the golden wing tours

The Golden Wing Tours

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The Golden Wing Tours - All You Need to Know BEFORE You Go (2024)

The Golden Wing Tours

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The Golden Wing Tours (Alexandria, Egypt): Hours, Address - Tripadvisor

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SPECIFICATIONS

2024 overview gold wing tour, 2024 gold wing tour.

Destination Charge: $775.00

Available Colors

Innovative technology, endless adventure, discover your spirit of adventure and indulge your thirst for wanderlust with the touring bike that has dominated the segment for the past 50 years: the honda gold wing tour, gold wing tour automatic dct, and gold wing tour airbag automatic dct. like all gold wings, these trims boast our renowned 1833cc six-cylinder engine, ample storage space, and innovative technology such as android auto™ and apple carplay™ compatibility. choose between a conventional six-speed transmission or the advanced seven-speed automatic dual-clutch transmission (dct). additionally, for 2024 the gold wing tour and tour dct trims come in a bold grey metallic/black combo, while all three are also available in a stunning pearl white. so, embark on an unforgettable journey with the iconic honda gold wing tour lineup, the pinnacle of motorcycle touring., gold wing tour.

• GOLD WING TOUR AIRBAG AUTOMATIC DCT
• GOLD WING TOUR AUTOMATIC DCT
• Exterior 360
• Interior 360

Gold Wing Tour

Selected Color

Gray Metallic/Black

• Gold Wing Tour Airbag Automatic DCT

• Gold Wing Tour Automatic DCT

Special Features

Base features.

NAVIGATION/SOFTWARE UPDATE

Have a 2018 or newer Gold Wing? Keeping your Gold Wing’s navigation system updated with the latest maps and directions helps you get the most out of one of your bike’s most useful features. Plus, that now includes Android Auto compatibility. We’ll walk you through all the steps.

WANT TO KNOW MORE ABOUT YOUR GOLD WING’S FEATURES?

Historic Global Model Shown

Evolution of a revolution.

Discover the history of the Gold Wing, Honda’s flagship tourer that transformed the motorcycle world.

• MODELS WITH DCT

WELCOME TO DCT

Honda's Automatic Dual-Clutch Transmission (DCT) is a breakthrough feature that makes riding easier and more fun.

HOW IT WORKS

FREE YOUR MIND

Our DCT enhances the riding experience by letting you focus on the road and world around you, making each mile even better.

FREEDOM FROM SHIFTING

With DCT, without the hassle of shifting, you’re free to enjoy every curve and every straightaway, on every ride.

PADDLE SHIFTING

Choose Manual Mode, and you can override the automatic shifting on the fly with a pair of handlebar-mounted fingertip shifters.

PROVEN Honda DURABILITY

Because our DCT is built with steel gears inside, there are no drive belts to slip, break, or burn up, and there’s no torque converter. They’re as tough and efficient as any manual gearbox.

SELECTABLE RIDE MODES

Programmed Ride Modes like Tour, Sport, Econ and Rain allow you to adjust the Gold Wing’s ride character. There’s even a special slow-speed Walking Mode, and of course a manual mode that lets you shift via handlebar-mounted shifters.

REAL-WORLD CONVENIENCE

No clutch means no hunting for neutral, and a left hand that’s freed up to activate a garage-door opener, pay at a toll booth, or use a parking key card.

F1 TECHNOLOGY

Supercars and Formula 1 racers use paddle-shift transmissions because they offer the fastest, most efficient shifting and deliver consistent power to the ground.

LOW-SPEED MANEUVERING

DCT’s seamless power delivery is a big benefit in low-speed situations like parking lots.

HILL START ASSIST

Eliminate the drama that comes with stopping and restarting on a steep incline. DCT lets you twist and go.

AVOID THE CLUNK

Ever knock helmets with your passenger when shifting? That won’t happen with DCT.

GOLD WINGS AVAILABLE WITH DCT

Gold Wing Automatic DCT

DISCOVER Honda’s DCT

A Honda exclusive, our Automatic DCT delivers huge advantages in performance and ride character.

PERFORMANCE

Electronics, comfort and cargo.

The Gold Wing’s horizontally opposed six-cylinder engine is famously smooth and powerful. The latest version is an 1833cc design that’s over 13 pounds lighter than previous generations (more than eight pounds less for our DCT trims). STANDARD ON: ALL TRIMS

DOUBLE WISHBONE FRONT SUSPENSION

One look and your eyes will immediately go to the Gold Wing’s radical, Honda-engineered double-wishbone front suspension. The innovative design lets us move both the engine and the rider/passenger closer to the front wheel, giving you more room for added comfort as well as stellar handling. STANDARD ON: ALL TRIMS

Available as an optional feature, HomeLink® lets you integrate your new Gold Wing Tour with devices in your home. A typical example: you can open your home’s garage door without any dedicated controller—just touch a switch on your bike’s center console. No more fumbling, and no hassle.

LARGER TRUNK

The Gold Wing Tour's trunk holds 61 liters. That means in most cases you can get two XXL full-face helmets in there. Combined, the trunk and saddlebags give you 121 liters of storage—plenty to hold what you need for a weekend’s travels. Available accessories include an auto-on interior light, a luggage rack, and more.

Your new Gold Wing’s audio system is an excellent example of state-of-the-art electronic technology. In addition to listening to music, with an available Bluetooth * headset you can make or answer phone calls without taking off your helmet. In addition to a standard USB connector, options include a separate passenger audio control switch, a high-output amplifier and speakers, Sirius XM ® satellite radio, a CB radio, and more. Plus, there’s a second USB connector in the left saddlebag of all Gold Wing models.

ANDROID AUTO COMPATIBILITY

Great news for Android users—With the July 2020 software update, Gold Wings from 2018 onwards are now Android Auto TM compatible, including all our new 2024 models. That means you can connect your Android phone to your Gold Wing to access Google Assistant, and to use navigation tools like Google Maps, Waze and more. Plus, you’ll have access to weather, playlists, music-streaming services and telephone numbers. Available Bluetooth ®-compatible headsets let you communicate easily too.* And with more and more apps available all the time, Android Auto and Honda software updates keep your bike’s technology right on the cutting edge.

Apple CarPlay™ COMPATIBILITY

The Gold Wing’s introduction of Apple CarPlay TM*1 was a first for the motorcycle industry! Apple CarPlay seamlessly integrates your iPhone ®*1 to access Apple Maps ® , Apple Music ® , and other services easily. You’ll have access to weather, playlists, and telephone numbers while aboard. Available Bluetooth ®*2 -enabled wireless headsets let you communicate more easily than ever. And best of all, with more apps available every day, Apple CarPlay keeps your bike’s technology and convenience on the cutting edge.

Every Gold Wing and Gold Wing Tour is equipped with a big, bright, seven-inch full-color TFT LCD screen to display routes and other navigation information. Plus, since it’s equipped with a gyrocompass, the system even functions inside a tunnel. Independent of the Apple CarPlay™ or Android Auto feature, it works with or without your phone. Added bonus only by Honda: 10 years of free map updates!

