Table of contents
- Used advice Honda ST 1100 Pan European Honda ST 1100 Pan European
- Technical data – Honda ST 1100
- Model overview – Honda ST 1100
- Model chronicle – Honda ST 1100
- Opinions on the Honda ST 1100
Drawing: Honda
counselor
Used purchase
Used advice Honda ST 1100 Pan European
Used advice Honda ST 1100 Pan European
Honda ST 1100 Pan European
The Honda ST 1100 Pan European was the ultimate super tourer for a long time. As a used car, it is very popular today due to its outstanding reliability.
Uli Holzwarth
12/24/2003
Honda dealer Herbert Stauch remembers the conflicting reactions of his customers when the first ST 1100 were in the showroom in the spring of 1990. Most of them were skeptical. »While other models are often already in the brochure
were ordered, was the Pan European
a motorcycle that had to be sold according to the rules of the art. «Lots of time
and even more convincing work was necessary in order to relieve the initially very hesitant interested parties from the fear of the heavy weight and the enormous casing.
Opinions differed, especially when it came to the lavish disguise. The majority of bikers found them just ugly and
quickly drew the comparison with the sterile body of a car. That an excellently designed motorcycle was hidden underneath was only noticed by those who embarked on a long test drive.
After that, most of the prejudices were blown away, gave way to respect for engineering achievements or often even turned into great enthusiasm. The MOTORRAD editor responsible for the first pan test experienced a similar change of heart, who was also anything but impressed by the exterior of the plastic tourer. In the end, he was so impressed by the superior power delivery of the V4 engine, the handy and directionally stable driving behavior, the low-reaction cardan, the excellent weather protection, the perfect seating position for driver and pillion, the moderate fuel consumption and of course the excellent driving comfort that he came to the conclusion came, “there has never been such a good touring motorcycle in the big bike class” (MOTORRAD 12/1990). The ST 1100 received criticism only for the non-existent catalytic converter and the not yet available ABS. During the blocking preventer later for almost 3000 marks
Surcharge in the form of the ABS / TCS variant could be ordered, the ST
get by without exhaust gas cleaning until the end.
But even without these two features, Honda had set new standards in the Supertourer class with the Pan European. In the first comparison, the ST dominated the competition at will and sat down confidently and with
clear distance to the top. The
The 1100’s reputation as the best tourer also manifested itself with an outstanding performance in the MOTORRAD endurance test over 100,000 kilometers. After the fast-moving marathon distance of just two years, no engine component was used up beyond the wear limit, only the thermally highly stressed seats of the exhaust valves were located
at the edge of the tolerance limit. In addition, two defective wheel bearings and a worn steering head bearing put a strain on the budget. In the experience of Peter Koch, founder of the German ST 1100 Owners Club, this brilliant result is by no means an isolated case, but rather the rule. The bikes of numerous members still work without any problems even with mileages beyond 100,000 kilometers.
No annoying teething problems, no design defects, just a callback (see page 89) ?? the ST 1100 ran and ran and ran like the VW Beetle, which was once a symbol of reliability. In the end, this also convinced the people who love to travel. The initial reservations were thrown overboard and, despite the high price, the Pan European became more and more popular. The best sales year was 1992, when almost 1000 buyers decided in favor of the ST 1100, whereby this year, as mentioned above, the option with ABS and traction control, offered parallel to the standard version, was available for the first time. The 1996 season became
the Pan European revised for the last time. Since then, the combination brake called CBS has been used in addition to the ABS / TCS system. The merging of the two systems worked so well that the vast majority of buyers decided in favor of this variant from then on.
The few modifications were sufficient to make the ST 1100 fully operational-
in 2001 to keep it competitive. A fact that proves once again what a great success the Pan European was from the start. So it is only understandable that the owners of their Honda are loyal to their Honda for an above average length of time. This is unlikely to change anytime soon. Because the successor STX 1300, eagerly awaited by many Pan-European owners, has been causing more problems since its debut in 2002 than the ST-1100 clientele, who are spoiled in this regard, could tolerate. Many people switching to the new model have already regretted their decision and exchanged the 1300 for a used 1100.
No wonder that the used prices of the old people show no downward trend despite the model change. They persist at a high level, and many dealers even believe that the ST 1100 counts
one of the most stable motorcycles ever. Due to the high demand, Herbert Stauch now has a waiting list of people interested in used. How times change.
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Technical data – Honda ST 1100
engine
Water-cooled four-cylinder, four-stroke, 90-degree V-engine, two overhead camshafts driven by toothed belts, four valves per cylinder, bucket tappets, wet sump lubrication, four Keihin constant pressure carburetors, Ø 31.6 mm, no exhaust gas cleaning, 480 watt alternator, Battery 12 V / 12 Ah, hydraulically operated multi-disc oil bath clutch, five-speed gearbox, cardan.
Bore x stroke 73 x 64.8 mm
Displacement 1085 cm3
Compression ratio 10: 1
rated capacity
72 kW (98 PS) at 7500 rpm
Max. Torque
109 Nm at 6000 rpm
landing gear
Bridge frame made of steel, screwed right beam, telescopic fork with antidive, Ø 43 mm, two-arm swing arm made of steel profiles, directly hinged strut, adjustable spring base and rebound damping, double disc brake at the front, Ø 296 mm, three-pole-
ben floating calipers, rear disc brake, Ø 296 mm, three-piston floating caliper, anti-lock braking system.
Cast aluminum wheels 3.00 x 18; 4.50 x 17
Tires 120/70 ZR 18, 160/70 ZR 17
mass and weight
Wheelbase 1555 mm, steering head angle 62.5 degrees, caster 101 mm, suspension travel f / r 150/120 mm, seat height 780 mm, weight with a full tank of 328 kg, payload 189 kg, tank capacity 28 liters.
