There has been much speculation as to whether or not this will happen. Some sources have stated that the 2017 GL1800 will be just like every other GL1800 of the past few years: nothing but new paint colors available. Whether it happens on the 2017 or the 2018 model year, there's no doubt that the long-overdue Goldwing redesign will be a significant one.
Leading Link Suspension
Probably the weakest link in the suspension of a heavy touring bike are the telescopic forks. Even with lots of aftermarket modifications, it's quite clear that telescopic forks simply aren't up to the challenge of such a heavy bike. Complex and expensive anti-dive systems, head wobble, frequent wear and seal failure, it's clear that forks are on the way out.
Also patented was a different front suspension more similar to BMW's Duolever system:
Chassis
A feature appearing on many modern bikes is a weight-reducing trick: rather than hanging the engine from a fixed frame, the engine itself becomes a structural part of the frame. In patent filings for the new Goldwing, Honda shows that the engine becomes the main center section of the bike's chassis. Connected to the front of the engine is an upper frame that holds the steering head and front shock mount, as well as the suspension arrangement. Connected to the back of the engine is a second frame part that is the bracket for the swingarm pivot.
As for the powertrain, it is clear from patent filings that the flat, horizontally-opposed six cylinder engine will remain. New however is a hybrid engine option: a four-cylinder gas-electric hybrid, which captures braking energy and reuses it to accelerate. The front two cylinders of the six cylinder engine are replaced, and in their place is a motor/generator, bolted directly to the crankshaft. Drawings show that this new engine fits into the same chassis as the six cylinder, and will no doubt produce improved mileage figures.
Automatic Transmission
Honda has been putting dual-clutch semi- and fully-automatic transmissions on its bikes for close to ten years now, and the system used on the NC700, CTX700 and similar bikes is a proven transmission. Honda started filing patents showing this type of transmission on the Goldwing back in 2007, and has continued as development proceeded, with some being filed less than a year ago.
Honda's version of the DCT (dual clutch transmission) for the Goldwing is significantly different than the units on the smaller bikes. The Goldwing transmission features 7 speeds, and of course a reverse gear. The reverse works differently than on the GL1500 and GL1800. Instead of a geared connection between the starter motor and the output shaft, the reverse uses a chain connecting sprockets on the input and output shafts. It appears that reverse may well be engine-driven on the new Goldwing, not driven by the starter motor. Like the NC700 transmissions, it is expected that the Goldwing transmission will feature both fully-automatic modes as well as a "paddle shift" mode where gears are shifted by pressing buttons.
The new Goldwing will have electronics galore. An electrically adjustable windshield will finally be coming our way. LED headlights are a given, and GPS navigation, audio system, electronic suspension, different engine modes and stability control are just the beginning. Mid-corner ABS will be included, that allows the application of brakes while hard in a corner. The bike will only allow the application of brakes that will allow the motorcycle to remain stable through the corner.
To control all of these new electronics, along with controls for the hybrid engine, DCT transmission and more, Honda has filed patents covering thumbwheels, buttons and joysticks in the cockpit area.
