The evolution of Honda's most storied touring model continues with the introduction of the all-new, 2018 Gold Wing. Built on the same pillars of reliability and easy-to-use performance that have driven the Gold Wing platform to the forefront of the touring category year after year, this new model takes each of the prerequisites for a good touring machine and improves in every way possible. Lighter, more compact, and more technologically advanced, this is the fun-to-ride Gold Wing that will just as willingly carry you down city streets as it will take you beyond the next horizon.

Originally introduced in 1975 and powered by a then-revolutionary 999cc, liquid-cooled horizontally opposed four-cylinder engine, the Gold Wing gradually evolved from a comfortable standard motorcycle to a full-fledged touring bike, with customers quickly outfitting their machines with front fairings and luggage boxes to better accommodate long-distance trips. Each model that followed was tailored a little more toward customer desires, with added engine displacement, luggage space, and electronic features easing riders into longer days in the saddle, while also growing the physical dimensions of the motorcycle.

The latest Gold Wing strikes the ideal balance between comfort, fun, and performance with the help of an all-new, ground-up design, including engine, chassis, suspension, and electronics platform. As with the hugely successful models that came before it, the 2018 Gold Wing will not only change the manner in which people go touring on a motorcycle, but also alter the way people think about touring on a motorcycle. Performance should not give way to comfort, and the 2018 Gold Wing is proof that the two aren't mutually exclusive. All told, this new model weighs over 80 pounds less than its predecessor while still offering comfortable touring capability.

The design of the all-new 2018 Gold Wing emphasizes the bike's performance-minded origins, the engine feeling more pronounced and the sharper lines hinting at the machine's lithe handling. Through updated airflow management, the bike slips through the air with more efficiency while still offering the same great ergonomics that are a staple to long days on the open road.

The liquid-cooled, horizontally opposed six-cylinder engine continues to offer the same benefits of low center of gravity, minimal vibration, and quiet running, but has been made more compact and lighter through the use of an updated crankshaft and Unicam® valve train. Available with a 6-speed manual transmission or with Honda's highly advanced, new-generation 7-speed automatic Dual Clutch Transmission (DCT), the engine offers increased performance and the same magic-carpet ride.

The lighter chassis features updated flex characteristics and works with a new double-wishbone front-suspension system to provide absolute confidence and on-road precision. Meanwhile, a fully new electronics suite includes multiple riding modes, Honda Selectable Torque Control (HSTC), cruise control, and Hill Start Assist (HSA).
 
For traveling or even short rides through the city, the 2018 Honda Gold Wing sets a new bar in the touring category. Available in five versions—Gold Wing, Gold Wing Tour, Gold Wing DCT, Gold Wing Tour DCT, and Gold Wing Tour DCT Airbag—this 2018 model is where the next great adventure begins for road riding enthusiasts.

DESIGN

With the all-new Gold Wing, Honda has created a dynamic, visually compact package that perfectly matches the motorcycle's performance-first pedigree, while also improving aerodynamic efficiency and heat management. The motorcycle is still Honda to the core, with emphasis on polished look and feel.

Fairing
By making the inherited side-mount radiator more compact and giving it higher performance, designers have managed to reduce the front cowl width by about 200mm, while simultaneously earning a higher degree of freedom in terms of styling design. Honda has reimagined the meaning of air management, working now to flow air smoothly over the rider and passenger rather than endeavoring to put them in a windless, vacuum-like condition. As a result, the 2018 Gold Wing features new air-guiding ducts that allow airflow into the seat space, as well as cowl shapes that perfectly flow air around the rider. All told, the 2018 Gold Wing offers 11.8% less aerodynamic drag compared to the previous model.

In a move that was key to helping with the more aggressive overall look, Honda engineers were able to expose the exhaust pipes on this latest model. Previously, these pipes were hidden behind covers for optimal heat management, but now through an updated design, it is possible to bring them to the forefront and really show the mechanical attitude of the new Gold Wing.

Windscreen
A new electric windscreen provides the rider with an even greater degree of control over airflow. Manipulated via a switch on the left handlebar, its height and angle are adjusted in a stepless manner to achieve the ideal amount of airflow in city street riding or higher-speed passes down the interstate. In this way, each rider can now always enjoy the most appropriate wind protection, based on the situation and personal preference.

