and more agile – very much a rider’s motorcycle – while adding a host of new features to cement its reputation as a technological flagship.

 

And, as a result, the Gold Wing’s appeal became instantly broader, reaching out to a younger generation of motorcyclists that may have overlooked – or simply not been aware of – the previous incarnation. For 20YM, improvements to suspension and slow speed manoeuvrability further complemented the evocative, flat six-cylinder engine beating at the heart of Honda’s premium tourer.

 

In 21YM, the Gold Wing gained an audio upgrade. For 22YM, it will be available in Dual Clutch Transmission (DCT) form only and in one new, and very contemporary, colour option.

 

*See separate Gold Wing Tour press kit.

 

2. Model Overview

 

The Gold Wing’s engine and chassis were designed in unison for the 18YM rebirth, to move the riding position forward and create a much more compact motorcycle. The aluminium beam frame is constructed around a double wishbone front fork, which allows the engine to sit forward in the machine – as the front wheel moves up and down in a more vertical plane – while providing high quality suspension control and front-end stability thanks to its stiffness and reduced friction.

 

Optimised for size, the 24V flat six-cylinder engine lost none of its power, avalanche of torque or addictive power delivery. The addition of Throttle By Wire (TBW) control brought with it 4 rider modes: TOUR, SPORT, ECON and RAIN; the operation of the Dual Combined Brake System (D-CBS) alters depending on the mode selected. Hill Start Assist (HSA) and Idling

Stop offer ease of use and improved fuel efficiency.

 

The DCT features 7-speeds, with clutch feel, shift speed and rpm range of up/downshifts tailored specifically to each riding mode. It also features a ‘creep’ forward and back function.

 

The Gold Wing offers a total sense of freedom, with sheer riding enjoyment and performance matched by stylish design. An aerodynamically efficient fairing channels air around the rider, while the electric screen adjusts for preference; the luxurious seats offer all-day comfort. The lightweight audio system and speakers show off incredible sound quality. And features like Smart Key operation, Apple CarPlay™, Android Auto™ and Bluetooth™ provide modern-day convenience and connectivity.

 

The 22YM GL1800 Gold Wing is available in a beautiful new Mat Jeans Blue Metallic  

colourway.  

 

 

3. Key Features

 

3.1 Styling & Equipment

 

• Taut lines with a contemporary edge show off the motorcycle underneath
• Electric windscreen adjustable for angle and height
• Cruise control operates smoothly via Throttle By Wire (TBW)
• Ample luggage capacity for weekend touring
• 7-inch TFT display provides riding, navigation and audio information
• Apple CarPlay™ and Android Auto™ allow smartphone use
• Full LED lighting and auto-cancelling indicators
• Smart Key control adds convenience for ignition and luggage
• Two USB Type-C sockets 

 

The Gold Wing’s lines exude a honed, athletic ethos. The styling presents a unique silhouette and counterpoints comfort with the dynamic abilities of chassis and engine, with the traditional Gold Wing premium level of fit, finish and materials. Its ‘face’ is daringly forward-slanting; combined with the compact fairing proportions, it presents an energetic frontal signature.

 

The key line of the body, stretching front to back, highlights the differing upper and lower bodywork functions. A central element is the fairing, with its sharp and solid flat surfaces, and nuanced aerodynamic detailing. It adds a tension that hints at the performance potential on offer.

 

Also on display is the motorcycle itself – the double wishbone front suspension, flat six-cylinder engine, exhausts – in all their functional beauty. Drawn together, the design elements create cutting edge style, underpinned by incredible levels of engineering and electronics

 

Comfort, heat management and, most importantly, air management are also high on the Gold Wing’s agenda. The fairing channels airflow around the rider and pillion, effectively providing a pleasant cooling breeze.

 

A small electric screen operated from the left handlebar provides excellent wind protection yet, at the same time, a sense of space and freedom when required. Screen angle and height adjustment is step-less. Available as options are a larger screen, a fully-adjustable deflector for the arms and upper body, and fixed deflectors for the lower legs and feet.

 

From a seating perspective, rider and pillion are separated. The rider can enjoy a total focus on riding the bike. The rider’s seat shape is comfortable and supportive while allowing movement and easy ground reach.

 

All lighting is LED. The lower portion of the headlights use 5 polished optical lenses on both sides to create a Jewel-Eye low beam light signature. Using high beam (in the upper portion) creates a stereoscopic impression. The front indicators are housed in the mirrors and the indicators also auto-cancel; the system compares front and rear wheel speed difference and calculates when to cancel the indication relative to the riding situation.

 

When riding, the speed that’s been set with the cruise control switch (located on the right handlebar) is shown in the bottom left area of the speedometer. Through TBW the system achieves a smooth transition to the specified speed and an ultra-smooth operation, especially when going uphill. And, after completing a deceleration with the cruise control system in operation, the Gold Wing returns to the pre-set speed with an appropriate shifting schedule.

 

Luxurious instrumentation creates a unique cockpit. Different low-contrast colours with dark tones are applied to the dials, of which the peripheral areas form cone-shaped slopes to create a feeling of depth. A ring with a metal texture surrounds each dial, and the graduations glow in LED, giving concrete depth and a calm, cool image.

 

The 7-inch full-colour TFT liquid crystal display screen provides all the information for the audio and navigation systems, as well as the riding modes and suspension adjustment. Information is displayed in differentiated segments in a very functional order, so the rider can get all the relevant data with the minimum of eye movement.

