Top test Honda Pan European
Stamina – the Pan European alias ST 1100 proved that for twelve years. After a hard training session, she takes a deep breath to finally eat the competition as a thirteen hundredth. The top test shows whether it works.
Two thousand five hundred square centimeters.
And occasional pendulum movements because you are piloting a single-track vehicle. Especially when the windshield is raised, the front section of the fat Honda gets into low-frequency movements. Above 180 km / h, even slight suggestions, such as the wake turbulence of the vehicle ahead or slight bumps in the road, are enough to get the pan going. With the window down, however, it presses over the web at just under 230 under optimal conditions, without bickering. However, when you take off the accelerator or brake it can quickly become uncomfortable again. The Nippon-ICE becomes a Pendolino even in swift corners. Unless it’s full. Then he rushes through the country like on rails..
Incidentally, for a long time if necessary. The declared goal of the Pan developers was to be able to roar non-stop from Frankfurt to the Alps. It works: 29 liters of fuel in the tank, which is now divided into two parts, enables a range of over 500 kilometers at a constant 130 km / h, and a leisurely country road trip even includes almost 600. Refuelers can use the standard consumption display with remaining kilometers and quantity display with reserve to shimmy from refueling stop to refueling stop with pinpoint accuracy. Pan passengers can confidently dispense with relaxation breaks, because even the passenger can loll around on a large seat cushion with a comfortable leg angle. The standard, integrated 35-liter suitcase doesn’t get in the way, solid handles on the luggage rack provide a firm hold, while supporting it on the relatively distant tank is a bit tedious. Testsocia verdict: “The Pan European is making physiotherapists unemployed.”
And the pilot has it even better: Its seat, which is also suitable for marathons, is height-adjustable in three stages. It moves 15 millimeters up and 12.5 millimeters backwards per step. Pan Europeans of all sizes will find a relaxing refuge behind the lavish and clearly arranged cockpit. And if the regular adjustment range of the windscreen is not enough, it can be locked six centimeters higher. Big pilots also benefit from ten millimeters more space between knees and valve covers than with the previous model, a side effect of far-reaching restructuring.
The engine and driver position have been moved forward compared to the 1100, and the wheelbase has shrunk by 50 millimeters. The frame and swing arm are now made of aluminum, saving around eight kilograms. Even so, the total weight only decreased by two. However, the exclusive Pan-European V4, the displacement of which is now 1261 cm3 thanks to more bore and stroke, was given an intake manifold injection with 36 throttle valves and camshaft drive via chain. The result on paper: more power and torque, more compact design and a lower center of gravity. It pays off: the Honda, which weighs 326 kilograms with suitcases, nimbly speeds around tight bends. The Pan, with its unusual 18-inch tires at the front, always prefers slightly wider lines than the representatives of the Sports Guild, but it always remains neutral, does not stand up when braking and requires relatively little effort when changing lean angles. In addition to the grippy Bridgestone BT 020, the fun on the bends is supported by the tightly coordinated spring elements, which take the horror out of even rough terrain and still do not lack the necessary precision. Despite the cardan, the hindquarters hardly harden when accelerating, the suspension strut, which is mounted directly on the right swing arm and can be adjusted by handwheel in the suspension base, can concentrate on its tasks undisturbed. Likewise the non-adjustable 45 mm fork, which has enough reserves ready even when braking on bumps, which in turn makes it possible to get over the waiver of the brake pitch compensation previously used.
Honda has not done without a further development of the integrated brake system called Dual-CBS with ABS. The three-piston calipers with 310 washers at the front and 316 washers at the rear can be dosed both by hand and foot and please with very fine ABS control processes without annoying pulsing in the levers. Even frayed slopes don’t throw the ABS out of step. Unfortunately, the stoppers require a lot of force when braking hard. Since the system is designed to be clearly degressive, the initially full braking power hardly increases at the end of the lever travel.
Excessive driving maneuvers are not the domain of Pan anyway, rapid changes of direction require a lot of force, and the elastic mounting of the handlebars also dilutes the handling. In addition, the footrests, the brake lever and, finally, the main stand and the lower part of the fairing all touch down in an ambitious lean. No fun especially for two. O-Ton Testsozia: “Curvaceous snail”.