VEHICLE SETTINGS

Your new Gold Wing is packed with smart rider aids. A glance at the dash keeps you informed of things like ride mode (Tour, Sport, Rain, Econ), rear suspension preload settings (solo, with passenger, loaded, unloaded on Tour models), tire pressure* and much more.

Engine Type

1833cc liquid-cooled horizontally opposed six-cylinder four-stroke

Bore And Stroke

73.0mm x 73.0mm

Compression Ratio

Valve train.

Unicam SOHC; four valves per cylinder

Programmed Fuel Injection (PGM-FI); 50mm throttle body

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American Honda Motor Co. Inc. is not responsible for the content presented by any independent website, including advertising claims, special offers, illustrations, names or endorsements. Thank you for visiting www.powersports.honda.com.

The Golden Wing Tours

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The Golden Wing Tours (Alexandria, Egypt): Hours, Address - Tripadvisor

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2018 Honda Gold Wing Tour Review

An impressive update to Honda's flagship motorcycle

The MO journey to bring you this review of the 2018 Honda Gold Wing Tour has turned into the story of two very different trips gone awry for two very different reasons. However, despite the hiccups along the way, we end up with a comprehensive look at Honda’s touring flagship under a variety of riding conditions, and despite the frustrations of our respective challenges, our impressions of the Gold Wing Tour stand out as remarkably positive.

2018 Honda Gold Wing Tour

First Look: 2018 Honda Gold Wing And Gold Wing Tour

Top 10 Facts About The 2018 Honda Gold Wing

We’ll start with the experience of Sean Alexander and his wife Natalie at Honda’s press introduction for the Wing:

“As the motorcycle press packed their bags in preparation for the new 2018 Honda Gold Wing Tour first rides in Austin, Texas, a sub-freezing blast of arctic air and ice bore down on American Honda’s PR and Marketing crew. The fact that the last rideable weather was now forecast to be the first day of a multi-day press ride must have created quite a dilemma for our hosts in Austin: ‘Do we cancel the Gold Wing press ride?’ or ‘Do we modify the route to shorten it into a single day and miss all of the best and most entertaining roads on the far end?

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“Lee Edmunds and his team at American Honda played the hand Mother Nature dealt them, going all-in on the strengths of the new 2018 Gold Wing’s comfort and wow factors to carry the day over a truncated route through mostly flat and straight roads that were bordered by brown fields, power lines, and giant church radio antennas. We spoiled motojournalists like to test motorcycles on twisty in hilly country with amazing scenery, so Honda’s polar storm hail-Mary could have resulted in disaster for them.

“But it didn’t. The new 2018 Honda Gold Wing Tour lives up to the hype. Its unconventional new front suspension proved to be properly impressive, while its two-up comfort made for happy couples on the ride. Since many Gold Wings owners spend much of their riding time two-up, Honda encouraged attending journalists to bring their spouse or significant other along for this press intro, and many did. From the conversations around the dinner tables, both the riders and their passengers came away impressed from what could have been a long, boring ride where the participants spent their time cataloging their complaints about the motorcycle.”

We’ll leave Sean and Natalie at the dinner table and move on to our second Gold Wing ride: Evans Brasfield’s.

From the moment that Honda allowed us a first look at the all-new Gold Wings , I knew that I wanted to attend the introduction – and then ride the bike back from Austin to Los Angeles. On top of that, I wouldn’t just make an interstate bomber run, I would take the bike all over the Southwest with a final goal of logging 2,000 miles, which would allow me to really get to know the Wing in a way that can’t be accomplished on a two-day introductory ride. The only problem was that a bike wouldn’t be available to ride away for a couple weeks after Honda’s media introduction. So, Sean and Natalie attended the press ride, and I redirected my efforts towards just riding the Wing back solo after Honda had finished the slew of introductions for media, dealers, and technicians.

Riding The 2018 Honda Gold Wing On The Nuclear Tourist Tour

The plan for my tour looked doable on paper, but the trip began to unravel quickly when real life intervened. My first 600-mile day went as planned, and the Gold Wing Tour proved to be an ideal companion for gobbling up the miles in conditions that ranged from 65° F down to a low of 23° F as I rolled into Santa Rosa, NM. Since I’ve already written about the events of my ride at the link above, I’ll sum up my trip’s experience by stating that I became progressively sicker with the flu and ultimately cut my route short with a 600-mile final day with a 102° fever. Although my trip was abbreviated, I still managed 1,900 miles over four days and have tons to say about how well the Gold Wing Tour worked.

What follows is a combination of my and Sean’s impressions from our two very different rides on the 2018 Honda Gold Wing Tour.

Engine Performance

I’m not going to spend a lot of time going over in detail all the new features of the Gold Wing. I covered that in my “ First Look: 2018 Honda Gold Wing And Gold Wing Tour .” Consider that article to be the theory of the new Wing and this to be the practical application. And where better to start than a look at the heart of the beast.

The Gold Wing’s 1,833cc SOHC flat-Six is a completely new mill which shares nothing with the previous generation. The design goals were simple: increase both power and efficiency, plus make the engine shorter to allow it to be located further forward in the frame. To enable the more compact size, the cylinder bore was dropped 1mm to yield a perfectly square bore and stroke of 73mm x 73mm, and the distance between bore-centers was shrunk by 9mm. Additionally, the cylinder offset from the left and right cylinder banks was reduced by 4mm. The result is a more powerful engine that is 29mm shorter front-to-back and 13.7 pounds lighter (in 6-speed manual configuration, which is the only way to directly compare the new engine to the previous generation).

The Gold Wing’s engine retains the characteristic otherworldly smoothness of the previous generation. However, the torque delivery feels more pronounced in the bottom end, and once the engine hits the mid-range, it feels significantly more energetic. Throttle response from the ride-by-wire single throttle body is responsive – and lurch-free – at all engine speeds. Changing the ride mode from Tour to Sport brightens the throttle response a tad, but it’s hard to tell since the biggest change between the two modes is how the Dual Clutch Transmission (DCT) operates.

With its latest iteration of the DCT, Honda has hit the ball out of the park when it comes to touring. After a brief period of acclimatization to the way it operates, I found myself quite happy to let the engine do all the shifts for me in the vast majority of riding situations. When you consider that my trip included two 600-mile days, that’s a lot of work that the DCT saved me, and I’m certain I was fresher at the end of the day than I would’ve been otherwise. When approaching corners that I wanted to choose what gear to downshift to, I merely had to hit a paddle with my left thumb. The DCT would upshift back to top gear after I stopped rolling on the throttle. When you’re not in fully manual mode, the trick to keeping the transmission in the gear you want is to keep ramping up the throttle throughout the whole corner. Pause, even for a moment, and the transmission upshifts. This isn’t a big deal, but it does soften the acceleration out of the corner – and you know how we MO rons like to accelerate!

Sean hasn’t always been a fan of Honda’s DCT. He definitely likes to be in control of things. (And I mean that in the nicest of ways, Sean.) So, I was quite surprised when he said, “I think it would be a coin flip as to whether I got the DCT or the traditional manual transmission.” In fact, his notes about the manual transmission were mostly on the negative side, citing a long lever throw and a lack of clutch feel.