 

Brightness adjusts automatically (with the maximum luminous intensity of the screen being 1000 cd) and the rider can also choose from 8 brightness levels. Tyre pressure is displayed as a numerical figure in the bottom left area of the instruments.

 

Pride of place on the centre console and Smart Key is the Gold Wing emblem. Its crisp 3D, two-tone chrome design merges the strength and dignity of a lion’s head with the majestic wings of an eagle ready to pounce with open talons. The Smart Key activates all the motorcycle’s systems and also incorporates the emergency key. The ignition and handlebar lock can be turned on or off while carrying the Smart Key.

 

Most Gold Wing owners ride short, 2-3 day tours, so the total volume of 60L between both panniers is ample. Exclusively-designed inner bags are available as an option. With the Smart Key present, a simple push of a button opens the panniers. It’s also possible to temporarily unlock via remote control; the unlock button on the Smart Key enables the passenger instant access. Hydraulic dampers smooth the opening and closing. Pushing and holding the call button results in the indicators flashing.

 

The Gold Wing is compatible with Apple CarPlay™ and Android Auto™, so the rider can utilise the personalised information and content inside their smartphone, such as telephone numbers and music playlists. Bluetooth™ connectivity has been adopted and there are two USB Type-C sockets to plug in to.

 

High quality, lightweight speakers achieve superb sound quality with vivid presence. A passenger audio control switch is available to ensure an even more pleasant riding experience; the switches are located on the upper part of the right pannier and adjusting the volume, switching the source and fast forwarding is possible.

 

The navigation system is displayed on the 7-inch, full-colour TFT liquid crystal display screen in the central area of the instruments and includes a gyrocompass – which means guidance is continued even inside a tunnel. Cancellation of any waypoint or ‘go home’ instruction operation while riding is also possible. Maps are updated and also offer the possibility of entering up to 99 different waypoints for detailed journey planning.

 

The capacity of the fuel tank is 21 litres with fuel economy of 5.5 litres/100km.

 

3.2 Chassis

 

• Die-cast, aluminium twin-beam frame
• Double wishbone front suspension and Pro-Arm rear 
• ABS and Dual-Combined Braking System (D-CBS)

 

The Gold Wing’s die-cast, aluminium twin-beam frame is designed to package the engine in a tight space; its structural thickness is optimised in each area to deliver a smooth and stable ride, from walking speed upwards, whether on tight city streets or out on the open road.

 

Aside from moving the front wheel forward under full suspension compression, another benefit of the double wishbone front suspension is the reduction in sliding friction (from bump deflection and steering input) that a standard telescopic fork creates, as the stanchions travel up and down in the fork leg. Bearings are used in all shaft bush areas for steering and suspension stroke, further reducing friction.

 

The steering input – via the dual fork holders – is also separated from the suspension provided by the single shock absorber, and the Gold Wing’s yaw moment make it nimble and easier to steer. In addition, patented steering cross tie-rods connect the handlebars to the front axle and the handlebar pivot, delivering an entirely natural feel to the rider.

 

Rake and trail are set at 30.5°/109mm, with wheelbase of 1695mm. The Gold Wing weighs 367kg wet.

 

The Dual Combined Brake System (D-CBS) optimally distributes braking forces to the front and rear wheels. The use of a single, light circulation type ABS modulator – integrated with the brake ECU – keeps weight down within the braking system. It also operates in linkage with the current riding mode of choice, automatically adjusting the braking characteristics to the riding situation. Dual 320mm front discs are gripped by 6-piston calipers, the rear 316mm disc by a 3-piston caliper.

 

The Gold Wing also benefits from a Pro-Arm swingarm, which attaches to the frame on its left side. The right side serves as a maintenance access. This allows much greater freedom of design and makes the machine easier to manage; it also contributes to stability. Pro-Link provides progressive suspension action and comfort while spherical joints are used throughout, cancelling out torsion. The rear preload is manually adjustable.

 

3.3 Engine

 

• Horizontally-opposed,flat six-cylinder SOHC 24-valve engine
• Throttle By Wire (TBW) with 4 rider modes to tailor power output
• Riding modes also manage suspension damping and brake force
• Idling Stop, Integrated Starter Generator (ISG) and Hill Start Assist (HSA) 

 

To realise the handling potential of the chassis – and maintain the addictive power delivery and feel that’s so much part of this icon’s appeal – the Gold Wing’s 1,833cc, horizontally-opposed flat six-cylinder engine uses four valves per cylinder.

 

Peak power of 93kW arrives @ 5,500rpm, with peak torque of 170Nm delivered @ 4,500rpm. The bore size of 73mm matches the stroke of 73mm; the left and right cylinders are offset 4mm and the cylinder sleeves are aluminium. Compression ratio is set at 10.5:1.

 

The Unicam cylinder heads – the inlet valves are operated by finger-follower rocker arm, the exhaust valves by roller rocker arms – also employ a co-axial rocker-arm shaft for both inlet and exhaust.

 

The combustion chambers are a 4-valve ‘pentroof’ design with the inlet ports designed to promote ‘tumble’ flows inside the cylinders thus improving efficiency. The piston skirts wear a molybdenum coating to reduce friction. Throttle By Wire (TBW) engine management adds 4 rider modes to alter character and power delivery, linked to suspension damping and the Dual Combined Brake System (D-CBS):

 

TOUR mode is the base setting for comfort and power. It gives a direct 100% opening ratio between throttle grip and throttle body butterfly, with ‘default’ damping and front/rear brake force distribution.

 

SPORT serves up the highest throttle to butterfly ratio and delivers strong acceleration, with firmer damping and rear brake lever pressure.