Thanks to a shorter engine and new linked, double-wishbone front-suspension system, which enabled engineers to bring the riding position forward, and thus bring the rider closer to the windscreen, it was possible to reduce the size of the windscreen itself. The three Gold Wing Tour models come with a tall windscreen, and the two standard Gold Wing models come with a shorter windscreen, with the taller windscreen being available for that model as a Honda Accessory. Various wind deflectors are also available.

Lighting
LED technology is used for all lighting on the Gold Wing, with the multiple-lens front lights forming the new "wing lines" and the multiple-lens taillight creating an image of high quality. LED front turn signals are built into the mirrors, while LED rear signals are built into the same unit as the taillight and stop lamp on each side. The systems are designed to cancel automatically, after a turn is completed.

An LED fog light, high-mount stop lamp, and LED luggage-box inner light are all available as Honda Accessories.

Ergonomics
On the 2018 Gold Wing, a two-piece seat is used so that the rider can comfortably enjoy operating the machine, and the passenger can enjoy touring in absolute comfort. Hip support has been redesigned so that there is less restraint, allowing the operator to easily move about the saddle and enjoy the Gold Wing's more spirited soul on a twisting backroad. Likewise, the shape maximizes the potential for the rider to put his or her feet down at a stop, with a narrow junction between the frame and fuel tank.

The overall rider ergonomics (a key to comfort) have seen several updates, with the handlebars now placed forward, and the footrests positioned just slightly rearward when compared to the previous-generation model.

ENGINE

Honda's iconic, liquid-cooled, horizontally opposed six-cylinder engine remains the heart of the 2018 Gold Wing, and is updated this year to be more compact, more fuel efficient and more versatile in varying riding situations. Key to this newfound size and performance are an updated crankshaft, valve train, and intake system.

The cylinder bore is down 1mm, from 74mm on the previous-generation Gold Wing to 73mm on this latest iteration, while stroke is 2mm up, from 71mm to 73mm. For a more compact overall package, the crankshaft is now formed from a high-strength SCM440H steel alloy material that enabled engineers to achieve a thinner crank web and 9mm reduction in the distance between cylinders, from 90mm to 81mm. Left and right cylinder offset are reduced by 4mm. Meanwhile, the position of the crank pulser (which detects the engine speed and the piston positions, for controlling fuel-injection quantity and ignition timing) has been moved from the front area of the crankshaft to the rear, reducing the distance between the engine's front cover and its crankshaft by 7mm. Together, these changes have resulted in an engine that is 29mm shorter from the front of the engine to the rear of the left cylinder head, which has in turn enabled engineers to move the engine and rider position forward. Hugely impactful, this shift increases front-end weight bias and promotes even sportier handling on the 2018 Honda Gold Wing.

A newly adopted Unicam valve train, a design that has been proven in Honda's CRF450R, uses a finger-follower rocker-arm system on the intake side and roller rocker-arm system on the exhaust side. Doubly beneficial, this design enabled removal of the valve-lifter-support structure from the previous-generation engine, resulting in a weight savings while also enabling the engine to be more compact. The roller rocker-arm system on the exhaust side also reduces friction, contributing to improved fuel efficiency. A new molybdenum coating on the piston skirts has the same positive effects.

Thanks to the improvement in aerodynamic efficiency and a reduction in weight, it was possible to reduce the fuel tank capacity by 1.1 gallons (4 liters), to 5.5 gallons total fuel capacity (21 liters) for improved handling performance while maintaining the same great range as before. In testing, total fuel economy was up 20 percent. Furthermore, the change to a smaller fuel tank results in improved mass centralization and less weight. Of any Gold Wing, this latest version takes the biggest steps toward bringing the mass toward the center of the motorcycle for improved agility and handling.

The all-new engine uses four valves per cylinder in pent-roof-type combustion chambers for improved combustion efficiency, but still weighs 13.7 lbs. less (6.2 kg) than the outgoing powerplant, when equipped with Honda's six-speed manual transmission. Intake valves measure 27mm, whereas exhaust valves are 24mm. For added weight reduction, cylinder sleeves are now made from aluminum, the camshaft is manufactured from FCD600M, a lightweight, high-strength material, and water-cooling routes have been simplified and lightened by repositioning the thermostat. All this helps to create a package that is significantly more compact and performance-minded on the road, with a greatly improved power-to-weight ratio.

