A passenger review of the 2021 Honda Gold Wing Tour DCT

But I’ll come back to that.

For 2021, Honda refined its luxury-touring flagship with a particular focus on passenger accommodations. There’s now a larger trunk (wider, taller, and longer, with an extra 11 liters of storage over the previous model), a re-shaped backrest (taller, thicker, and more reclined), not to mention louder speakers (45-watt versus 25-watt), upgraded navigation software, the availability of Android Auto, some tweaked rear turn signals, and — hold for applause — a new “suede-like” seat cover. The price for such pampering is $28,300 on the standard Gold Wing Tour and $29,300 for the DCT version we rode — both of which are up $500 from the 2020 MSRP. Luxury, indeed.

Considering that these updates were mostly passenger-focused (the engine and chassis are unchanged from when we reviewed it in 2018 and 2020), I enlisted the help of my aforementioned lady friend to evaluate how well the new model works from the back seat. Karlee has tested a number of motorcycles through osmosis — she’s passengered a Kawasaki Versys 650, BMW F 900 R, Yamaha MT-07, BMW R 1250 GS, Yamaha Ténéré 700, Yamaha Zuma 125 and, bless her heart, even a Kawasaki KLX300 and CRF250L. I’m often surprised to hear the things she likes and dislikes about a given bike and it always serves as a good reminder that the experience can differ for pilot and pillion. With that in mind, what follows is a review of the 2021 Gold Wing Tour that gives the passenger equal time.

Performance

Spenser: If you want a deep dive on the ‘Wing’s performance I recommend one of those two reviews we’ve already done because, as mentioned, the engine and chassis components have remained the same on the Gold Wing since it was overhauled in 2018. Same 1,833 cc of displacement coming out of the same buttery-smooth flat-six engine being steered by the same Hossack-style front end and stopped by the same linked brakes. All of which is to say, the great parts of this bike are still great.

Is it fast? Sure. Though, that depends on your definition. Based on Karlee’s tight grip and bouts of laughter from the back seat, I’d say it’s fast enough. Then again, if you’re used to riding superbikes or superbikes masquerading as touring bikes then it might be slower than you want.

What the Gold Wing has that so many competitors do not is... ease. The steering is light and balanced, especially for a bike weighing north of 800 pounds. There’s virtually no brake dive, thanks to the linked binders and double-wishbone front suspension. The seven-speed DCT is exceptional — rarely hunting for gears and clicking through the transmission smoother and quieter than I ever could. And at highway speeds (75 to 80 mph) the engine turns over with such leisure (around 2,800 rpm) that you might wonder if it’s fallen asleep. But don’t worry, it hasn’t. Twist the throttle and the engine wakes up, jumps out of bed, and reveals that it had running shoes on the whole time. Whatever sacrifices the Gold Wing makes in hard-edged performance I think it more than compensates with ease of use and mechanical refinement. It enables you to be a more predictable operator, which (hopefully) translates to a more enjoyable ride for whoever is sitting behind you.

Karlee: While I have had the luxury of hitching a ride on various motorcycles, I’ve also had my fair share of uncomfortable experiences — both physically and psychologically — on two wheels. I was raised in a household that ingrained the idea that motorcycles would almost certainly bring bodily harm. After four years of having the best, let’s call it, “exposure therapy” riding on the back of a range of motorcycles (and even riding a few of them myself), I’ve come to feel much more secure as a passenger. I have no shame in admitting that I do, in fact, like riding a motorcycle that makes loud noises and goes fast.

The Gold Wing may not be the most obvious choice for satisfying that primitive instinct, but I definitely didn’t think it was slow. The power delivery provides a rollercoaster-like sensation of being pushed back in your seat during hard acceleration that still leaves you feeling giddy and giggly even though you’re not on a sport bike.

Ergonomics

Spenser: I’m six feet tall and found the seating position to be neutral, the cockpit roomy, and the wind protection to be outstanding. All things that are good. Truth be told, you could fill a small country with what’s been said to praise the Gold Wing’s comfort and I don’t feel like I have much to add. So I’m going to try a slightly different tack.

My biggest takeaway, especially after riding the bike for 12 hours on our last day, is that there are limits to what level of comfort a motorcycle can achieve — especially for the person behind the handlebar. By the time we got home from our ride, my knees ached, my butt was sore and my shoulders were thrilled to be finished with hang-on duty. And before you tell me about that time you rode your R1 for 5,000 miles on a 120-degree day and never stopped once because, by golly, you’re tough as nails — let me be clear that I’m not complaining. Riding the Gold Wing merely reminded me that even when motorcycling has been made as easy as possible, it can still be kind of hard. And frankly, that’s part of the appeal.