Sean also had comments about the engine at touring speeds: “There is a definite, persistent (though not obnoxious) exhaust drone from around 2,100 rpm through about 3,000 rpm when maintaining a constant speed. That works out to about 60-80 mph in 7th gear on a DCT Gold Wing. Honda was trying for a more sporty tone with new 2018 Gold Wing exhaust, but I think they may have overshot their target by a bit. A decibel or two lower with a bit less ear-pressure might have made the drone all but unnoticeable.”

I, too, noticed the drone (as Sean described it) but was completely unbothered by it. Since I ride almost exclusively with earplugs and was aware of Sean’s feelings about it, I took a stint on my ride without them and listened for the drone. Yes, I noticed the tone that Sean was referring to, but I didn’t find it objectionable. Instead, I found the new exhaust note to be pleasantly sporty but not so loud that it intruded in my riding enjoyment. (Also, my earplugs almost completely mask the drone, making it a non-issue when I was wearing them.) Perhaps he is more sensitive in those sound frequencies than I am. Regardless, I think this exhaust tone falls in the realm of personal tastes.

The new Gold Wing’s 5.5-gallon tank has created a bit of controversy, as the previous Wing carried a gallon more fuel. Over the course of my 1,900 miles, I averaged 39.5 mpg (Low: 37.3 mpg, High: 42.1 mpg), yielding a mathematical range of 217 miles. I’m sure some Iron Butt Association riders and other long-distance touring aficionados will bemoan the “short” range, but frankly, I’m ready to stop and stretch my legs after 200 miles of uninterrupted seat time. However, on two instances during my trip, I found myself with the Range display on the dash reading a blank as I rolled into town with over 200 miles on the trip meter. My lengthiest stint had me put 5.434 gallons in the tank after traveling 210 miles. Clearly, I cut it a bit close. Still, place me in the group who isn’t too worried about the bike’s range.

Suspension and Handling

In the list of upgrades announced on the 2018 Gold Wing, the one that garnered the most curiosity was the new front suspension. Let me put my thoughts into highly technical terms: The Gold Wing’s double-wishbone front suspension is pretty freaking cool! My first impression of the design is that it feels almost exactly the same as a motorcycle with a traditional telescopic fork. Well, until you hit a bump or grab a handful of front brake. Although I hit some pretty big bumps on my ride, the force transmitted to the grips was remarkably muted, but more on that in a minute.

My initial concern when reading about the double-wishbone suspension was that I’d feel isolated from what the front suspension was doing since the link between the handlebar and the actual steering head was a pair of tie-rods. That simply isn’t the case in the vast majority of the riding I did on the Wing. Yes, when cranked over in a corner at peg-dragging speeds, I didn’t feel as connected to the front tire as I would on a sportbike, but the reality is that I don’t need to. This is a touring bike, and I’m not pushing the tires to their limits at those speeds and lean angles.

I think it’s time to let Sean gush a little bit about the suspension because it obviously got his attention: “To me, it’s clear that the front suspension and the overall composure of the suspension and linked braking system are the real stars of the dynamics show.

“Specifically, the layout of the new suspension allows the rider to see the tops of the ball joints at the outboard end of the steering tie-rods… that’s the end connected directly to the non-telescoping front fork which is raked all the way out to a 30-degree angle. A byproduct of the suspension’s layout is that the rider can actually see the travel of the front axle through two openings located just ahead of the handlebars. My eyes tell me there is a lot going on down there, but none of it is impacting my hands! Huge bump! I watch the ball joints jump, I swear about six inches in a tenth of a second, and I don’t feel a thing! It’s uncanny watching the suspension do its job on a rough road, two-up at 70 mph, while the steering and bars do precisely not a damned thing. The refinement is almost spooky.

“But it isn’t black magic; that fixed 30-degree fork, the outboard ends of the A-arms and those outboard steering ball joints all operate, literally, on a different plane from the steering head and handlebars. The only thing the bars feel are the steering forces delivered through another set of ball joints on the inboard ends of the tie-rods. All suspension duties are handled by the A-arms, front spring and front damper, which are connected independently from those steering tie-rods. It really works and it puts on a cool visual show while doing it.”

How the front suspension soaks up the bumps is only part of the story, though. The first time you get into a hard-braking situation on the Gold Wing is an educational experience. Yes, the 80-pound reduction in weight plays its part in the new Wing’s braking capability, but the radially mounted six-piston front brake calipers and their 320mm rotors offer an amazing amount of bite, followed by controllable power. The kicker is that the front end has minimal dive under hard braking, so the chassis doesn’t pitch at all, taking a lot of drama out of quick stops. The linked braking balances the system quite well, and despite some full-tilt braking maneuvers, I never triggered the ABS. The DCT also plays a role in braking by downshifting and dragging the clutch as it works its way through the gears. When attacking a winding road, this is quite fun. Around town at much lower braking intensities, it required a little adjustment in technique.

Sean again: “Even two-up with loaded luggage and an extra-heavy rider, the new Gold Wing simply stops, or sheds speed in the most undramatic but effective fashion I’ve ever experienced on a big streetbike.

“Natalie and I were meeting our new Video Producer, Sean Matic, along our route to try to get as much video as we could before the bad weather rolled in. Since I had used the bike’s intercom and phone integration capabilities to stay in contact with him during the ride, I knew he was already on the side of the road somewhere up ahead. As Natalie and I flashed past at about 70 mph, I distracted myself by turning to wave at him as we passed. When I then turned back, I realized we were charging into a 15-mph 90-degree left, at 70 mph – with my left hand still hanging in the air. BIG handful of front brake, the Gold Wing subtly hunkered down and then just plain SLOWED. We made the corner without any extra drama, trail-braking down to about 30 mph at the apex before accelerating away as if nothing happened. It’s feats like this that can make you really respect a bike. I sure do respect the heck out of the Gold Wing now.”

I want to call the Gold Wing’s handling nimble, but my coworkers would quickly point out a whole raft of motorcycles – mostly of the sporting variety – that are actually nimble. So, I’ll temper my comments by saying that it is very nimble for a motorcycle claimed to weigh 833 lbs. While hustling through the twisties on Highway 78 from New Mexico into Arizona, I never forgot that I was riding a big, heavy touring motorcycle. Instead, I marveled at what this big, heavy touring motorcycle was capable of doing up to about a 7/10ths sport-touring pace. In the right hands, a Gold Wing will surprise some unsuspecting riders out on the local Sunday ride.

However, there are some limitations as to how far you can push physics, and the Wing did require a little tweaking to transition from touring mode to canyon carver. Yes, changing the ride mode from Touring to Sport does stiffen up the suspension, but it still was on the soft side for the type of hustling I was doing along Highway 78. Changing the base settings from Rider with Luggage to Two Riders with Luggage improved things. Single mid-corner bumps were absorbed, but a series of rolling bumps in a sweeper could upset the chassis and require slowing down a bit. However, I see this as less of a criticism of the suspension than a note about how far out of the typical touring scenario the Gold Wing is capable of flying.

Touring Amenities

Creature comfort is one of the defining features of a full-dress touring motorcycle, and the Gold Wing has no shortage of them. I’ll start with the controversial (well, at least in the comments in my first look article ) smaller fairing and windshield. My travels took me through temperatures ranging from the mid-70s to the low-20s, and I feel that the Gold Wing’s aerodynamics were top-notch.