Intake
Intake efficiency has been improved for added responsiveness and torque, while the intake system itself has been made lighter: The number of throttle bodies has been reduced from two to one, the thickness of the intake manifold has been reduced from 3.5mm to 3mm, and the inner diameters of the intake manifold have been revised as well. For efficiency purposes, intake-manifold volume has been reduced by 10 percent, and the intake ducts have been reimagined, with the left duct placed forward and the right duct facing rearward. This design, which creates a swirl effect on the incoming air, also results in a more effective use of the entire air filter. The intake duct shape and size have been optimized for improved response and torque at initial throttle openings.

Exhaust
To create an exhaust sound worthy of the new Gold Wing, a new structure was designed for the sequence leading from the muffler to the exhaust pipe, ensuring an appropriate sound quality. The No. 2 and No. 3 exhaust pipes (left to right from the rider's view) have a 20-percent smaller diameter.

Transmission
For transferring power to the rear wheel, the 2018 Gold Wing and Gold Wing Tour models are available with a six-speed manual transmission or Honda's advanced seven-speed automatic Dual Clutch Transmission (DCT), each with innovations for ease of use and an overall quieter, more enjoyable riding experience. Honda is the powersports leader in DCT, having debuted it on the 2010 VFR1200F and since adapted, refined and expanded it to other motorcycles (including the award-winning Africa Twin adventure motorcycle) and premium ATVs and side-by-sides. The third-generation seven-speed DCT is new for 2018, but based on the same technologies.

As the name indicates, DCT uses two clutches that are controlled by sophisticated electronics and hydraulics. One clutch, which rides on a hollow outer shaft, controls odd-numbered gear sets (1,3,5,7); the other clutch rides on an inner shaft and controls even-numbered gear sets (2,4,6). Multiple gears are engaged simultaneously so that the transmission is constantly prepared for the next shift. Data, collected by a series of sensors, is processed by the ECU, which uses an advanced algorithm to determine when the shift-control motor should electronically trigger gear-changes. At those moments, one clutch disengages and the other engages, resulting in shifts that are quick, smooth, and seamless.

There are several benefits to Honda's DCT: It changes gears quicker and more smoothly than is possible with a manual transmission; it frees the rider from clutch and gear-shifting operations so that he or she can focus more on acceleration, cornering, braking, or other riding-related tasks.

In the case of the new Gold Wing, the DCT also features a new Walking Mode, with creeping speed for situations like maneuvering the motorcycle around a parking space. In Walking Mode, one clutch enables forward movement, and the other clutch enables rearward movement. In either direction, engine speed is controlled by the Gold Wing's new throttle-by-wire system, and clutch engagement is ideally modulated. Walking Mode speeds are limited to 1.1 mph (1.8 km/h) in forward direction and .75 mph (1.2 km/h) in reverse direction, with the rider easily controlling the system through the + and – buttons on the left handlebar switch.

For the DCT models, engineers have devised a special chain-and-gear system that utilizes DCT shafts for the reverse function, thereby eliminating the need for a traditional mechanism.

On the DCT models, high-strength materials have enabled engineers to minimize the face-width of each gear. This, in addition to the removal of a) the reverse idle shaft needed for a conventional transmission system, and b) the auxiliary equipment previously needed for the electric reverse mechanism, have resulted in a compact engine that weighs 8.4 lbs. less (3.8 kg) than the outgoing power unit. In addition, this latest-generation DCT improves performance through damper rubbers that reduce shift noise, realizing a shift feel worthy of a flagship model. There are three distinct additions, including fork-shaft dampers, a master-arm damper, and DCT clutch-center damper.

The first of these innovations, the fork-shaft dampers, are affixed to both ends of the fork shaft. This results in a suppression of the noise that is generated when the edge face of the fork shaft, which supports the shift fork that moves the gears during shifts, strikes the engine case, a situation that occurs when energy is released during shifts. The second innovation, the master-arm damper, works much the same, mitigating any sound created when the master arm strikes the stopper pin that regulates its movement. Meanwhile, the DCT clutch-center damper—a spring damper installed between the clutch and the main shaft—absorbs torque and reducing noise caused by the engagement between dogs and the clutch during shifts. Thanks to a good coordination between clutch control and the new throttle-by-wire system, it was possible to decrease shift shock and shorten shift time, especially in Sport mode.