Measured values (MOTORRAD 24/1999)
Top speed 210 km / h
acceleration
0 100 km / h 4.1 sec
Draft
60 ?? 140 km / h 12.2 sec
consumption
4.6 to 7.2 l / 100 km, regular gasoline
Model overview – Honda ST 1100
Market situation
Between 1990 and 2001, Honda sold by
of the ST 1100 exactly 8373 copies. But also
After the appearance of the STX 1300 Pan European in 2002, the ST 1100 recorded until the end
2003 another 125 new registrations. Still have
Second-hand buyers have a good chance of getting hold of a machine that has only been used infrequently. However, they are allowed to go for bargain prices
not hope. In the unanimous opinion of dealers, the ST 1100 is one of the most stable motorcycles on the market, regardless of whether it is a Honda dealer or a non-brand dealer.
Above all, the ABS / TCS models with the CBS combination brake system, which the vast majority of former new buyers tended to be offered from 1996 onwards, are wanted. Despite the relatively widespread use of this model, it is not so easy to find used, on the one hand the owners are reluctant to part, on the other hand well-kept specimens usually only wait a short time for a new buyer.
To make matters worse, high demand from neighboring countries, especially Holland, Sweden and Finland, is reducing supply. The standard model without ABS is less in demand and accordingly cheaper.
In view of its excellent reputation for reliability, it is not surprising that the ST 1100 is one of the few motorcycles that can still be sold relatively well, even with very high mileage. Often prices are even paid above the quotations on the relevant used lists. Schwacke, for example, estimates the retail price for a 1994 model without ABS at around 4,370 euros (around 83,000 kilometers), while a comparable ABS version is said to cost around 1,000 euros more. Schwacke puts the value of a 1996 ST 1100 with ABS / TCS and CBS at 6,250 euros (66,000 kilometers). In practice, however, this price represents the lower limit for a very good specimen. Further quotations for the ABS / TCS / CBS variants are 8300 euros for the year of construction 1999 (41,000 kilometers), a model from 2001 with around 24,000 kilometers should be approximately Be worth 9900 euros.
sightseeing
Thanks to the almost legendary reliability, you do not necessarily need the big screwdriver Latin to view a used ST 1100. Became the specimen in question rule-
moderately maintained in a specialist workshop, should not be mechanical, even with higher mileage
Problems occur. The V4 engine was systematically designed for a long service life. Accordingly, no typical weak points are known. With models from the first year of construction, however, checking the toothed belt and the tensioning pulleys cannot do any harm, even if the intended mileage of 100,000 kilometers has not yet been reached. Also pay attention to it,
that the inclination angle sensor affected by the 1995 recall, which is supposed to switch off the ignition in the event of a crash, has been replaced.
Otherwise, interested parties can confidently
focus on the general maintenance condition as well as the usual wear parts. Particular attention is paid to the numerous trim parts, which can be very expensive to replace if damaged. In addition, on models with ABS, test its proper function during a test drive. If this is not the case, one of the ABS sensors could be damaged.
Internet
www.st1100.de; www.pkoch.de; www.st1100.ch
Model chronicle – Honda ST 1100
1990 Market launch of the ST 1100 with 100 hp at a price of 20,910 marks
1991 Temperature-stable plastic for the lid of the left panel compartment
1992 maximum output reduced to 98 hp for insurance reasons; optionally ABS-
Variant with traction control (ABS / TCS) against
Surcharge of 2775 marks available; Right side cover with a small opening makes it easier to adjust the
Rebound damping; Modified seat in the pillion area, different handlebar position
1993 Decorative stripes of the ABS / TCS variant also for the standard ST-1100
1996 Upgrade of the ABS / TCS version with a composite brake system (CBS) with three-piston brake calipers at the front, smaller brake discs (Ø 296 mm), stiffer fork (Ø 43 mm), wider front tires (120/70 ZR 18) and stronger alternator; modified windshield for both model variants
1999 special model “50 Years of Honda” in
Gold metallic
2001 The last official sales year of the ST 1100 in Germany
2002 Market launch of the STX 1300 Pan
European
recall
1995 Replacement of the inclination angle sensor on vehicles built between 1990 and 1993 with the following chassis numbers:
Standard variant SC262000001 to SC262301643,
ABS / TCS version SC26-420001 to SC26-4201066
Workshop instruction
1992 Shorten the engine ventilation hose and relocate it to avoid kinking
Opinions on the Honda ST 1100
Because of their outstanding
Reliability, the Pan European is one of the few motorcycles that dealers can almost blindly accept and sell again
The ST 1100, which was fully developed right from the start, shows down to the smallest detail that thorough testing in the
The focus was and not the computer simulations that are so widespread today
For me, the ST 1100 is the best touring machine in the sum of driving behavior, reliability and value retention. If the statement applies to a motorcycle, it
had just retracted with a mileage of 50,000 kilometers, then definitely on the Pan
European
The ST 1100 is an absolutely recommendable, well-made and extremely reliable tourer. Due to the high demand, especially from Scandinavia and Holland, we are happy to buy an ST 1100 if the condition and price are right
The Pan European was not a sure-fire success at the beginning, you had to
Do a lot of persuading before selling. Today the ST-1100 owners are among my most satisfied customers, and there is already a long list of interested parties for used vehicles
The most frequently required spare parts for the ST 1100 are probably the mirrors, the crash bar covers and the case lids due to minor accidents when maneuvering. Otherwise goes with a pan
European practically nothing broken, mileage of well over 100,000 kilometers is more the rule than the exception with the ST
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