 

ECON mode offers maximum fuel economy and easy cruising, with lower throttle to butterfly ratio and default damping and brake force.

 

RAIN turns the dial down to suit wet and slippery conditions, with lowest throttle to butterfly ratio, default braking force distribution and soft suspension damping.

 

There are two air intake ducts sited front left and right rear. This structure generates swirling as the air is drawn in – the result is more effective use of the air filter’s entire surface area and reduction in resistance. The internal shaping of both ducts is optimised to align with the intake pulses of the engine’s low-rpm range, improving response and torque from smaller throttle openings. A single throttle body speeds up airflow and improves response.

 

To complement the engine’s deep bass signature the exhausts emit a powerful throb, without excessive noise. The cross-sectional areas of the exhaust pipes for two out of the six cylinders are reduced 20%, bringing the sound volume and depth.

 

The ISG (Integrated Starter Generator) combines the generator and starter motor into one component, with the generator effectively becoming the starter motor when supplied with reverse power. It’s 2.4 kg lighter than a standard system. Helical gears are employed for the ISG driving gears, reducing mechanical noise.

 

Key characteristics of Idling Stop are the ultra-quiet start-up of the engine thanks to the use of ISG, and the smooth starting feeling achieved through a combination of DCT and TBW control. When stopping at a traffic light with Idling Stop on, the engine automatically stops after 3 seconds and, when restarting, the rider only needs to turn the throttle, which immediately starts the engine.

 

The system is controlled so that hydraulic oil pressure is applied in advance to the DCT line that activates the clutch when the engine starts, so the time lag from when the rider opens the throttle to movement is reduced. To curb any abruptness the TBW makes the throttle butterfly open gradually following the throttle opening – thus the smooth acceleration befitting of a Gold Wing. Idling Stop can be turned ON or OFF from the right handlebar switch.

 

Hill starts on a conventional motorcycle involve simultaneously releasing the brakes, opening the throttle and engaging the clutch according to the grade of the slope. To ease this effort, the Gold Wing has Hill Start Assist (HSA). After stopping on a slope, further squeezing the brake lever quickly results in the ABS modulator generating hydraulic pressure for the rear brake caliper. When setting off – even when the brake lever is released – the hydraulic pressure temporarily retains braking force (for about 3 seconds) so starting on the uphill slope with the throttle is possible. When in operation, the HSA indicator is switched on to inform the rider.

 

3.4 Dual Clutch Transmission (DCT)

 

• Third-generation 7-speed DCT as standard equipment 
• Smooth and quiet, with ultra-fast shifting
• Walking mode allows machine to ‘creep’ forward or back
• The 4 riding modes also manage DCT for optimised response

 

First introduced in 2009, Honda’s DCT technology is now in its 12^th year of production, and over 200,000 units of DCT-equipped Honda two-wheelers have been sold in Europe. It delivers consistent, seamless gear changes up or down and very quickly becomes second nature in use. It uses two clutches: one for start-up and 1^st, 3^rd, 5^th & 7^th the other for 2^nd, 4^th and 6^th, with the mainshaft for each clutch located inside the other for compact packaging.

 

Each clutch is independently controlled by its own electro-hydraulic circuit. When a gear change occurs, the system pre-selects the target gear using the clutch not currently in use. The first clutch is then electronically disengaged as, simultaneously, the second clutch engages.

 

The result is a consistent, fast and seamless gear change. Furthermore, as the twin clutches transfer drive from one gear to the next with minimal interruption of the drive to the rear wheel, any gear change shock and pitching of the machine is minimised, making the change feel direct as well as smooth. Extra benefits include durability (as the gears cannot be damaged by missing a gear) impossibility of stalling, low stress urban riding, reduced rider fatigue and increased ability to focus on riding lines, braking and acceleration points. 

 

The DCT system offers two distinct riding approaches – the Automatic settings, with pre-programmed shift patterns which constantly read vehicle speed, gear selected and engine rpm to decide when a shift should occur, and the Manual Transmission setting for gear changes using the paddle-shift style triggers on the left handlebar.

 

Employing the third generation – and the first to have 7-speeds – the Gold Wing’s DCT is specifically designed for long-distance cruising; it’s also extremely smooth and fast shifting.

 

It is also optimised for low speed manoeuvrability, with close ratios reducing shift-shock. In the higher speed range, they are set wider apart to reduce engine rpm. In both speed ranges comfort is improved as shifting up or down is of the highest quality.

 

Shift noise and shock were addressed throughout the development of the third generation, with noise damper rubbers on both ends of the fork guide and the master arm greatly reducing any impact sound during gear changes.

 

A spring damper is installed between the clutch and the main shaft in order to absorb the torque in the rotational direction, thus reducing the noise and shock of the contact between the clutch and main shaft when shifting gears. 

 

The Gold Wing’s DCT features a 1.8km/h forward Walking Mode with reverse of 1.2km/h, operated instantly from a +/- switch on the left handlebar.

 

The main shaft has a double tube structure, with the outer main shaft (connected with the even-number gears) linked to the inner shaft with a chain, by way of the gears on the counter shaft. This structure gives the outer main shaft the role of the reverse idle shaft, which has resulted in a lightweight reverse mechanism with a compact structure – with no need for any reverse idle shaft.

 

When activating Walking Mode the two clutches of DCT are utilised to enable moving backward with clutch #1 and moving forward with clutch #2. In this way, moving forward or backward at walking speed is now possible with only clutch control, without any need for gear shifting. Furthermore, the throttle-by-wire system controls speed by minutely controlling the clutch capacity, while maintaining a certain engine speed, assuring controllability with a sense of security in wide-ranging situations.