Gear ratios are new, with the lower gears characterized by close ratios for a narrower change in engine speed and driving force when shifting gears. Meanwhile, the taller gears have a wide ratio for lower engine speeds at high-speed cruising.

Gearbox updates are not limited to the DCT, as the six-speed manual transmission also features a cam damper between the clutch and transmission for reduced noise and shock, as well as enhanced durability. Compared to the previous five-speed manual transmission, this six-speed gearbox enables lower engine speeds when cruising at 60 mph (100 km/h), which creates a quieter overall riding experience. Each manual-transmission model now comes equipped with an assist and slipper clutch, as opposed to the previous generation's hydraulic assist clutch. With this mechanism, clutch operation load is reduced by 20 percent, and shift shock has been reduced during downshifting. For the reverse mechanism, the electric starter motor is used just as it has been in the past.

There is no reverse mechanism on the 2018 base Gold Wing model.

Starter
In another weight-saving measure, all Gold Wing and Gold Wing Tour models feature an Integrated Starter Generator system (ISG), which integrates the generator and starter-motor functions into one component. This incorporation allowed for removal of the starter motor and starter-system wiring, achieving a weight savings of 5.3 lbs. (2.4 kg). The system also reduces noise during starting.

TECHNOLOGY

Honda has fully modernized the Gold Wing models with the introduction of a cutting-edge electronics package, highlighted by a new throttle-by-wire system. Multiple riding modes are now available, as is Honda Selectable Torque Control (Gold Wing Tour models), Hill Start Assist, an optimized cruise-control system and Combined Braking System (CBS) with ABS, each a tool for comfortably employing and taking advantage of the Gold Wing's improved performance.

The four riding modes available on all Gold Wing models are Tour, Sport, Econ and Rain, each with distinct settings that help tailor the riding character of the motorcycle for the specific riding conditions. In each of these modes, the throttle, and (where applicable) torque-control settings, DCT shift schedules, and suspension damping, are changed. The process of switching modes is completed when the rider totally closes the throttle grip.

Tour Mode
The default riding mode on the new Gold Wing, Tour mode is capable of dealing with the most wide-ranging conditions. This setting achieves a good balance between the outstanding comfort characterized by a touring model, and the dynamic performance potential of this new bike. The stress-free riding character enables powerful acceleration with throttle operations when climbing a hill and offers appropriate response to other changes in the terrain, while curbing engine speed at low levels. The DCT models faithfully respond to the rider's acceleration demands through automatic downshifting at the appropriate moment (according to the accelerator position). When the motorcycle's ignition is turned off and then on again, the bike will automatically return to Tour mode.

Sport Mode
This mode enables the rider to fully enjoy the improved dynamic performance of the new Gold Wing models, made possible through the lighter package. Sport mode features more powerful acceleration thanks to sharper responsiveness. With DCT models, the automatic-shifting schedule enables the engine to climb to higher speeds. While combined braking bias is relatively unchanged in the other three modes, Sport mode applies more pressure to the rear when the front brake is applied.

Econ Mode
This mode gives expression to the riding character as recommended by Honda when riding in a relaxed manner on roads in cities and suburbs. Through the mild acceleration and deceleration characteristics and the suspension's soft damping characteristics, more relaxed cruising is possible. In the automatic modes of the DCT model, the shifts occur at low engine speeds, also contributing to improved fuel efficiency.

Rain Mode
Rain mode is intended for riding in low-grip situations, such as on wet and/or dirty roads. The mode provides acceleration and deceleration characteristics that—in comparison to Econ mode—are even milder in response to throttle operations, with added torque control. With DCT models, the shifts occur at low engine speeds.

Honda Selectable Torque Control (HSTC)
Designed to help the rider manage rear wheel slip, Honda Selectable Torque Control calculates the slip ratio of the rear wheel by measuring the vehicle-speed signal of the non-contact ABS wheel-speed sensors. When slip is detected, the system steps in through adjustments to the throttle valve and fuel injection, in combination. HSTC is available on all Gold Wing Tour models.

Hill Start Assist
Another innovation for 2018, Hill Start Assist is available for the first time on a Gold Wing model, making it simpler to resume riding after stopping on an ascent. When HSA is activated in such situations, and the rider releases the brake, the ABS modulator generates hydraulic pressure on the rear brake caliper, and the motorcycle will not roll backward if the rider uses the throttle to move forward within three seconds. Throughout the entire process, an HSA indicator will illuminate on the right side of the Gold Wing's new 7-inch liquid-crystal display.