The electrically-adjustable windshield (hooray!) did a good job of offering breeze when I wanted it and protection when I needed it. While some of the credit for my comfort goes to the heated seat and grips plus my Spidi 4Season suit and Aerostich Kanetsu Airvantage Electric Vest , the pocket of still air made it possible for me to ride for extended periods in some seriously cold weather. (I took perverse pleasure in passing cars carrying bundled-up people down highways with snow on either side.) I mostly kept the windshield a few inches from its highest position. The airflow over my helmet was quiet, and the back pressure I felt in the highest position was minimized. (Note: Sean felt absolutely no back pressure with the windshield fully extended with a passenger.) When the temperatures rose, I lowered the screen until I found the right balance of cooling wind and helmet noise. I never encountered any helmet-jostling turbulence, but at its lowest position, the windshield did deliver a low-frequency rumble at the base of my helmet that might grow tiring over a long day.

The riding position is perfect for touring. The neutrally placed pegs are only slightly forward in a natural seating position, and the seat-to-peg distance is ideal for my 32-inch inseam. My torso was in a comfortable, all-day upright position. The seat is wide, flat, and properly padded. My butt was remarkably pain-free at the end of both my 600-mile days days. Sean’s notes concurred with mine: “Both of us were fresh and ready for another full day in the saddle when we arrived at the hotel.”

With a reasonable 29.3-inch seat height, one would think that the reach to the ground would be easy, but the width of the saddle extends the relative reach. I have fairly long legs, and I have to stretch to flat foot on both sides of the Wing. Fortunately for shorter riders, Honda included Walking Mode on the DCT models for maneuvering the Wing at low speeds. It works exactly as you would expect in assisting the rider in moving both forward and reverse at a walking pace with the press of a couple buttons. What I didn’t expect was how useful it is at saving me from dumb things that I do – like needing to turn around an 800-pound motorcycle on a narrow road that suddenly changed from hard-packed dirt to sand. I found myself in just such a predicament when photographing the Gold Wing with windmills in the background. Without Walking Mode to help me make a multi-point turn in the sand, I’d have ended up hiking a mile or so out to the highway to look for help. (With the double-wishbone front suspension, I couldn’t bounce the bike backwards like I typically would with a telescopic fork.)

The other controversy on the 2018 Gold Wing Tour is the reduction of luggage capacity compared to the previous generation. For a quick reminder, the 2017 Wing was capable of carrying a total of 150 liters of cargo in its saddlebags and trunk. The 2018 Gold Wing Tour can only carry 73% as much stuff, 110 liters in total – 30 liters in each saddlebag and 50 liters in the trunk. While MO generally subscribes to the “more is more” philosophy, I’ll admit that the volume of last year’s luggage would look out of proportion on the Wing’s new, slimmer lines. So, how is the new capacity to live with while out on the road?

For me, the issue with the bags is less about their capacity and more about the requirements of all side-opening saddlebags. Simply put, if the manufacturer doesn’t include some kind of cargo net in the bags, stuff falls out when they are opened. For day-hopping this isn’t an issue because you probably aren’t carrying that much, but for an extended ride, accessory bag liners are required – or you risk having your t-shirts and undies fall out every time you open the door. Since Honda’s liners weren’t available in time for my tour, I had to get along with using zip-locking plastic bags. I think everyone who owns one of the new Gold Wings will end up buying the accessory liners at some point.

In the trunk, I did feel the pinch of the smaller capacity. My camera bag, which has fit in every other trunk that I’ve tried on touring bikes, was an extremely tight fit. In fact, I had to take some of its contents out and pack them on either side of the camera bag in the trunk to get everything inside. For a more universal measurement, I was able to fit my XL Shoei RF-1200 and a S Shoei RF-700 into the trunk without issue. However, nothing bigger than a small would fit alongside my XL helmet. Big-headed couples caveat emptor.

The only other quibble I have about the bags is their persnicketiness about where you press them to close. Both the trunk and the saddlebags have two latches that must completely lock or you’ll get a helpful reminder flashing on the dash. When the bags are empty, pressing from the exact center between the latches usually remedies the issue. If the bags are full, you may have to adjust where you press to get the lids to seat completely. On the positive side, the soft-touch buttons used to open the bags exude quality that I appreciated every time I pressed them.

The infotainment system that Honda designed for the Gold Wing is a tour de force befitting a flagship model. The centerpiece is the 7-inch TFT display screen set between an analog speedometer and tachometer. Two smaller LCD displays at the left and right edges of the dash display other essential information. The layout is thoughtful and easy-to-read with a quick glance. In a break from many of the screens seen in other touring models, the Wing’s screen is not touch-enabled. When at a stop, a handy center-mounted joystick controls the menus. At speed, an array of buttons on the left grip handles the tasks.

Out on the open road, the two screens I spent the most time on were the integrated GPS and Apple CarPlay. I did occasionally dip in to the SiriusXM screen to change stations, but after that, I’d usually go back to the GPS. The Gold Wing’s GPS is the best motorcycle GPS I’ve had the pleasure of sampling. The wide screen offers plenty of room for the map and the list of upcoming turns. When a turn is approaching, a secondary map with higher resolution replaces the turn list on the right side of the screen, simplifying the act of getting through complicated intersections in unfamiliar locations. The GPS can also import files from the USB input, making it possible to follow complicated routes. For daily use, however, I’d probably find myself using CarPlay and Apple Maps.

According to Sean, the dash-mounted speakers and those in the trunk are plenty loud, and they’re clear enough to listen to talk radio at highway speeds. I chose to use my Sena 30K and earbuds as my music source, and the infotainment system was happy to oblige. (Also, in order to use CarPlay, a headset must be paired and the iPhone must be plugged into the USB port.)

My only issue with the infotainment system involves the CarPlay integration. When I initiate a call through Apple CarPlay – usually via Siri – I can’t switch away from the phone screen and back to the GPS display until the call is over. Hitting the Home button does take me to that screen, but the controls are locked while on a call, effectively making CarPlay and the phone screen my only choice. However, if I’m using Apple Maps inside of CarPlay, I can easily switch to that screen while talking on the phone. So, I suspect the GPS issue might be due to a CarPlay limitation.

The End of the Tour

My time with the 2018 Honda Gold Wing Tour was both enlightening and frustrating. The frustration comes from getting extremely sick and not really being able to really enjoy my days on the open road more fully. That said, I don’t think I could have chosen a better mount for my extended ride.

The Gold Wing Tour has the cross-country chops to inhale the mileage on the highway or meander your way down the most scenic of winding roads. The new engine has improved power in the places that a touring mount should, and the DCT relegates the old-fashioned standard transmission into also-ran status for touring duty. Honda’s weight-loss program pays dividends in every performance category, but the double-wishbone suspension wins the day when it comes to the bike’s dynamic improvements.

The 2018 Honda Gold Wing Tour DCT starts at $27,700 and is available for test rides at Honda dealerships.