The 4 riding modes are interleaved with DCT and feature DCT-specific parameters.

 

TOUR uses the default setting for smooth clutch engagement and gearshifts in AT mode, with a low-to-high rpm range for gear shifts.

 

SPORT deploys a more direct clutch engagement, with gear shifts programmed in a mid-to-high rev range.

 

ECON has a soft clutch engagement, with low-to-mid rpm gear hold and default shifting feel.

 

RAIN also operates a soft clutch, low-to-high rpm gear hold range and slower shifting in AT mode.

 

 4. Technical Specifications

 

ENGINE
Type	Liquid-cooled 4-stroke 24 valve SOHC flat-6
Displacement	1,833cc
Valves per cylinder	4
Bore x Stroke	73mm x 73mm
Compression Ratio	10.5:1
Max. Power Output	93kW/5,500rpm
Max. Torque	170Nm/4,500rpm
Oil Capacity	5.6 litres (DCT)
CO2 emissions	127g/km
FUEL SYSTEM
Carburation	PGM-FI electronic fuel injection
Throttle Bore	50mm
Air cleaner	Viscous, cartridge type paper filter
Fuel Tank Capacity	21.1 litres
Fuel Consumption	5.5 litres/100km
ELECTRICAL SYSTEM
Starter	Integrated Starter Generator system
Battery Capacity	12V/20AH
ACG Power Generation Capacity	12V/120A
DRIVETRAIN
Clutch Type	(DCT) Hydraulic, wet, multiplate with oil pressure
Transmission Type	7-speed forward and reverse DCT
Primary Reduction	1.795 (79/44)
Gear Ratios	(DCT) 1st: 2.167    2nd: 1.696    3rd: 1.304                   4th: 1.038    5th: 0.821     6th: 0.667     7th: 0.522 Rev: 1.190
Final Reduction	Engine side 0.972 Rear Wheel side 2.615
Final Drive	Enclosed shaft
FRAME
Type	Aluminium die-cast, twin tube
CHASSIS
Dimensions (L´W´H)	L: 2,475mm W: 925mm (DCT) H: 1,340mm
Wheelbase	1,695mm
Caster Angle	30.5°
Trail	109mm
Turning radius	3.4m
Seat Height	745mm
Ground Clearance	130mm
Kerb Weight	DCT: 367kg
SUSPENSION
Type Front	Double Wishbone
Type Rear	Pro Link
WHEELS
Type Front	130/70R 18
Type Rear	200/55R 16
Rim Size Front	18 x MT3.5
Rim Size Rear	16 x MT6.0
BRAKES
System Type	Electronically-controlled combined ABS system
Type Front	320mm x 4.5mm dual hydraulic disc with 6-piston calliper, floating rotors and sintered metal pads
Type Rear	316mm x 11mm ventilated disc with 3-piston calliper and sintered metal pads

 All specifications are provisional and subject to change without notice.

** Please note that the figures provided are results obtained by Honda under standardised testing conditions prescribed by WMTC. Tests are conducted on a rolling road using a standard version of the vehicle with only one rider and no additional optional equipment. Actual fuel consumption may vary depending on how you ride, how you maintain your vehicle, weather, road conditions, tire pressure, installation of accessories, cargo, rider and passenger weight, and other factors.

Model updates: Honda’s luxurious Gold Wing Tour – a flagship completely reborn in 18YM – with radical weight reduction, double wishbone front suspension, brand-new, flat six-cylinder engine, glides into 22YM unchanged but wearing two stunning new paint options. The comprehensive spec. sheet includes 6-speed manual or 7-speed DCT, 7-inch TFT screen, gyrocompass navigation, Apple CarPlay™, Android Auto™, electric screen, Smart Key operation, 4 riding modes, HSTC and Hill Start Assist – underlining its status as a flagbearer for new technology.

 

 

Contents:

1 Introduction

2 Model overview

3 Key features

4 Technical specifications

 

 

1. Introduction

 

The Honda Gold Wing, since its introduction as a naked 1000cc machine in 1975 has always represented the ultimate in two-wheeled travel. And it’s a motorcycle that’s been very much on its own journey, growing in physical size and displacement over the decades, all the while creating an enduring and unrivalled reputation for luxury, quality and comfort.

 

For 18YM, in response to the evolution of demographics and the motorcycle market, it made a radical departure from what would have been a traditional update trajectory. The GL1800 Gold Wing* and Gold Wing ‘Tour’ took a new direction and, brand new from the wheels-up, became sleeker, lighter and more agile – very much a rider’s motorcycle – while adding a host of new features to cement the Gold Wing’s reputation as a technological flagship, including the option of 7-speed Dual Clutch Transmission (DCT).

 

And, as a result, the Gold Wing Tour’s appeal became instantly broader, reaching out to a younger generation of motorcyclists that may have overlooked – or simply not been aware of – the previous incarnation. In 20YM, standard-fit LED fog lights, larger pillion grab handles plus improvements to suspension and slow speed manoeuvrability further complemented the evocative, flat six-cylinder engine beating at the heart of Honda’s premium tourer.

 

For 21YM, the Gold Wing Tour gained carrying capacity, improved pillion comfort and an audio upgrade. For 22YM, two stunning new colour options further cement its standalone desirability

 

*See separate Gold Wing press kit.

