Bike Review | Honda Gold Wing Tour Premium Anniversary Edition

Celebrating 50 years since the launch of an icon, Honda’s Gold Wing Tour Premium shows why the flagship tourer remains a benchmark for long-distance comfort, refinement and effortless kilometre-eating ability. We take it for a two week test and lay down some kays.

It’s only fitting that the 50th Anniversary Gold Wing is gold-coloured.

Honda is celebrating 50 years of the Honda Gold Wing. Wow, has this bike changed over those five decades?! As an 18-year-old, I can still very clearly remember the first Gold Wing, with its iconic 1000cc flat four-cylinder engine, with shaft drive and the fuel tank under the seat – very revolutionary for the time. The original was a naked bike to show off that beautiful engine and all the other engineering skills that Honda did so well back then. A big bike by the standards of the time, weighing around 265kg, and marketed as ‘The King of Kings’ and ‘The ultimate motorcycle’. In many ways it was exactly that.

The legendary Gold Wing has been around for five decades.

Bodywork that provides superior protection has always been a feature.

By the early 1980s, the Gold Wing was complemented by a complete touring package to rival any bike on the market and the engine grew to 1100cc to improve the touring capabilities. It’s at this time that the Gold Wing cemented itself as one of the world’s great touring motorcycles. It developed a global cult following – performance, handling and luxurious comfort all in one package – the Gold Wing was becoming a legend.

It developed a global cult following – performance, handling and luxurious comfort all in one package – the Gold Wing was becoming a legend…

Over the decades the Gold Wing has become a much larger beast. The engine has grown another two cylinders and capacity has steadily increased to the 1800cc flat-six engine of today. The performance hasn’t suffered though, the current engine has the power and torque to take you anywhere in absolute ease. The same can be said with the rider comfort; it is first rate and it has one of the broadest and most comfortable seats out there, riding interstate from one fuel stop to the next is not a problem.

This 50th Anniversary edition doesn’t introduce major mechanical changes, but instead marks the milestone with a series of subtle updates and commemorative touches. There’s anniversary badging and unique detailing to set it apart, along with small refinements to the infotainment system, including wireless Apple CarPlay and Android Auto. Otherwise, it remains the same proven Gold Wing platform, which is no bad thing given how well resolved the package already is.

Get that adjustable screen height just right and you’ll create a bubble of tranquility, says Paul.

A touring motorcycle at its heart – it can be ridden anywhere, of course – but its real forte is touring. I took the Gold Wing for a full day’s ride on only motorways and covered the kilometres with unrivalled ease and comfort. The seating position for my 179cm frame is good, my feet in a natural position and very relaxed. I did feel the handlebars could have been about 50mm taller to afford me my preferred hand position, but this is very personal.

The Gold Wing’s logo has remained largely unchanged over the years.

The 1833cc flat-six is good for 170Nm of good old-fashioned fun.

The protection from the elements is very good with a height-adjustable screen that truly does deflect all the wind turbulence when set at the right height; I found the screen was perfect about 60mm up from its lowest position. You do look through the optically correct clear screen at this height, but the lack of any turbulence is a real benefit. The body work and front fairing also deflect the air very well with no buffeting of the shoulders or arms at any speed. At highways speeds, the Gold Wing puts you in a bubble of tranquillity that makes covering big kays such an easy task. And safer, too, because fatigue is a motorcyclist’s enemy.

“At highways speeds, the Gold Wing puts you in a bubble of tranquillity that makes covering big kays such an easy task”…

Adding to the rider comfort is the Gold Wing’s unique suspension system. The double-wishbone front suspension has been on the Gold Wing for some time now and for good reason, it’s suppleness over small bumps is so good it defies logic. The way it works is very, very impressive and gives the Gold Wing a feel of pure Rolls Royce comfort. The rear suspension is a single shock unit that has been tried and tested in the Gold Wing for years, but the real asset is the electronic adjustability that matches your circumstances – from single rider through to a pillion and luggage – adjustable at the touch of a button.