• Fantastic front suspension
• New engine with best DCT yet
• Excellent weather protection
• Reduced luggage capacity
• Some riders might want more fuel range
• Windshield causes helmet noise in lowest position

• Helmet: Shoei Neotec
• Communicator: Sena 10C
• Jacket: Alpinestars Hyper Drystar
• Pants: Alpinestars Hyper Drystar

Gloves: Alpinestars Equinox Outdry

Boots: Alpinestars SMX-6 v2 Gore-Tex

• Jacket: Alpinestars Stella Hyper Drystar
• Pants: Alpinestars Stella Hyper Drystar

Like most of the best happenings in his life, Evans stumbled into his motojournalism career. While on his way to a planned life in academia, he applied for a job at a motorcycle magazine, thinking he’d get the opportunity to write some freelance articles. Instead, he was offered a full-time job in which he discovered he could actually get paid to ride other people’s motorcycles – and he’s never looked back. Over the 25 years he’s been in the motorcycle industry, Evans has written two books, 101 Sportbike Performance Projects and How to Modify Your Metric Cruiser, and has ridden just about every production motorcycle manufactured. Evans has a deep love of motorcycles and believes they are a force for good in the world.

More by Evans Brasfield

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Where's the scrambler version? (I kid but, someone will eventually ask)

Nice article...I wanted to just add a few comments since I rode the old model for 15 years and now ride a 2018.

Smaller fuel tank...well I 've ridden farther on my 2018 on a tank of fuel than I ever did with my 03 model that carried over a gallon more fuel. I've gotten 286 miles from a tank of fuel. The 2018 has exceeded my expectations with the fuel mileage and makes the smaller fuel tank a moot point.

Clutch level pull...there is definitely a different feel with the 2018's clutch compared to the old model and it takes a bit of adjusting...but after some miles, the clutch feels natural and very nice..I have no complaints...and the transmission....the new 6 speed with the slipper clutch is a huge upgrade over the old models 5 speed...its shifts more precise with shorter shift throws, is quieter, smoother both with upshifts and downshifts, and the 6th gear lowers the cruising rpms. The new 6-speed is the transmission that wing riders have been saying they wanted on the forums for the last 10 years. Honda doesn't get enough credit for the new 6 speed transmission.

The seat...everybody's different with seats but I'm very surprised that the testers in the article are claiming they could go 600 miles in comfort with the stock seat....heck, I couldn't even ride 70 miles before the stock seat caused discomfort. The stock seat with the 2018 was the worst seat I've ever rode on. Wingsoft fixed the stock seat for me and its a hundred times better than how Honda made the seat. I can now ride all day on the Wingsoft seat...it should also be noted that I had to have the old models seat done to be comfortable on all day rides too.

The wind management is just superior with the 2018. The old model while it offered very good weather protection, could get rather stuffy riding in hot weather, but the 2018 with its power windshield is much nicer and much more comfortable riding in hot weather. I like the added air flow that the 2018 offers and I find the rain protection and the cold weather protection to be just as nice as the old model despite the fairing being 8 inches narrower. I never felt the vents on my full face Shoei working with the old wing, but with the 2018 the air flow through my helmet is just so very nice and much more comfortable...I didn't know what I was missing and how much nicer the riding could be with the added air flow that the power windshield offers.

Weight loss...the weight loss can be felt as soon as you throw your leg over the seat...everything is easier compared to the old model from backing it out of your garage to making tight U turns....the weight loss is a very nice upgrade.

Suspension….the new Gold Wings OEM suspension is much better than the old models OEM suspension. The new wing rides very nice and the front end is much more ridged...but the suspension with the new wing is under damped and under sprung ,especially for fast paced two up riding...but even with its soft suspension the new wing is just so much better than the old wings oem suspension...but like with the old wing Traxxion can tune the suspension to the needs of more demanding riders and its well worth the money for better suspension.

The drone...yes the exhaust does have a drone and I don't care for it. I wish Honda would had made the exhaust as quiet as the old models exhaust.

Overall though, Honda did a heck of a job with the new Gold Wing, except for the smaller luggage capacity and the helmet lock, the new Gold Wing is better in everyway and is the best Gold Wing Honda has ever made.

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2021 Honda Gold Wing Tour DCT | Road Test Review

Dream Weaver

Honda’s first complete motorcycle, the D-Type, was built in 1949, just four years after the end of World War II. The D-Type was also known as the Dream, and although the exact origins of that name are unknown, the new motorcycle was a significant step toward realizing Soichiro Honda’s vision for the company that bore his name.

A former race-car driver and brilliant engineer, Mr. Honda was the charismatic, outspoken leader of Honda Motor Company, Ltd. for decades. From humble beginnings, Honda became the world’s largest engine and motorcycle manufacturer, as well as one of the world’s largest automobile manufacturers. The company also makes ATVs, power equipment, aircraft, and robots, and it has competed in and won championships in nearly every form of motorcycle and car racing.

Honda has created many groundbreaking motorcycles in the 72 years since the D-Type first emerged, from the Super Cub C100 – with more than 100 million units built since 1958, it’s the most produced motor vehicle in history – to the CB750 to the Gold Wing.

A Wing Fit for a King…

As one of Honda’s most long-lived models, the Gold Wing has been critical to the company’s success, particularly in the U.S. Inspired by Honda’s “King of Kings” M1 prototype, the first Gold Wing – the 1975 GL1000 – was the second most powerful production motorcycle at the time, edged out by the Kawasaki Z-1. The GL1000’s flat-Four engine layout and liquid cooling set a precedent for smooth, quiet performance.

The Gold Wing created a new market, meeting pent-up demand for dependable, luxurious long-distance motorcycle touring. Its comfort and reliability made it easy for more people to ride more miles, and Honda’s new touring customers became an integral part of the design and development process. Owners were willing to trade top-end power for better midrange performance, so as the GL evolved, peak torque rpm moved closer to cruising rpm.

When Honda introduced the GL1100 in 1980, it offered an Interstate version with a fairing, windscreen, saddlebags, a trunk, and a plush king-and-queen seat. Two years later, Honda brought out an even more luxurious version called the Aspencade. You could still buy a naked version of the Gold Wing when the GL1200 was introduced for 1984, but by 1985 the only models available were the Interstate, Aspencade, and Limited Edition. The market had spoken, and from then until now Gold Wings have been outfitted for touring.

As long-time readers know, Rider ’s history parallels that of the Gold Wing. Denis Rouse founded Rider in 1974, the same year the GL1000 was introduced (for the 1975 model year). The success of the magazine and the Gold Wing grew in parallel as the touring market grew rapidly in the late ’70s and ’80s. Over the years, we’ve published dozens of tests and features that showcase the Gold Wing. Including this issue, it has been on our cover numerous times, and it won Rider ’s Motorcycle of the Year award in 2001 and 2018 .

… And a Queen

Many Gold Wing owners can and do ride solo – in fact, most of the miles I logged for this test were done without a passenger – but the Wing’s true calling is well-appointed two-up travel. In his first ride review , Ken Lee and his wife Katie evaluated the 2021 updates to the Gold Wing Tour, which include better passenger accommodations, a bigger trunk (now 61 liters, with 121 liters of total storage capacity; the standard, non-Tour Gold Wing foregoes the trunk), and improvements to the styling and audio system. Compared to the previous-generation 2008 GL1800 in their garage, Ken and Katie both found the accommodations and ergonomics more to their liking.