 

 2. Model Overview

 

The Gold Wing Tour’s engine and chassis were designed in unison for the 18YM rebirth, to move the riding position forward and create a much more compact motorcycle. The aluminium beam frame is constructed around a double wishbone front fork, which allows the engine to sit forward in the machine – as the front wheel moves up and down in a more vertical plane – while providing high quality suspension control and front-end stability thanks to its stiffness and reduced friction. Suspension damping adjusts electrically.

 

Optimised for size, the 24V flat six-cylinder engine lost none of its power, avalanche of torque or addictive power delivery. The addition of Throttle By Wire (TBW) control brought with it 4 rider modes: TOUR, SPORT, ECON and RAIN; the operation of the Dual Combined Brake System (D-CBS) alters depending on the mode selected. Hill Start Assist (HSA) and Idling Stop (on the DCT option) offer ease of use and improved fuel efficiency. Honda Selectable Torque Control (HSTC) maintains rear wheel traction.

 

The manual transmission is 6-speed, while DCT features 7-speeds, with clutch feel, shift speed and rpm range of up/downshifts tailored specifically to each riding mode. It also features a ‘creep’ forward and back function. The manual machine employs the same electric reverse system as featured on previous designs.

 

The Gold Wing Tour offers a total sense of freedom, with sheer riding enjoyment and performance matched by stylish design. An aerodynamically efficient fairing channels air around the rider, while the extended electric screen adjusts for preference; the seats, too provide all-day comfort and feature a suede/synthetic leather cover. The angle of the pillion back rest is also relaxed. High quality speakers show off vivid sound quality and features like Smart Key operation, Apple CarPlay™, Android Auto™ and Bluetooth™ add modern-day convenience and connectivity.

 

The 22YM GL1800 Gold Wing Tour (manual gearbox option) is available in a moody Gunmetal Black Metallic colourway, complete with blacked-out engine.

 

The 22YM GL1800 Gold Wing Tour (DCT and airbag option) is available in the following colour options:

 

Glint Wave Blue Metallic **NEW**

Pearl Glare White **NEW**

Gunmetal Black Metallic (with blacked-out engine).

 

3. Key Features

 

3.1 Styling & Equipment

 

• Taut lines with a contemporary edge show off the motorcycle underneath
• Ample luggage capacity for weekend touring; top box features 61L storage
• Suede/synthetic leather seats, relaxed pillion back rest angle
• High audio quality
• Electric windscreen adjustable for angle and height
• Cruise control operates smoothly via Throttle By Wire (TBW)
• 7-inch TFT display provides riding, navigation and audio information
• Apple CarPlay™ and Android Auto™ allow smartphone use
• Full LED lighting, LED fog lights and auto-cancelling indicators
• Smart Key control adds convenience for ignition and luggage
• Two USB Type-C sockets 

 

The Gold Wing Tour’s lines exude a honed, athletic ethos. The styling presents a unique silhouette and counterpoints comfort with the dynamic abilities of chassis and engine, with the traditional Gold Wing premium level of fit, finish and materials. Its ‘face’ is daringly forward-slanting; combined with the compact fairing proportions, it presents an energetic frontal signature.

 

The key line of the body, stretching front to back, highlights the differing upper and lower bodywork functions. A central element is the fairing, with its sharp and solid flat surfaces, and its nuanced aerodynamic detailing. It adds a tension that hints at the performance potential on offer.

 

Also on display is the motorcycle itself – the double wishbone front suspension, flat six-cylinder engine, exhausts – in all their functional beauty. Drawn together, the design elements create cutting edge style, underpinned by incredible levels of engineering and electronics

 

Comfort, heat management and, most importantly, air management are also high on the Gold Wing Tour’s agenda. The fairing channels airflow around the rider and pillion, effectively providing a pleasant cooling breeze.

 

An extended electric screen operated from the left handlebar provides excellent wind protection yet, at the same time, a sense of space and freedom when required. Screen angle and height adjustment is step-less. Available as options are a larger screen, a fully-adjustable deflector for the arms and upper body and fixed deflectors for the lower legs and feet.

 

From a seating perspective, rider and pillion are separated. The rider can enjoy a total focus on riding the bike. The rider’s seat shape is comfortable and supportive while allowing movement and easy ground reach. Both rider and pillion benefit from a luxurious new suede/synthetic leather seat cover; the angle of the pillion back rest is set at a relaxed 23°.

 

All lighting is LED and the Gold Wing Tour is equipped with dual LED fog lights. The lower portion of the headlights use 5 polished optical lenses on both sides to create a Jewel-Eye low beam light signature. Using high beam (in the upper portion) creates a stereoscopic impression. The front indicators are housed in the mirrors and the indicators also auto-cancel; the system compares front and rear wheel speed difference and calculates when to cancel the indication relative to the riding situation.

 

When riding, the speed that’s been set with the cruise control switch (located on the right handlebar) is shown in the bottom left area of the speedometer. Through TBW the system achieves a smooth transition to the specified speed and an ultra-smooth operation, especially when going uphill. In the case of the manual transmission models, squeezing the clutch or brake, or twisting the throttle cancels cruise control.

 

For the DCT variant (in AT mode) after completing the deceleration with the cruise control system in operation ­– and resuming the previous speed – the Gold Wing returns to the pre-set with an appropriate shifting schedule.

 

Luxurious instrumentation creates a unique cockpit. Different low-contrast colours with dark tones are applied to the dials, of which the peripheral areas form cone-shaped slopes to create a feeling of depth. A ring with a metal texture surrounds each dial, and the graduations glow in LED, giving concrete depth and a calm, cool image.