Karlee: It’s no surprise that the Gold Wing is a cushy ride, but I was most impressed with how secure it made me feel. The natural leg position and relaxing angle of the seat back basically dare you to take a nap (don’t do that). The rear seat also has ample padding with contoured armrests. The whole experience feels like sinking into your dad’s favorite leather armchair. However, like wasting away in front of the television screen for more than a few hours, staying in the passenger’s seat all day will lead to some discomfort — mostly below the knees, in my case. For anyone who doesn’t have a lot of touring experience, I’d recommend stops every few hours to hop off and get the blood moving, even if you don’t feel like you need to.

With regard to feeling safe on the back of a bike, the Gold Wing’s passenger foot rests reign supreme. Other motorcycles I’ve ridden — even some touring bikes — tend to approach passenger foot pegs as an afterthought. It seems like motorcycle designers are more concerned with the extra narrow pegs being out of the way than for the comfort of the passenger. Honda's passenger floorboards, however, allow you to securely rest your entire boot. Sudden changes of direction or speed that might typically throw off your center of gravity are easily combated on the Gold Wing due to the wider surface area for foot placement.

And on the topic of width, it seems the Gold Wing grab rails are not designed for lady hips. At least not this lady’s hips. Due to the wide leg positioning and the narrow placement of the arm rests, I only had one handrail accessible at a time. While not ideal on placement, the grab rails (updated in 2020) do allow for a full, solid grip, which means one rail is usually adequate to feel secure on the bike.

Features

Spenser: The Gold Wing Tour’s cup overfloweth with features and this year the cup overfloweth even more with the addition of Android Auto plus a handful of audio improvements. Unfortunately, I’m not the target demo for either of those updates.

I’m an iPhone user but Android Auto integrates in the same way Apple CarPlay does. When it works, the experience is fantastic. The UX of CarPlay and Android Auto are better than anything offered on a motorcycle today, particularly when it comes to navigation. Unfortunately, the integration often does not work. In order to connect to either OS you need to have a Bluetooth headset paired to the dash and you need your phone hooked up to the bike’s USB port. So, if you don’t have a Bluetooth headset or if your Bluetooth headset dies? No CarPlay/Android Auto. If your phone gets too hot while plugged into the USB connection that’s inside the small storage compartment? No CarPlay/Android Auto. Plus, the number of Bluetooth connections flying around (headset-to-headset, headset-to-bike, headset-to-phone) means that headset battery life goes in the Dumpster and connections often have to be attempted over and over before they’re successful. I don’t think the Gold Wing is a worse bike for having these features available. I just look forward to the day when the process of using them is a little more seamless.

The speakers, on the other hand, I just don’t understand. Not just on the Gold Wing — on any motorcycle. Even with an extra 20 watts of speaker output in the ‘21 model, the audio is still difficult to hear while riding above 40 mph. Honda claims to have “optimized” the automatic volume adjustment this year (volume adjusts based on the speed of the bike), but even with that optimization I thought the volume was way too loud when stopped and not loud enough when riding at speed. And no, I don’t think the solution is to make the speakers even louder. It’s a fun novelty to play "Born to Be Wild" when you leave your driveway, heading out on some big adventure, but the sonic charm is quickly drowned out by wind noise and bothered looks from other motorists. In my experience, piping the music through a Bluetooth headset is a far better experience than any on-bike speakers offer.

Karlee: Previously, the closest I’ve gotten to a heated feature on another motorcycle has been hearing about how nice the heated grips are over the headset. So, with this being the first bike I’ve ever ridden with a heated seat, I started out just feeling grateful for toasty buns. As the trip went on, I found myself spoiled by the option but also petulantly disappointed with the actual performance.

Even on its highest setting the warmth left a bit to be desired when ambient temperatures dipped below 60 (note: I am from California, take what you will from this). But if you’re ill prepared like me — ripping the thermal lining out of your vented jacket even though you know full well you’ll be departing on your trip before 5 a.m. — it’s absolutely better than nothing.