Former EIC Mark Tuttle and his wife Genie did many two-up tests of Gold Wings over the years. As a wet-behind-the-ears staffer with less than a year on the job, I was tasked with testing a 2009 GL1800 for Rider’s 35th-anniversary issue (April 2009). At the time I had just started dating my wife Carrie, and she had never been on a motorcycle before. What better way to welcome her to the joys of two-wheeling than the plush back seat of a Gold Wing? She was immediately hooked. Spoiled right out of the gate, she has measured every other motorcycle she has ridden with me against the gold standard of the Gold Wing.

For that 2009 road test, photographer Rich Cox – with him riding the magazine’s former photo wagon, a black 2000 25th-anniversary GL1500SE – and I rode up California’s western edge from Ventura to Monterey on Highway 1, which hugs the rugged, dramatic coast for 100 miles from Cambria to Carmel. For this test, photographer Kevin Wing – who was a protégé of Rich’s in the early part of his career – and I followed the same northern route.

Torque and a Fork

With a perfectly balanced, liquid-cooled flat-Six displacing 1,833cc, the Gold Wing’s engine churns out a big dollop of creamy smooth torque whenever you twist the grip. When we dyno’d a 2018 GL1800 , the peak rear-wheel torque was 106 lb-ft at 4,500 rpm, and more than 100 lb-ft was available between 2,000 and 5,000 rpm. With no mechanical changes since then, the results should be about the same for our 2021 GL1800.

With the Gold Wing in Tour mode, throttle response is relaxed, and its optional 7-speed Dual Clutch Transmission (DCT) quickly shifts into higher gears to keep rpm low and fuel efficiency high. (Over the course of 1,300 testing miles, we’ve averaged 40 mpg and 224 miles of range. Admittedly, we’ve ridden the Wing hard and fast, so typical numbers will be higher.) It’s common to be trundling along at a modest pace on a twisty road with the DCT in 6th gear, yet on corner exits the Gold Wing’s torque-rich Six will pull all 838 pounds of bike plus hundreds more pounds of rider, passenger, and gear along without breaking a sweat.

Strangely, for a motorcycle clearly designed for touring, I found Sport mode to be way too abrupt. Rain and Econ modes serve a purpose, but I largely ignored them. When I didn’t want the DCT to upshift too early or fight to find the right gear when transitioning back and forth between corners on curvy roads like Highway 1, I put it into manual mode and used the paddle buttons to quickly shift up or down. With such a broad spread of torque, often I’d leave it in 3rd gear and control revs and speed with the throttle.

The ride mode also affects suspension damping, and when stopped the rider can dig into the menu to set rear preload. When riding solo on the photo-shoot ride with Kevin, I set rear preload to two-up plus luggage, which increased cornering clearance such that I rarely scraped pegs, even when riding at a brisk pace.

What most sets the current-gen GL1800 apart from its predecessors is its double-wishbone front suspension, which separates steering dynamics from suspension action and prevents fork dive under braking, a useful feature on such a heavy bike with strong, responsive brakes. The suspension offers good compliance and isolates the rider and passenger from vibration, but it also isolates the rider from front-end feedback. From the cockpit you can watch the tie-rod ends bounce rapidly up and down over bumps, seams, and ripples, yet the connection with the road often feels vague and distant. A rider can push the current Gold Wing as hard as they want and it will respond dutifully, but it lacks some of the light, intuitive steering response of the previous-generation GL1800.

The Stuff of Dreams

As Ken Lee wrote about in his review, the Gold Wing has been unfairly maligned over the years as an “old man’s bike.” Sure, there are thousands of Gold Wings out there ridden by older couples, sometimes with their bikes adorned with flags, cup holders, and stuffed animals lashed to trunk racks. With the sixth-generation Gold Wing, Honda made the bike lighter and gave it sportier styling and state-of-the-art tech, perhaps to attract younger buyers but also to keep evolving its flagship touring bike.

When the GL1800 replaced the GL1500 for 2001, Wing Nuts decried the loss of storage capacity, particularly the replacement of the cavernous, boxy trunk with a smaller one that looks sleek from the outside but has an oddly shaped interior. For 2021, Honda added storage capacity to the trunk, and it’s easy to load but frustratingly hard to close when full of gear. Nearly every time I closed the trunk, a warning message would appear on the dash that, nope, still not closed all the way. I got into the habit of slamming the trunk shut, which made me cringe.

Details matter, and Honda has always sweated the details on the Gold Wing. When you put miles on the new Gold Wing over the course of multiple days, you can’t help but be impressed. Sure, there’s a learning curve with its buttons and menus, but once you get things dialed in, you can mostly set it and forget it. While Kevin trailed me on our KTM 890 Adventure R long-term test bike, I cruised along in the lap of luxury. Temperatures ranged from the low 50s on the coast to 102 degrees inland, and I adjusted the electric windscreen or turned on the heated grips or set the cruise control or changed riding modes as desired. If anything, at times I felt a little too comfortable, especially in the heat of the day after lunch. That’s when I cranked up the heavy metal tunes to ward off the drowsies.

Thirteen years after our first ride together, with Carrie donning the same riding jacket that we had mothballed in the garage, we took a leisurely cruise on many of the same roads on the new Gold Wing that we had explored on the 2009 model. As Carrie sat comfortably in the passenger seat, hugged securely by the wrap-around backrest and perched high enough to enjoy the view (I’m much taller than she is), we enjoyed a trip down memory lane. During our lunch stop, we reminisced about our early days of dating, the many rides we’ve been on over the years, getting engaged atop Stelvio Pass in Italy , and spending our honeymoon on a Norway tour with Edelweiss Bike Travel .

Motorcycles really are dream machines. We fantasize about the bikes we want, and we use them to fulfill dreams with bucket-list adventures. They bring us together and help us create lasting memories. When Carrie and I returned home from our nostalgic ride, she said, “If we can only own one motorcycle, this has to be it.” As you wish.

2021 Honda Gold Wing Tour Specs

Base Price: $28,300 Price as Tested: $29,300 (DCT model) Warranty: 3 yrs., unltd. miles, transferable Website: powersports.honda.com

ENGINE Type: Liquid-cooled, longitudinal opposed flat-Six, Unicam SOHC w/ 4 valves per cyl. Displacement: 1,833cc Bore x Stroke: 73.0 x 73.0mm Compression Ratio: 10.5:1 Valve Insp. Interval: 24,000 miles Fuel Delivery: EFI w/ 50mm throttle body Lubrication System: Wet sump, 3.9 qt. cap Transmission: 7-speed Dual Clutch Transmission automatic (as tested) Final Drive: Shaft, 1.795:1

CHASSIS Frame: Aluminum tubular & box-section double cradle w/ single-sided cast aluminum swingarm Wheelbase: 66.7 in. Rake/Trail: 30.5 degrees/4.3 in. Seat Height: 29.3 in. Suspension, Front: Double-wishbone w/ single shock, electronically adj. (as tested), 4.3 in. travel Rear: Pro-Link w/ single shock, electronically adj. (as tested), 4.1 in. travel Brakes, Front: Dual 320mm discs w/ 6-piston opposed calipers & C-ABS Rear: Single 316mm disc w/ 3-piston floating caliper & C-ABS Wheels, Front: Cast, 3.50 x 18 in. Rear: Cast, 5.00 x 16 in. Tires, Front: 130/70-R18 Rear: 200/55-R16 Wet Weight: 838 lbs. Load Capacity: 421 lbs. GVWR: 1,259 lbs.