 

The 7-inch full-colour TFT liquid crystal display screen provides all the information for the audio and navigation systems, as well as managing riding modes and suspension adjustment. Information is displayed in differentiated segments in a very functional order, so the rider can get all the relevant data with the minimum of eye movement.

 

Brightness adjusts automatically (with the maximum luminous intensity of the screen being 1000 cd) and the rider can also choose from 8 brightness levels. Tyre pressure is displayed as a numerical figure in the bottom left area of the instruments.

 

Pride of place – on the centre console and Smart Key – is the Gold Wing emblem. Its crisp 3D, two-tone chrome design merges the strength and dignity of a lion’s head with the majestic wings of an eagle ready to pounce with open talons. It activates all the motorcycle’s systems and also incorporates the emergency key. The ignition and handlebar lock can be turned on or off while just carrying the Smart Key.

 

Total carrying capacity is 121L. Exclusively- designed inner bags are available as an option. Luggage operation is simple. With the Smart Key present, a push button opens all of the boxes. It’s also possible to temporarily unlock via remote control; the unlock button on the Smart Key enables the passenger instant pannier access. Hydraulic dampers smooth the opening and closing. Pushing and holding the call button results in the indicators flashing.

 

The Gold Wing Tour is compatible with Apple CarPlay™ and Android Auto™, so the rider can utilise the personalised information and content inside their smartphone, such as telephone numbers and music playlists. Bluetooth connectivity has been adopted and there are two USB Type-C sockets to plug in to.

 

Lightweight speakers achieve superb sound quality with vivid presence. A passenger audio control switch is available to ensure an even more pleasant riding experience; the switches are located on the upper part of the right pannier and adjusting the volume, switching the source and fast forwarding is possible.

 

The navigation system is displayed on the 7-inch, full-colour TFT liquid crystal display screen in the central area of the instruments and includes a gyrocompass – which means guidance is continued even inside a tunnel. Cancellation of any waypoint or ‘go home’ instruction operation while riding is also possible. Maps are updated and also offer the possibility of entering up to 99 different waypoints for detailed journey planning.

 

The capacity of the fuel tank is 21 litres with fuel economy of 5.5litres/100km. 

 

3.2 Chassis

 

• Die-cast, aluminium twin-beam frame
• Double wishbone front suspension and Pro-Arm rear 
• Front and rear damping level adjusts to suit riding mode selected
• Rear spring preload electrically adjustable
• ABS and Dual-Combined Braking System (D-CBS)

 

The Gold Wing Tour’s die-cast, aluminium twin-beam frame is designed to package the engine in a tight space; its structural thickness is optimised in each area to deliver a smooth and stable ride, from walking speed upwards, whether on tight city streets or out on the open road.

 

Aside from moving the front wheel forward under full suspension compression, another benefit of the double wishbone front suspension is the reduction in sliding friction (from bump deflection and steering input) that a standard telescopic fork creates, as the stanchions travel up and down in the fork leg. Bearings are used in all shaft bush areas for steering and suspension stroke, further reducing friction.

 

The steering input – via the dual fork holders – is also separated from the suspension provided by the single shock absorber, and the Gold Wing Tour’s yaw moment make it nimble and easier to steer. In addition, patented steering cross tie-rods connect the handlebars to the front axle and the handlebar pivot, delivering an entirely natural feel to the rider.

 

Rake and trail are set at 30.5°/109mm, with wheelbase of 1695mm. The Gold Wing Tour weighs 385kg wet; the DCT version 390kg.

 

The Dual Combined Brake System (D-CBS) optimally distributes braking forces to the front and rear wheels. The use of a single, light circulation type ABS modulator – integrated with the brake ECU – keeps weight down within the braking system. It also operates in linkage with the current riding mode of choice, automatically adjusting the braking characteristics to the riding situation. Dual 320mm front discs are gripped by 6-piston calipers, the rear 316mm disc by a 3-piston caliper.

 

The Gold Wing Tour also benefits from a Pro-Arm swingarm, which attaches to the frame on its left side. The right side serves as a maintenance access. This allows much greater freedom of design and makes the machine easier to manage; it also contributes to stability. Pro-Link provides progressive suspension action and comfort while spherical joints are used throughout, cancelling out torsion.

 

Damping level adjusts electrically relative to riding mode. Stepper motors housed within the front and rear shock absorbers move needles to control oil flow, tailoring damping force for the riding situation. Rear spring preload is also electrically adjusted. Separate from the 4 riding modes, there are 4 settings of preload relative to load from soft to hard: single rider; rider with luggage; rider with pillion, and rider with pillion fully loaded with luggage. The setting is displayed on the TFT screen and adjusted via switch.

 

3.3 Engine

 

• Horizontally-opposed,flat six-cylinder SOHC 24-valve engine 
• Throttle By Wire (TBW) with 4 rider modes to tailor power output
• Honda Selectable Torque Control (HSTC)
• Riding modes also manage HSTC, suspension damping and brake force
• Idling Stop and Integrated Starter Generator (ISG) on DCT version
• Hill Start Assist (HSA) 
• 6-speed manual gearbox with assist/slipper clutch and electric reverse

 

To realise the handling potential of the chassis – and maintain the addictive power delivery and feel that’s so much part of this icon’s appeal – the Gold Wing Tour’s 1,833cc engine was completely redrawn. Still as a horizontally-opposed flat six, but with four valves per cylinder rather than two, much more compact in size and 6.2kg lighter.

 

Peak power of 93kW arrives @ 5,500rpm, with peak torque of 170Nm delivered @ 4,500rpm. The bore size of 73mm matches the stroke of 73mm; the left and right cylinders are offset 4mm and the cylinder sleeves are aluminium. Compression ratio is set at 10.5:1.