And thus back to species-appropriate locomotion, that is, well-groomed travel. Home game for the lengthwise 1261 cubic V4. Characteristically seething, it puts acceleration requests directly into action without stressing out with a hard throttle response. At most, slight load changes from the drive train spoil the harmony. Otherwise, the smoothly running Honda engine can score points with its dignified manners and elaborate exhaust gas cleaning. G-Kats plus secondary air system filter so effectively that the tourer receives 29 out of 30 points in the MOTORRAD evaluation scheme. On the test bench role, however, the Pan weakens: of the promised 126 hp there are only 114. After all, the V4 delivers a sparkling clean curve and a rich torque plateau, both with a clear upward trend up to 6000 rpm. That fits, because just from 6000 rpm, the unit, which is firmly screwed to the frame, sends vibrations into the framework despite two balance shafts, which increase at the top as well as the mechanical noises. It is more relaxed in the lower speed regions. The V4 can be slowed down to 1500 rpm, so that when you pull the throttle again, you can take off gently but firmly. In town and country, the five-speed gearbox, which is six percent shorter than the old model, helps him with this. Easily and precisely operable, it always provides the right gear pairing, only on fast, continuous stages does the desire for a speed-lowering overdrive arise – which should actually be included for 15,990 euros.
D.The fairing is there for: namely bright headlights, integrated storage compartments, mirrors with a good field of vision and crash bars. Only the heat radiation towards the driver’s legs is annoying in summery weather. This shouldn’t prevent tour freaks from warming up to the all-round successful Pan European.
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Top test Honda Pan European
MOTORCYCLE readings – Honda Pan European ABS
MOTORCYCLE Measured values²Braking and driving dynamicsBrake measurementBraking distance from 100 km / h 40.6 meters Average deceleration 9.5 m / s² Comments: The composite brake system initially responds powerfully and easily dosed before the required force increases disproportionately at maximum deceleration at the end of the lever travel, which then increases Handling course I (fast Salom) Best lap time 22.1 sec vmax at the measuring point 87.1 km / h Comments: The high weight and the ample dimensions as well as the handlebar halves held in rubber slow down the pan’s vigor. Despite the powerful motor, it only achieves a low speed at the measuring point. Handling-Parcour II (slow slalom) Best lap time 30.3 sec vmax at the measuring point 50.6 km / h Comments: Heavy play in the drive train has a particularly disruptive effect at the turning point, as there must be braked heavily and then fully accelerated again immediately in an inclined position. Sluggish lean angle change.Circular orbit d 46 meters, Best lap time 12.0 sec vmax at measuring point 44.6 km / h Comments: Little freedom from lean angles, especially when driving with a passenger. Despite the maximum raised rear, footrests, brake levers, stands and, finally, the fairing are placed in the circular path. On the other hand, the Honda behaves neutrally and hardly stands up when braking.
With the new Pan European, Honda has put a class tourer on its wheels, which clearly shows the genes of the tried and tested ST 1100. Stronger, more luxurious, more agile and cleaner than before, it is recommended, as before, above all for comfort-oriented long-distance drivers. Balancing on the last groove, however, is not their world.
News & Facts – Honda Pan European ABS
Changes in detail By 177 cm3 increased displacement (more bore and stroke) Camshaft drive via chain Engine length reduced by 60 mm Crankshaft placed 20 mm lowerU-shaped water cooler Aluminum frame and swing arm wheelbase reduced by 50 mm Two additional fuel tank plus Comprehensive information display with air temperature, fuel consumption display including remaining kilometers and remaining amount at ReserveWell integrated case with one-key systemStorage compartments in the claddingSpring base adjustable by handwheelElectric headlight range control by wheelImmobilizerFront window with large adjustment rangeSeat height adjustable in three stagesExtensive accessories (including radio, CD changer, heated handle, top case) ABS & Integral brake system as standardWarning flasher systemMinus clutch lever not adjustable Jacking up requires a lot of force despite the fold-out handleOil refilling is cumbersomeAccess to individual assemblies (spark plugs, battery) is difficult due to cladding) Annoying heat radiation to the driverChassis adjustmentSpring strut: Spring base 10 clicks, rebound stage if BT turns
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