PERFORMANCE Horsepower: 101 @ 5,500 rpm ( 2018 model, rear-wheel dyno ) Torque: 106 @ 4,500 rpm ( 2018 model, rear-wheel dyno ) Fuel Capacity: 5.6 gals. Fuel Consumption: 40 mpg Estimated Range: 224 miles

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The new Wing is a terrific bike, much better than the 40-year old Wing in my garage. The DCT take rate is strong evidence that it is still an old man’s bike, however. LOL

Perfect, short and to the point Rider article. I lived my pre- teenage/teenage years in Agoura California 67′ to 72′ cutting my MC riding teeth on Taco mini’s, Hodaka Desert Rat’s, Yamaha DT enduros and Honda Elsinore’s. All enjoying time together in the golden rolling hills of Southern Ca. on roads like Kanan and Decker Canyon. At MC riding/racing parks like Saddle-back, Indian Dunes and any open area to enjoy the two-wheel sport. I was sixteen when my Dad brought home a brand new 1970 “gold” Honda CB 750. I was a teenage “Grouper” and I was hooked. I’ve been riding ever since on many different bikes. Now, without a two-wheeler in the garage it may be time to reboot and the 2021 Honda Gold Wing Tour DCT could be the sum of my empty equation.

I still can’t get over the 24,000 mile valve inspections. I’ve put that many miles on my 2011 Victory Vision in a single year, and it never needs the valves adjusted. If I was ever to get another motorcycle, the Wing would be it.

Well don’t think the gold wing has never had hydraulic valves. The GL1200 introduced in 1984 is the only generation of the Gold Wing that has hydraulic valve lifters and never needs adjustment. Why they didn’t use the system in later generations probably had to do with improving engine performance.

Actually they are hydraulic lash adjusters which are a little different than hydraulic valve lifters.

Sitting on it at a dealership, my legs were cramped and nowhere to stretch them. And I couldn’t move my butt back. It sits up against the tank. I’m only 6’1” with 32” inseam. I couldn’t be comfortable for long on this.

Several highway peg options and aftermarket seat options are available if you like the bike otherwise.

Like it to be a little bigger, with a little more power.

Since I began riding in 1964 on a Honda Trail 90 rental I have continued and owned dozens of bikes, in fact owning 28 of them at once a few years ago. Many Goldwings took residence in my garage but having sold my last of 8 HD’s I am reconsidering the new Goldwing at 72 yrs of age, particularly the automatic. At first I did not like the new model but now I am appreciating them a lot more and love the appearance of the one in this article. I put out my first quote request today. FYI I have subscribed to Rider since the first edition

Great review. I am a Harley rider of 35 years who recently [7 months ago ] bought a 2018 DCT with less than 10,000 mi. I came across this marvelous machine and though I usually prefer to buy new, snapped it up [2021 were in short supply at that time] Buying used has a great side effect in that this bike has over 3000 $ in aftermarket led ‘s a wonderful rider backrest etc. I have , since Feb. put nearly 10,000 miles on her and taken one long road trip . It’s not perfect, but the shortcomings disappear when you are rolling down the road. Harley has much better luggage, easier for the home mechanic to do routine service , and that’s about it. I am 77 years old and I am thrilled with the thing ! The internet has provided us with a place to complain [ GW forums are just like H D forums ] and many seem to feel the need to do so. Always have been a follower of Rider – keep up the good work !

Thanks for the test report. At 66 I’m thinking maybe the new wing (I owned a used 2000 15yrs ago). I currently have a 2013 Concours, and it’s been a great bike the last 7yrs. Maybe it’s time to take the 29k retired plunge into Honda land again🤔

I also owned the old goldwing and now have a 2011 Concours . I also will be 66 this month. Did you get a new bike yet?

I had three Connie’s, and one FJR, Now a 2018 Gold Wing manual. Absolutely love it. In my opinion, (55 years of riding experience) there is not a overall better bike! Fasteddie age 71 years young.

At 73, I bought the 2022 to replace my ‘81 GL1100. I bought new. DCT. Airbag. The comment only old people like the DCT is perfect. Let the youngsters shift by foot. They will change their minds when a DCT leaves them in the rubber dust. I am happy I will die owning the best touring bike ever made. There is nothing I don’t like about it except the trunk open light which forces a fist thump every time. The demo ride had the identical issue. I’m thinking duct tape on the actuator should fix it.

For me the DCT Tour GL1800 is the best touring bike out there and I am rarely wrong

With my Father working for AHM Co and returning from Japan in late 1968 with pictures of the CB-750 he was recruited to help develop, I recall seeing pictures of a tiny Japanese riders on this behemoth of a machine. Water tubes coming out of cylinders on the side of the bike….what? Wires everywhere and assorted things that made it look like it was taken from an local Emergency room. Dad told me right then that the bike would change Motorcycle Touring forever! Test riders at Yatabe circuit trading places riding 6-8 hour shifts at redline! Grinding pegs and exhaust pipes!

Working for Honda myself, and having access to any bike, plus being required to ‘ride’ a big CC bike and a Scooter I quickly chose a GL-1200. While all the other “hot shoes” were riding VF’s and VFR’s I became a Gold Wing freak. Traveling around representing the then “Wing Elite” group the 85’Limited I rode drew crowds drooling over its features. Since then the Wing has become a great Flagship for HMC. The 2021 I was able to spend some time on again re-affirming just what a great Motorcycle the Goldwing is.

P.S. While working at the Midwest Training Center a cute blonde that worked in finance walked by. I asked if she wanted to go for a ride. Tossed her on the back of a CX-500 turbo and we’ve been together ever since! You Meet The Nicest People on a Honda!

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If you are an executive or celebrity VIP looking for private, luxury transportation services, Golden Wings has you covered. Our professional drivers will take care of every detail as they drive you wherever you need to go in LA. Sit back and stay fully connected with our Smart TVs, WiFi, USB ports, mini-fridge and comfy, custom reclining seats.

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I got to tour the West Wing!

Getting a tour of the West Wing of the White House is perhaps the toughest ticket in Washington, DC, but if you do get one, it’s the Golden Ticket.  

Several guides at DC By Foot have toured the West Wing.

It is much easier to tour the White House on a public tour or take our Intro to DC tour to see it from outside with one of our guides.

They are scheduled from 7:30 in the morning until 9:30 at night, though you cannot tour the West Wing during business hours or when the President is working.

Unfortunately, we can’t help you arrange a tour of the West Wing, but we can tell you who can visit the West Wing, how to apply, and what you will see.

HOW TO GET A WEST WING TOUR

Your best chance of getting a tour is to be a friend or family of a White House employee. 