Cruise Control
Already available on the previous-generation Gold Wing but now ideally calibrated thanks to the incorporation of a throttle-by-wire system, Honda's cruise control works to deftly manage a set speed in varying conditions, such as when traveling up a hill. For easy reference, the rider's set speed is clearly shown in the lower left area of the meter.

Smart Key
The special feel of the all-new Gold Wing is illustrated by a new Smart Key. To start the engine, the rider only needs to have the Smart Key in his or her possession and to turn the main switch knob to the right, then press the start switch. To stop the engine, the switch knob must be turned to the left. Owners can also lock the steering by turning the handlebars while simultaneously turning the switch knob one more position to the left. As an added feature, the main switch knob will glow when the owner approaches the bike with the Smart Key in his or her possession.

For security purposes, it is possible to turn the Smart Key off.

Miscellaneous
The 2018 Gold Wing is outfitted with Vehicle Viewfinder, meant for helping to locate the motorcycle (in large parking lots, for example). To activate, one must press and hold the Smart Key call button, which will activate the motorcycle's hazard flashers and activate the horn.

The Gold Wing's Tire Pressure Monitoring System has also been updated. Rather than only indicate when pressure drops below a certain level, TPMS on the Gold Wing Tour models constantly communicates pressure via numerals in the bottom left of the meter.

In a first for two-wheel category, all Gold Wing models are now compatible with Apple CarPlay, which enables the rider to access Apple Music and Maps, make phone calls, and send messages, all through the bike's TFT display or with his or her voice through Siri. CarPlay requires use of a Bluetooth headset.

The meter itself is composed of an analog speedometer on the left, an analog tachometer on the right, and a 7-inch full-color Thin Film Transistor (TFT) liquid-crystal display that provides infotainment-related information such as audio and navigation app icons. The screen is also where the rider confirms settings for systems like HSTC and electric preload adjustment. The switches themselves, used for selecting settings and controlling the systems, are now more centrally located in the console area.

An optional feature for 2018, the Home Link System is a convenience when rides are just beginning or coming to an end, as it enables the rider to program the motorcycle with garage-opening and -closing remote-control information. The rider need simply press the button on the center console, and the garage will open or close, while a light on the ride side of the meter indicates the operation.

All 2018 Honda Gold Wing and Gold Wing Tour come equipped with heated grips, while the Gold Wing Tour models also feature heated seats as standard equipment.

SUSPENSION

The sporty character of the new Gold Wing models will have riders searching for the next set of tight, twisting corners, and the new suspension solutions are meant to help tackle these sections of road with increased confidence, while still providing unparalleled comfort on the highway. All new for 2018, the Gold Wing manages this task through a unique double-wishbone front-suspension configuration and Pro-Link® rear-suspension design. Both suspension systems use Showa shocks, with the Gold Wing Tour models featuring electric preload adjustment for easily selecting the appropriate preload setting, depending on if a passenger and/or luggage are being carried.

On the Gold Wing Tour, front and rear damping force are electrically adjusted, with a stepping motor moving the needle in each system to control the oil flow rate and adjust front/rear damping force to mode-specific settings. On each Tour model, these suspension settings are linked to individual riding modes and do not change until a new riding mode is selected. On the Gold Wing Tour models, preload settings are displayed in the lower-right corner of the easy-to-read 7-inch TFT display. There are four electric preload settings to choose from.

The Gold Wing model has manually adjustable rear preload.

Double-Wishbone Front-Suspension System
The 2018 Gold Wing's double-wishbone front-suspension system offers multiple benefits, the first being a reduction in shock transmitted to the handlebars, a common concern with a conventional telescopic fork. This is accomplished through a design that incorporates a pair of forked arms, and does away with the friction between the outer and inner tubes of telescopic forks. Total shock transmitted from the road surface to the handlebars is reduced by 30 percent.

A second benefit of the double-wishbone front-suspension system is a 40-percent reduction in inertial mass for the front-end components that are manipulated via the handlebars. As a result, Honda engineers were able to maintain a stability-enhancing 1,698mm wheelbase while simultaneously improving responsiveness and nimbleness, key to ease of use on city streets. Use of bearings for all shaft bushing areas leads to a further reduction in friction for both stroke and steering.