The Tour Premium weighs 393kg ready-to-ride, but the weight is carried very low in the frame.

A lot of the Gold Wing’s functionality sits at your fingertips, either through the switchgear or the screen. Apple CarPlay and Android Auto are integrated into the display, giving easy access to navigation, music and calls. On the right handlebar, you’ll find cruise control along with the selector for Drive on the seven-speed automatic transmission.

Infotainment, indicators and reverse are accessed on the left ’bar.

Analogue gauges flank a TFT touchscreen.

As well as the infotainment, the centre console manages heated seats and grips.

Switching between the transmission’s manual and auto modes happens on the left ’bar, as does cruise.

There’s also a manual mode, which lets you shift via paddles on the left switchblock. Ride modes are controlled from the ’bars as well, alongside the usual essentials including indicators, horn and high beam. The centre console manages the comfort and infotainment features, including heated seats, heated grips and audio. It’s a comprehensive system, but once familiar, everything falls easily to hand.

“It’s a comprehensive system, but once familiar, everything falls easily to hand”…

The transmission takes a moment to get your head around at first. There’s no clutch lever or gear pedal, so the process of getting moving feels unfamiliar. The system defaults to neutral on start-up, and you need to actively select how you want to ride.

In Drive, the seven-speed transmission handles everything for you. It shifts smoothly and intuitively, but still allows some rider input. You can tap down a gear for a corner or an overtake, though the system won’t let you override it beyond sensible limits. It won’t, for example, drop from seventh to first. Open the throttle with intent and it will kick down on its own to improve acceleration.

No gear lever, but there’s a centre-stand.

The flat-four of 50 years ago is now a flat-six.

Around town, it’s as simple as twist and go. The take-off is immediate, and if you’re assertive with the throttle it moves off quickly. The shifts themselves are noticeable, similar to a quick-shifter, though more refined. Ride modes – Wet, Road and Sport – alter shift points to suit conditions and the system adapts well across all three. Switch to manual and you take full control via the paddles, holding gears longer if you wish. Downshifts are matched with an automatic throttle blip, which adds to the experience.

“Switch to manual and you take full control via the paddles, holding gears longer if you want to”…

Braking performance matches the bike’s size and intent. Up front are twin four-piston calipers, while the rear uses a dual-caliper setup, one of which supports the hill-hold function. It’s a strong, reassuring system with plenty in reserve.

The well-integrated top box and panniers offer a total of 121L of storage.

The Gold Wing is a heavy motorcycle, as expected in this class, but Honda has built in systems to make managing that weight far less intimidating. There’s a walking mode that assists with low-speed manoeuvring, allowing the bike to creep forward, along with a reverse function that operates at a similar pace. It’s particularly useful on inclines or in tight spaces where pushing the bike manually could unsettle your balance.

By separating suspension movement from steering inputs, the Gold Wing’s double-wishbone front suspension improves stability.

The rear brake is a large 316mm disc gripped by a three-piston caliper.

The electronics package is comprehensive and works in the background to support the ride rather than complicate it. From the rider’s seat, everything feels considered and cohesive, adding confidence when handling a motorcycle of this size. It’s a level of integration you would expect from Honda, and it delivers the way it is expected to.

Luggage capacity is generous. The large rear trunk will comfortably take two full-face helmets along with soft gear, while the side panniers provide plenty of additional storage for longer trips. There are also glove compartments built into either side of the front fairing, adding useful space for smaller items. Altogether, it’s a practical setup that supports extended touring without compromise.

Altogether, it’s a practical setup that supports extended touring without compromise…

Riding back from Peats Ridge on the Central Coast region of New South Wales, I took the long way home via Wisemans Ferry to see how the Gold Wing handled a tighter, more demanding stretch of road. It’s a route I know well – around 56km of narrow, often damp bitumen, with loose gravel and the occasional surprise waiting around a blind corner.

“For a bike of this size, the level of control is really impressive. That said, you do need to respect the weight.”

