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motorcycles
Tourer
Buy a used Honda ST 1100
Buy a used Honda ST 1100
All fine
The Pan European – obviously a pleasure for pilots after work. Touring riders cover thousands of trouble-free kilometers with it.
Peter Limmert
04/19/1996
Honda ST 1100 – without question a motorcycle, at the sight of which the opinions differ. More than six hundred pounds of mass, completely covered with a plastic cover that looks damned like a car body. The sport, chopper and enduro community is conspicuously derogatory; for them, it no longer has much to do with a motorcycle. The travel freaks view the Japanese counterpart to the BMW K 100 LT in a completely different way. Drivers with a penchant for carefree touring for two reveal a mixture of enthusiasm and respect when naming the model. Hymns of praise for the touring flagship from Honda are sung by everyone who has driven the car before. They rave about the sovereign power development of the V4 engine, which delivers its 98 hp at comfortable engine speeds with links. The generous space for two people and enough luggage. From the respectable wind and weather protection of the cladding. And last but not least: from the unusually solidity of the whole motorcycle, which hardly ever shows a defect even with high mileage.
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This is also the case with the long-distance machine from MOTORRAD, which after the Pan European debut, as Honda optimistically christened the ST 1100, from 1990 onwards easily reeled 100,000 kilometers in two years. And apart from two bearing defects on the front wheel and the steering head, there was no significant damage (MOTORRAD 19/1992). The numerous letters from readers about this model also only report minor defects and normal wear, despite mileage of up to 140,000 kilometers. Serious damage is reported in only two letters: Detlef Sydlowski from Hamburg had a defect in the cardan drive while driving 120,000 kilometers on his ST, which cost a good 3,000 marks. And on the ST from Helge Peters from Hohenhorst, a spring in the tensioning pulley of the toothed belt drive for the camshafts broke at 50,000 kilometers. As a result, the timing belt jumped over and resulted in two battered pistons, some crooked valves, and a rather damaged cylinder head on the right side. These two malaises are only mentioned here to refute the myth of the indestructibility of this engine. At Honda, too, they only cook with water. Still belongs to Pan European undoubtedly to the top league, in which only a few models are eligible to run.
After the endurance test, the editors had promised to keep an eye on the Marathon-ST. The will was there, but unfortunately Gerhard Schwarz from Fellbach, who at the time received the ST 1100 from the Schwabengarage Stuttgart as a second owner, moved to an unknown place of residence. It cannot be ruled out that he traveled the world with the Pan European. Should he, contrary to expectations, read these lines in his new domicile, he should contact the editorial office and provide information about the future fate of the ST 1100.
ST drivers mainly drive long distances – 1000 kilometers in one go when the vacation is nearing its end is not uncommon. The sitting position has to be right. Drivers with shorter arms often replace the standard handlebars with the more cranked and around five centimeters higher from Magura (HG). The sitting position is then even more upright and relaxed. The trains do not have to be extended, and registration with the TuV is easy. Pilots taller than 185 centimeters often mount a taller JF screen on models up to 1994 to eliminate air turbulence around the helmet. Then, however, the front passenger is exposed to a suction of air that pulls the upper body forward.
Since it pushes the moisture through the slit between the windshield and the fairing when it rains, the MOTORRAD long-distance testers carved a suitable piece of foam rubber to plug the hole in the event of moisture. Obviously, many ST drivers have copied this trick and are satisfied.
In the 1996 model, there were two more openings at about chin height, which are annoying with loud wind noises from around 80 km / h. But the latest model, which is equipped with the new composite brake in addition to ABS, as in the CBR 1000 F model, is not yet up for discussion here – hardly anyone sells their ST that quickly.
On the model up to 1992, the adjustment screw for the damping of the rear shock absorber could only be reached after removing the pannier and the right side part. Professionals drill a hole in the side panel to use a screwdriver to change the setting at any time if necessary.
All ST 1100 are factory-fitted with a headlight range control for the double headlights that can be adjusted by hand. Since this sensible invention found no favor in the eyes of the TuV, Honda Offenbach delivers the machines without the adjusting wheel. What annoys some drivers even more is the dipped headlights that are too poor for their perception in the dark. The activation of the second headlight approved in other countries was also subject to the prohibition of the TuV.
The considerable sensation that the 35-liter cases of the ST 1100 caused when they appeared has meanwhile subsided. Today the owners complain that the integrated cases are too small and that the dismantling ritual takes some getting used to. It is gratifying that the solid suitcases do not affect the driving behavior of the ST and are reasonably tight when it rains. In addition, the silhouette of the two containers is narrower than the handlebar section with the two exterior mirrors.
Since 1993, only the 98 hp version, which is more affordable for insurance, has been offered. A throttling via the intake manifold on older 100 HP models is possible. The difference in driving performance is so marginal that the reduction with costs of around 85 marks is always worthwhile. Lovers of alpine passes complain that the first gear is very long when approaching the mountain with a lot of luggage. The equally long translation of fifth gear as overdrive, on the other hand, finds almost unanimous approval in the age of fuel-saving measures.
With a maximum load of holiday luggage and two people, the total weight of an ST 1100 can easily exceed ten quintals. It is actually logical that the right tires are of central importance for high speed on the autobahn, precise hurrying through corners and secure grip when braking, especially on wet roads. Clear favorites in the assessment: Bridgestone Exedra G 547 and G 548 as well as Metzeler ME 33 Laser and ME 55A METRONIC. The Bridgestone has a slightly longer mileage and does not react as sensitively to a profile that is less than 50 percent worn out as the Metzeler front tire, the manufacturing quality of which gives cause for criticism. If the balancing is not optimal during assembly, the handlebars can hit between 80 and 100 km / h. However, the Metzeler pairing has advantages in terms of grip, even in wet conditions.
If you are looking for a used Pan European, given the stable prices, you have to decide in advance whether you want the version with an anti-lock braking system and an additional anti-slip control (TCS) that has been available since 1992. The security package now costs 3,000 marks, and the used ones are correspondingly more expensive. Models from the first two years of production (1990, 1991) with 50,000 kilometers or more are available for less than 10,000 marks. Younger age groups up to 30,000 kilometers are offered for 15,000 to 17,000 marks, depending on the condition. The decisive factor for the purchase decision with this heavyweight is certainly an extensive test drive, which clarifies in advance whether this alternative type of motorcycle riding is convenient.
Another tip for those who choose the ST 1100: This year, the Honda company is organizing the exclusive Pan European rally for the seventh time. The meeting point is the Spanish Santander on June 5th. Information from Klaus Wilknib, phone: 069/83 09 325 or fax: 069/83 09 524.
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