 

The Unicam cylinder heads – the inlet valves are operated by finger-follower rocker arm, the exhaust valves by roller rocker arms – also employ a co-axial rocker-arm shaft for both inlet and exhaust.

 

The combustion chambers are a 4-valve ‘pentroof’ design with the inlet ports designed to promote ‘tumble’ flows inside the cylinders thus improving efficiency. The piston skirts wear a molybdenum coating to reduce friction. Throttle By Wire (TBW) engine management adds 4 rider modes to alter character and power delivery, linked to suspension damping and the Dual Combined Brake System (D-CBS):

 

TOUR mode is the base setting for comfort and power. It gives a direct 100% opening ratio between throttle grip and throttle body butterfly, with ‘default’ damping and front/rear brake force distribution.

 

SPORT serves up the highest throttle to butterfly ratio and delivers strong acceleration, with firmer damping and rear brake lever pressure.

 

ECON mode offers maximum fuel economy and easy cruising, with lower throttle to butterfly ratio and default damping and brake force.

 

RAIN turns the dial down to suit wet and slippery conditions, with lowest throttle to butterfly ratio, default braking force distribution and soft suspension damping.

 

Honda Selectable Torque Control (HSTC) also seamlessly monitors and maintains rear wheel traction, in all riding conditions, for an extra layer of riding confidence. Its level of input, too adjusts via TBW relative to riding mode selection.

 

There are two air intake ducts sited front left and right rear. This structure generates swirling as the air is drawn in – the result is more effective use of the air filter’s entire surface area and reduction in resistance. The internal shaping of both ducts is optimised to align with the intake pulses of the engine’s low-rpm range, improving response and torque from smaller throttle openings. A single throttle body speeds up airflow and improves response.

 

To complement the engine’s deep bass signature the exhausts emit a powerful throb, without excessive noise. The cross-sectional areas of the exhaust pipes for two out of the six cylinders are reduced 20%, bringing the sound volume and depth.

 

The ISG (Integrated Starter Generator) combines the generator and starter motor into one component, with the generator effectively becoming the starter motor when supplied with reverse power. Its 2.4 kg lighter than a standard system. Helical gears are employed for the ISG driving gears, reducing mechanical noise.

 

Key characteristics of Idling Stop (on the DCT option) are the ultra-quiet start-up of the engine thanks to the use of ISG, and the smooth starting feeling achieved through a combination of DCT and TBW control. When stopping at a traffic light with Idling Stop on, the engine automatically stops after 3 seconds and, when restarting, the rider only needs to turn the throttle, which immediately starts the engine.

 

The system is controlled so that hydraulic oil pressure is applied in advance to the DCT line that activates the clutch when the engine starts, so the time lag from when the rider opens the throttle to movement is reduced. To curb any abruptness the TBW makes the throttle butterfly open gradually following the throttle opening – thus the smooth acceleration befitting of a Gold Wing Tour. Idling Stop can be turned ON or OFF from the right handlebar switch.

 

Hill starts on a conventional motorcycle often involve simultaneously releasing the brakes, opening the throttle and engaging the clutch according to the grade of the slope. To ease this effort, the Gold Wing Tour has Hill Start Assist (HSA) on both Manual and DCT versions.

After stopping on a slope, further squeezing the brake lever quickly results in the ABS modulator generating hydraulic pressure for the rear brake caliper. When setting off – even when the brake lever is released – the hydraulic pressure temporarily retains braking force (for about 3 seconds) so starting on the uphill slope with the throttle is possible. When in operation, the HSA indicator is switched on to inform the rider.

 

The 6-speed manual gearbox is also fitted with a ‘cam damper’ between the clutch and transmission, separating each inertial mass, reducing noise and improving shift quality/durability. A cam assist and slipper clutch (with fewer discs and reduced hydraulic friction in the release mechanism) replace the traditional hydraulic assist clutch. This reduces clutch load at the lever by 20% and also smooths downshifts; the slipper mechanism also contributes to the high-quality downshift feel. An electric reverse is a familiar feature from the previous design.

 

3.4. Dual Clutch Transmission (DCT)

 

• Third-generation 7-speed DCT 
• Smoother, quieter with faster upshifts and downshifts
• Walking mode allows machine to ‘creep’ forward or back
• The 4 riding modes also manage DCT for optimised response
• Optimised low speed manoeuvrability

 

First introduced in 2009, Honda’s DCT technology is now in its 12^th year of production, and over 200,000 units of DCT-equipped Honda two-wheelers have been sold in Europe. It delivers consistent, seamless gear changes up or down and very quickly becomes second nature in use. It uses two clutches: one for start-up and 1^st, 3^rd, 5^th & 7^th the other for 2^nd, 4^th and 6^th, with the mainshaft for each clutch located inside the other for compact packaging.

 

Each clutch is independently controlled by its own electro-hydraulic circuit. When a gear change occurs, the system pre-selects the target gear using the clutch not currently in use. The first clutch is then electronically disengaged as, simultaneously, the second clutch engages.

 

The result is a consistent, fast and seamless gear change. Furthermore, as the twin clutches transfer drive from one gear to the next with minimal interruption of the drive to the rear wheel, any gear change shock and pitching of the machine is minimised, making the change feel direct as well as smooth. Extra benefits include durability (as the gears cannot be damaged by missing a gear) impossibility of stalling, low stress urban riding, reduced rider fatigue and increased ability to focus on riding lines, braking and acceleration points. 