The real star of comfort came in the form of the wind protection. Most windscreens I’ve experienced feel as though they are built primarily for whoever is up front. Noticing a theme here? But the Gold Wing keeps every party in mind, in both the electronic adjustment and actual size of the screen. The typical neck strain from resisting the wind was rarely an issue on this bike. Small adjustments could be made quickly and spontaneously as winds and riding speed varied, perfectly tailoring the airflow as needed. My only complaint (which seems unavoidable) is that passenger visibility suffers from being tucked so effectively behind the rider and fairing.

And yes, the audio left a lot to be desired. Even with speakers built into the passenger's seat, at best the music was muffled — similar to hearing only the highest pitches of a song through a wall. Not only does hooking up to your music via Bluetooth headset allow you to hear the music better, but it also means you can sing along at full blast in the privacy of your helmet.

Storage

Spenser: The new top box is, without a doubt, the best update to the 2021 Gold Wing Tour. It’s excellent. Easily fits two full-face helmets, including Bluetooth communicators, with space to spare. Why Honda didn’t make the trunk like this in the first place is a little perplexing.

Even with the new trunk, I think GWT luggage will remain a contentious topic. The saddlebags remain small and oddly shaped. The latching mechanism continues to feel a little flimsy. It’s now just a few liters shy of the storage you’d find on a comparable BMW K 1600 but those bags have a more functional shape and are removable. The value of those differences will come down to personal preference. Karlee and I kept the trunk mostly empty so we would have a spot to stash our helmets when we went inside somewhere and we still had enough room for a four-day supply of clothes — but I like to pack light. Still, I feel confident that we’d figure out a way to haul whatever we needed on a longer trip.

Karlee: You know what is lovely? Being able to store our helmets on the bike when we make a pit stop. Although carrying and wearing gear to whatever activity you’re headed to is part of the typical motorcycle experience (uh, how else is everyone going to know your boyfriend is a dangerous motorcyclist if he doesn’t walk in sporting his Aerostich?), it’s not very convenient. And even though I like the undeserved street cred of holding my helmet in a line to get food, I’m glad I no longer have to find a safe spot for it at the table.

For our four-day trip, I relegated my clothing and toiletries to a small backpack that we managed to cram into one of the saddlebags after a bit of finessing. The bags are designed to fit to the contours of the bike, but the valleys and peaks are definitely not conducive to the shape of an overnight bag. If you intend on packing for a trip longer than ours, or have a partner who will let you pack the amount of clothes that you will actually need (rather than the extraordinarily limited bag Spenser made sure we packed), you will have to get clever with how you load up the bike.

A huge mistake

Spenser: So, what was the huge mistake? Well, it turns out that I am Icarus, this bike my waxy, golden wings. In my foolish decision to take Karlee for a ride on a motorcycle that actually cares about passenger comfort, I may have inadvertently ruined my chances of her riding anything else with me. In the past few weeks, she has begrudgingly hopped on the back of some other motorcycles but not without reminding me at every bump of the road how she’d rather be on a Gold Wing Tour. She can no longer un-see the discomfort that plagues the majority of bikes I park in the garage and unfortunately I lack the necessary gray in my hair and green in my wallet to park a GWT in there permanently. Where’s a Neuralyzer when you need one?

Karlee: In my defense, following up a charming road trip on the cushiest of bikes with a sport bike (R7) and naked bike (F 900 R) was maybe not the best tactic to convince me that riding other motorcycles can be just as enjoyable. The Gold Wing is an ideal bike for everyone involved since it keeps both pilot and pillion satisfied in regards to comfort. What I need is a better motorcycle rebound — and like any other broken heart, time to move on. 

2021 Honda Gold Wing Tour DCT
Price (MSRP)	$29,300
Engine	1,833 cc, liquid-cooled, horizontally opposed six-cylinder, four valves per cylinder
Transmission, final drive	Seven-speed automatic DCT plus reverse, shaft
Claimed horsepower	NA
Claimed torque	NA
Frame	type
Front suspension	Double wishbone, Showa shock; 4.3 inches of travel
Rear suspension	Single Showa shock, electronically adjustable preload; 4.1 inches of travel
Front brake	Dual Nissin six-piston calipers, 321 mm discs, ABS
Rear brake	Single Nissin caliper, 316 mm disc, ABS
Rake, trail	30.5 degrees, 4.3 inches
Wheelbase	66.7 inches
Seat height	29.3 inches
Fuel capacity	5.55 gallons
Tires	130/70-18 front, 200/55-16 rear
Claimed weight	838 pounds ready to ride
Available	Now
Warranty	36 months, unlimited mileage
More info	powersports.honda.com