The Gold Wing handled it with impressive composure. The suspension absorbed poor surfaces with ease, maintaining stability even when conditions deteriorated. For a bike of this size, the level of control is really impressive. That said, you do need to respect the weight. Tight 45km/h corners can arrive quickly on this road, and the mass of the bike becomes more apparent when you’re pushing on.

The top box, or trunk as Honda calls it, has 61L of capacity.

The panniers add another 60L, and it’s all managed by central locking.

Using manual downshifts proved effective for managing speed, though tipping into corners requires a measured approach. The combination of weight over the front and the plush suspension can see it run a little wide if you’re not deliberate with your inputs. It’s capable, but it rewards a considered pace, especially on roads where conditions can change without warning. There were a few occasions where the automatic transmission held a higher gear than expected when approaching a corner. If left to its own devices, it can carry momentum rather than downshifting early, which isn’t always ideal when you’re setting up for a tighter section.

The combination of weight over the front and the plush suspension can see it run a little wide if you’re not deliberate with your inputs…

It wasn’t noticeable on the highway, where the pace is more constant, but on winding roads it stood out more. Under heavy braking the system will downshift automatically, though many corners don’t require that level of input. Often, a slight roll-off would benefit from a lower gear to help settle the bike. Using the manual downshift paddle quickly resolves this. It becomes second nature after a while, and gives you more control over how the bike behaves on corner entry.

Honda has nailed it with the latest tourer, it’s a fast, safe and very competent motorcycle that has all the tech features that we expect these days and a build quality that oozes class. There are top-shelf components rolled up into a package that gives the rider one of the best, if not the best, touring experiences you could have. That is its real home – long-distance touring – and I don’t think there’s a better way to see our great country.

Paul reckons the seat height is a very manageable 745mm. He has done more touring miles than most, so knows comfort when he experiences it.

Honda Gold Wing Tour Premium 50th Anniversary Specifications

motorcycles.honda.com.au

Price: From $52,900 Ride Away (Australia)
Claimed Power: 93kW [125hp] @ 5500rpm
Claimed Torque: 170Nm @ 4500rpm
Wet Weight: 393kg
Fuel Capacity: 21L
Fuel Consumption (Claimed): 5.4L/100km
Fuel Range (Claimed): Approx. 388km

Engine: Liquid-cooled horizontally-opposed six-cylinder, four-stroke, Unicam SOHC, four valves per cylinder, PGM-FI EFI with 50mm throttle body, 1833cc, 73mm x 73mm bore x stroke, 10.5:1 compression ratio, EURO5+ compliant. Gearbox: Seven-speed Dual Clutch Transmission (DCT). Clutch: Wet multi-plate, hydraulic actuation. Shaft final drive.

Chassis: Frame: Aluminium twin-spar frame and Pro-Arm single-sided swingarm.
Rake: 30.5° Trail: 109mm
Suspension: Front double wishbone suspension, electronically controlled damping adjustment, 110mm travel. Rear Pro-Link single shock with electronic preload and damping adjustment, 105mm travel.
Brakes: Dual 320mm front discs with six-piston calipers, ABS. Rear 316mm disc with three-piston caliper, ABS.
Wheels & Tyres: Cast aluminium wheels, 18-inch front and 16-inch rear. Tyres: 130/70-R18 front, 200/55-R16 rear.

Dimensions:
Wheelbase: 1695mm
Seat Height: 745mm
Overall Width: 905mm
Overall Length: 2615mm
Overall Height: 1430mm (screen low) / 1555mm (screen high)

Instruments & Electronics: 7.0-inch full-colour TFT display, full LED lighting, electrically adjustable windscreen, wireless Apple CarPlay and Android Auto, Bluetooth connectivity, navigation, cruise control, Smart Key system, four riding modes (Tour, Sport, Econ, Rain), Honda Selectable Torque Control (HSTC), hill start assist, reverse and walking mode, airbag, tyre pressure monitoring, heated grips, heated seats, electronically adjustable suspension and integrated audio system. The 50th Anniversary edition also includes commemorative badging, exclusive colour schemes, collector memorabilia, a limited-edition scale model and anniversary gift pack.