 

The DCT system offers two distinct riding approaches – the Automatic settings, with pre-programmed shift patterns which constantly read vehicle speed, gear selected and engine rpm to decide when a shift should occur, and the Manual Transmission setting for gear changes using the paddle-shift style triggers on the left handlebar.

 

Employing the third generation – and the first to have 7-speeds – the Gold Wing’s DCT is specifically designed for long-distance cruising; it’s also extremely smooth and fast shifting.

 

It is also optimised for low speed manoeuvrability, with close ratios reducing shift-shock. In the higher speed range, they are set wider apart to reduce engine rpm. In both speed ranges comfort is improved as shifting up or down is of the highest quality.

 

Shift noise and shock were addressed throughout the development of the third generation, with noise damper rubbers on both ends of the fork guide and the master arm greatly reducing any impact sound during gear changes.

 

A spring damper is installed between the clutch and the main shaft in order to absorb the torque in the rotational direction, thus reducing the noise and shock of the contact between the clutch and main shaft when shifting gears.

 

The Gold Wing’s DCT features a 1.8km/h forward Walking Mode with reverse of 1.2km/h, operated instantly from a +/- switch on the left handlebar.

 

The main shaft has a double tube structure, with the outer main shaft (connected with the even-number gears) linked to the inner shaft with a chain, by way of the gears on the counter shaft. This structure gives the outer main shaft the role of the reverse idle shaft, which has resulted in a lightweight reverse mechanism with a compact structure – with no need for any reverse idle shaft.

 

When activating Walking Mode the two clutches of DCT are utilised to enable moving backward with clutch #1 and moving forward with clutch #2. In this way, moving forward or backward at walking speed is now possible with only clutch control, without any need for gear shifting. Furthermore, the throttle-by-wire system controls speed by minutely controlling the clutch capacity, while maintaining a certain engine speed, assuring controllability with a sense of security in wide-ranging situations.

The 4 riding modes are interleaved with DCT. All share the same engine character, delivery and suspension settings as the MT model but add extra DCT-specific parameters:

 

TOUR uses the default setting for smooth clutch engagement and gearshifts in AT mode, with a low-to-high rpm range for gear shifts.

 

SPORT deploys a more direct clutch engagement, with gear shifts programmed in a mid-to-high rev range.

 

ECON has a soft clutch engagement, with low-to-mid rpm gear hold and default shifting feel.

 

RAIN also operates a soft clutch, low-to-high rpm gear hold range and slower shifting in AT mode.

 

 4. Technical Specifications

 

ENGINE
Type	Liquid-cooled 4-stroke 24 valve SOHC flat-6
Displacement	1,833cc
Valves per cylinder	4
Bore x Stroke	73mm x 73mm
Compression Ratio	10.5:1
Max. Power Output	93kW/5,500rpm
Max. Torque	170Nm/4,500rpm
Oil Capacity	4.4 litres (MT) / 5.6 litres (DCT)
CO2 emissions	127g/km
FUEL SYSTEM
Carburation	PGM-FI electronic fuel injection
Throttle Bore	50mm
Air cleaner	Viscous, cartridge type paper filter
Fuel Tank Capacity	21.1 litres
Fuel Consumption	5.5 litres/100km
ELECTRICAL SYSTEM
Starter	Integrated Starter Generator system
Battery Capacity	12V/20AH
ACG Power Generation Capacity	12V/120A
DRIVETRAIN
Clutch Type	(MT) Hydraulic, wet, multiplate with coil springs, assist slipper cam (DCT) Hydraulic, wet, multiplate with oil pressure
Transmission Type	6 speed MT (including overdrive. Plus electric reverse) 7-speed forward and reverse DCT
Primary Reduction	1.795 (79/44)
Gear Ratios	(DCT) 1st: 2.167    2nd: 1.696    3rd: 1.304                   4th: 1.038    5th: 0.821     6th: 0.667     7th: 0.522 Rev: 1.190 (MT) 1st: 2.200      2nd: 1.417    3rd: 1.036                         4th: 0.821     5th: 0.667 6th: 0.522
Final Reduction	Engine side 0.972 Rear Wheel side 2.615
Final Drive	Enclosed shaft
FRAME
Type	Aluminum die-cast, twin tube
CHASSIS
Dimensions (L´W´H)	L: 2,615mm W: DCT 905mm / MT 925mm H: 1,430mm
Wheelbase	1,695mm
Caster Angle	30.5°
Trail	109mm
Turning radius	3.4m
Seat Height	745mm
Ground Clearance	130mm
Kerb Weight	MT: 385kg DCT with Air Bag: 390kg
SUSPENSION
Type Front	Double Wishbone
Type Rear	Pro Link
WHEELS
Type Front	130/70R 18
Type Rear	200/55R 16
Rim Size Front	18 x MT3.5
Rim Size Rear	16 x MT6.0
BRAKES
System Type	Electronically-controlled combined ABS system
Type Front	320mm x 4.5mm dual hydraulic disc with 6-piston calliper, floating rotors and sintered metal pads
Type Rear	316mm x 11mm ventilated disc with 3-piston calliper and sintered metal pads

 All specifications are provisional and subject to change without notice.

** Please note that the figures provided are results obtained by Honda under standardised testing conditions prescribed by WMTC. Tests are conducted on a rolling road using a standard version of the vehicle with only one rider and no additional optional equipment. Actual fuel consumption may vary depending on how you ride, how you maintain your vehicle, weather, road conditions, tire pressure, installation of accessories, cargo, rider and passenger weight, and other factors.