So, who do you have to know? It’s an exclusive club:

• Friends and family of authorized White House employees
• Celebrities and political activists
• Friends and prominent supporters of members of Congress

Celebrities and prominent political activists must apply directly to the White House Office of Political Affairs.  If you are a friend of a prominent member of Congress, that member may apply to the Office of Political Affairs on your behalf.

If you are fortunate enough to be booked on a West Wing tour, you will receive a link directly from the WH asking you to provide the following information: 

• Date of Birth
• Social Security Number (only U.S. residents 18 and older)
• Citizenship
• City and State of Residence

Once you provide that information, you will receive a strict set of rules for your visit. The most important one is bags: the size must not exceed 4x6 inches. Also, no phones are allowed, so you’ll have to lock it away upon entry. 

In the days before your tour, the Secret Service will conduct a rigorous background check, and when you arrive at the White House for your tour, there is additional security screening. Don’t forget your government-issued ID.

The check-in point is at 17 th and E St NW. Upon arrival, you will be given a temporary badge that you will wear for the duration of your tour. Yes. You have to return it following your visit. 

After passing through security, you will follow your guide (the White House employee) past the south façade of the Eisenhower Executive Office Building, where you will round a corner to the left. 

And there it will be: the entrance to the West Wing! It is an extensive tour, allowing you to see the inner workings of the West Wing and the surrounding exterior grounds, all under the watchful eye of Secret Service members, who will happily answer questions and tell you stories. Be sure to ask about the ghosts in the White House. There are lots of them! 

So, what exactly do you get to see? 

• Situation Room
• West Colonnade
• Rose Garden & South Lawn
• Cabinet Room
• Oval Office
• Roosevelt Room
• West Wing Lobby
• James P. Brady Press Briefing Room

As you are not allowed to bring your phone (or cameras) into the West Wing, the only place where photos are allowed is the Press Briefing Room.

As part of a West Wing tour, you will also visit the adjacent Eisenhower Executive Office Building, where you will see the following: 

• Second Gentleman’s Office Suite (exterior only)
• The Vice President’s Ceremonial Office
• Secretary of War Suite
• The Cordell Hull Room
• The Diplomatic Reception Room
• The Indian Treaty Room
• The War Library
• The East and West Rotundas
• Truman Bowling Alley

So, if you are lucky enough to get this Golden Ticket, a tour of the West Wing will surely be a highlight of your time in Washington, DC.

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Egypt, a country linking northeast Africa with the Middle East, dates to the time of the pharaohs.

For millennia, travellers the world over have been fascinated by Egypt. The country’s monuments were ancient even in the days of Herodotus the Greek who journeyed to Egypt to see the Pyramids and other great temples of the Pharaohs. Today, Egypt’s rich history has created a tapestry of cultural and archaeological treasures unmatched anywhere in the world.

Filled with awe-inspiring monuments of ancient civilisation as well as some of the best preserved, Luxor is considered the world’s largest open air museum and home to one third of the world’s antiquities making it one of the main tourist attractions in Egypt. 

Cairo, Egypt’s capital, is a destination in itself. A bustling and crowded metropolis full of intriguing contrasts – old and new, western and oriental, modern hotels next to traditional bazaars and coffee shops, 5,000-year-old pyramids and 19th century palaces. The Egyptian Museum of Antiquities houses the world’s greatest collection of Pharaonic treasure, including 12 rooms filled with the golden treasures of the boy king Tutankhamun. Travellers can also visit a host of beautiful mosques and churches that reflect Egypt’s rich cultural heritage. 

Alexandria, sometimes known as the “Queen of the Mediterranean”, features some of Egypt’s most beautiful Greco-Roman ruins. The haunting wilderness of the Western Desert, with its vast expanses of sand dunes and spectacular desert scenery, is also host to an array of fascinating oasis towns and villages, each with their own culture and ancient monuments. 

The Red Sea coast and the Sinai offer superb opportunities for diving and snorkeling, as well as spectacular desert safaris either in 4x4s or on camelback. Saint Catherine’s Monastery is the region’s main tourist attraction, while water sports, PGA-standard golf courses and world-class spas make a spell on Egypt’s coastline a treat for every visitor.

Whatever your tastes - be it snorkeling in the Red Sea, camping in the White Desert or haggling with sellers in the Khan Khalili bazaar - Egypt is a land blessed with diversity and can offer it all.​​​​​

We have full interest to cooperate with your enterprise, and we confidently believe that both of our companies are having all assets of success in Egypt

The Wings Travel story began with Wings Tours, founded in Cairo in 1978 by Atef El-Wassief whose professional experience included two decades in airlines administration. Subsequent expansion led to the founding of Wings Nile Cruises and Wings Hotels and Resorts. This growth was directed towards assembling the facilities necessary to offer comprehensive service to its guests.

Today Wings Group holds a prestigious position in the Tourism Industry worldwide. The Group has nine branches located throughout Egypt from Alexandria to Aswan, in addition to international subsidiaries in China, USA, Japan and the UAE.

Wings Group administration team is composed of a group of enthusiastic and dynamic professional members each dedicated to our motto of "hospitality and professionalism".

• Inbound Travel
• Back to back operations
• Free & Independent travel
• Group Travel

Shore Excursions

• Tailor Made & Special Interest
• Ground Transportation
• Outgoing & Domestic Packages

MOST POPULAR CITIES

Popular Destinations

Al Ain Sokhna

Sharm El Sheikh

Stay and eat like a local

Things to Do

Tour Package

Tours & Excursions

Nile Cruises

Recommended Hotels

You may also like Most Popular Day Tours

Iberotel Luxor

A heated pool floating on the Nile is one of the most unique features of this 4-star hotel. Overlooking the Theben Hills, Iberotel Luxor also offers a restaurant boat and rooms with private balconies.

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Day Tour of Aswan, Philae Temple and Obelisk

Enjoy highlights of Aswan in Aswan Day Tour. Our tours will take you to the High Dam that created Lake Nasser, as well as the Unfinished Obelisk to see how ancient Egyptians cut these huge stone pillars, and finally Philae Temple.

Sheraton Montazah Hotel

Sheraton Montazah features a well-equipped gym and free-form pool offering panoramic sea views. Located 10 minutes’ walk from El Mandara Railway Station, its rooms have a private balcony.

Overnight Trip to Luxor from Marsa Alam

Discovr Marsa Alam Tours through visiting Luxor Temple and Karnak on the east bank and Hatshepsut Temple, Valley of the Kings, Colossi of Memnon on the west bank before heading back to Marsa Alam.

Day Tour to Cairo and Pyramids from Port Said

Leaving your ship in Port Said, you will escape for the day to Cairo to the Great Pyramids of Giza and the Great Sphinx, as well as visit the famous Egyptian Museum, full of antiquities from all over Egypt. You will get a glimpse of modern Cairo along the way.

Dahab Safari Tours from Sharm El Sheikh

Safari tours in Dahab from Sharm by Jeep 4x4, Explore "Abu Glum" protected area, watch the bedouin villages, touch their life, drink bedouin tea, ride a Camel to the Blue Hole

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