The double-wishbone front suspension system contributes to a more compact vehicle package, the stroke trajectory of the suspension requiring less clearance between the front tire and the engine area. As a result, engineers were able to move the motorcycle's engine forward, which in turn enabled them to move the rider position 36mm forward compared to the previous-generation Gold Wing. These changes result in an optimized load allocation, with a higher percentage of weight on the front wheel, contributing significantly to the 2018 Gold Wing's responsive, nimble handling and overall sporty attitude.

Rear Suspension
In the back, a Showa shock absorber and Pro-Link system featuring progressive reaction ensures a comfortable ride. Spherical joints at the top and bottom of the shock help to cancel out torsion of the Pro-Arm® structure, helping to improve the ride.

CHASSIS

In addition to reducing weight, one goal for the 2018 Gold Wing and Gold Wing Tour models was to find the ideal balance between stability and maneuverability, an objective that was met in part through a new, robotically welded aluminum frame.

Frame
Though it uses the same twin-spar configuration as before, the frame has been totally redesigned for optimized flexibility and rigidity, with plate thickness adjusted in specific areas. This was done with the help of calculations for stress on each area of the frame, and the process contributed to a 4.4 lb. weight reduction (2 kg) for the frame and swingarm.

Mass centralization was achieved through shortening the seat rail and moving the rider and passenger forward. Thanks to a low center of gravity, maneuverability in all riding situations is impressive.

Swingarm
At the rear, a newly developed single-sided swingarm with built-in driveshaft uses a new pivot-area structure, with the arm secured to the frame only on the left side, while the function of the right pivot area is limited to supporting the structure. This arrangement changed the stress on the frame's swingarm pivot plates and gave engineers more freedom in the approach to frame rigidity, ultimately enhancing maneuverability. Needle bearings are used at the swingarm mounting points.

Brakes
Massive strides have been made in terms of brake specification with the all-new Gold Wing, which is now outfitted with six-piston, radially mounted Nissin front-brake calipers and larger 320mm front rotors. This setup is a clear indicator of the new Gold Wing's sportier nature when one compares it to the 296mm discs and three-piston, conventionally mounted front-brake calipers on the previous-generation model. The single rear brake rotor measures 316mm.

The electronically controlled combined ABS works in a way that optimally distributes braking force to the front and rear wheels. There is also a weight savings, because whereas the ABS was operated by two motors on the previous model, the new system is operated by one smaller, lighter, circulation-type ABS modulator that has been integrated with the brake ECU. Total weight savings for the overall system is 2.9 lbs. (1.3 kg). On the latest Gold Wing, the combined ABS settings are linked with the riding modes to automatically adjust to braking characteristics ideal for the riding situation. 

Tires and Wheels
The tires have been specifically designed for the all-new Gold Wing, with the wider, 200/55-R16 rear tire now offering better stability at low speed, a move made possible by the motorcycle's increased agility in other areas. The front tire measures 130/70-18.

Luggage
To capitalize on the sportier stature of the Gold Wing, the luggage has been redesigned, with the right and left saddlebags each offering 30 liters of storage capacity and (on Tour models) the rear luggage box offering 50 liters. That rear box can hold two full-face helmets (depending on helmet make and model), with total storage capacity on Gold Wing Tour models having been designed to accommodate enough supplies for two people traveling for three nights/four days.

For smooth operating, the saddlebags and rear trunk each use a new, high-quality lid damper. The rear box from Gold Wing Tour models can be purchased as an accessory and installed on Gold Wind models, in cases where those customers desire additional storage space.

Airbag
Honda was the first motorcycle manufacturer to outfit a two-wheel model with an airbag, starting in 2006, and it continues that trend with the introduction of the Gold Wing Tour DCT Airbag, which comes equipped with a state-of-the-art airbag system. In the event of a frontal collision, the system slows the rider's momentum as he or she is thrown forward.

The system consists of an airbag module and a collision judgment system, which operates via an acceleration sensor and main control unit. Newly updated thanks in part to information learned in collision tests and computer simulations completed at an all-weather omnidirectional collision-experiment facility, the system is designed to be lighter than before, with the collision judgment system also arranged closer to the center of gravity for better mass centralization.