Honda ST1100

The basis of the machine is a steel frame unique to the model allied to a longitudinal V-four that shows a lot of car heritage in its design, though you won't find it in Honda's four-wheeler range.

Along the way you score a full touring fairing with medium-height screen, panniers and plenty of accommodation for two people. It is designed to carry a couple and bags at high speed over most tar and meets the criteria pretty well.

The initial response from local media was underwhelming and, unusually, improved the longer the bike stayed in the market. This reflected owner/buyer experience - on the initial ride people feel a little overwhelmed. But as the kays grow, riders tend to fall in love.

Basic specs include 280 kilo dry weight, a monster 28 litre fuel tank located under the seat and modest 100ps power output.

The ST underwent a number of minor running mechanical and cosmetic changes over the years - the most notable being the replacement of the bank-angle sensor. This shuts the bike down if it falls over and, up to 1993, had some problems. Owners were given a free out-of-warranty replacement, so this should not concern any of the remaining fleet.

From 1995 Honda sold the ST1100A locally. This was introduced alongside the standard model, and features different wheels, anti-lock brakes using a linked three-piston system, plus traction control. The linked brake system (DCBS) on the bikes still being sold is the MkII version, a generation back from what you will find on the current Blackbird. As for the traction control, it is designed to sense rear wheel spin and back off the power until it's under control.

The standard model was phased out over the second half of 1998 at a list price of around $18,000. The A is still for sale and is currently listed at a shade under $20,000.

On the road
The ST's logical competitor at the moment is BMW's R1100RT, which carries more features (stereo and heated grips, for example) for a premium of around $4000. The Bimmer handles more nimbly, though the ST has a nicer powerplant.

There's no escaping the fact the ST is a big motorcycle, though much of the bulk 'hides' once you are underway. The V-four powerplant carries its weight reasonably low, while the under-seat fuel tank helps a lot, too. Particularly when there's a full load on board.

Comfort is good, with relaxed riding positions for rider and passenger. This is matched by suspension designed to soak up ordinary roads without fuss.

Handling is good for something its size, with trustworthy steering. The package rewards a capable rider with more-than-adequate sporting ability - you won't frighten good 'Blade riders, but will give ordinary ones a hurry-up.

Braking on the standard model is adequate, but nothing to write home about. On the A model, there's a lot more stopping muscle, though the linked brakes require some adjustment of riding technique for those more used to conventional set-ups. Clutch feel is fine, and the gearshift is on the slow side - accurate, so long as you don't pretend it's a Fireblade.

What makes the model is the powerplant, which has a stunning amount of grunt on tap from not a lot over idle through to just short of its 8000rpm redline. It's no tyre-smoking powerhouse, but will show a surprising turn of speed. That makes it particularly easy to ride quickly.

Fuel economy can be as good as 18km/lt at reasonable highway speeds, and won't drop below 15km/lt unless you are really hammering the bike. That gives you a fuel range of 420-500-ish km. Controls and instruments are all straight-forward, while the standard of finish is good. The panniers will hold the largest helmet shell currently available on the market.

The ST has been made user and tip-over friendly, with the inclusion of matt grey panels on the underside that are rock and grime-proof. There's also a set of steel-reinforced winglets on the lower fairing which prevent major damage if the machine slips off its sidestand. A welcome inclusion is a pair of particularly good mirrors, designed to pop off their mounts, rather than break, if you knock them against the side gate on your way through to the back shed.

Just as a quick note, we've ridden two STs with sidecars and highly recommend the model as a chair 'tractor'. The grunty powerplant handles the additional weight easily.

In the workshop
For a big motorcycle, the ST is cheap to run, mostly because full service (valve lash etc) interval is a generous 24,000km. We'd recommend changing the engine oil and filter at 6000km intervals between workshop visits.

Carburettor synchronisation is suggested between major services, though our experience is that a low-kilometre bike will happily wait until the workshop visit. The stock battery is a sealed, maintenance-free, unit and the rear drive tasks are taken care of by a shaft.

Checking oil level can be done via a sight-glass, while engine coolant requires the removal of the right-hand sidecover (easy) to get a proper look. Replacing the spin-on oil filter requires loosening of the belly-pan - a little fiddly, but within reach of the home mechanic. Access to the oil filler and sparkplugs is via easily-removed window panels on either side of the fairing.

Long-term owners should remember that the cam belts are due for replacement at 100,000km. With that proviso, we're told that the powerplants are very robust.

As with most four-strokes, treat smoky exhausts with suspicion, ditto noisy powerplants. The ST has a unique note, but is mechanically quiet. Which model?

The later the better, of course, with 1995-on running the current screen (it has large 'nostrils' cut into the sides to ease back-pressure). However we would cheerfully buy an earlier bike with a documented service history. Prices will vary enormously, particularly once the police versions currently in service reach the market. Civilian bikes are currently priced from around $10,000-up.

Improvements
ST1100s, like a lot of big bikes, are sensitive to tyres. A matched set in good condition is important for good handling. If the rubber's dodgy, you are likely to get a weave from the handlebars as you throttle off from 80kmh on the straight - or a gentle weave at most speeds when heeled over.

Our experience is that Bridgestone BT54s offer good directional stability but ordinary grip when cold and not a lot of feedback most of the time. Dunlop D205s offer much better grip and feedback, but aren't as stable in the last 10-20 per cent of tyre life. This is something you might have to experiment with, as results will differ with riding style.

A weak point in the handling of the standard STs is the front springs, which tend to sag by around 20,000-30,000km. We suggest a good set of aftermarket replacements - such as WP Racing as a cure. It costs around $250-300 and improves the bike's manners considerably - particularly under brakes.

An after-market oiled-foam air filter is readily available (from UniFilter, we suspect), and is well worth the price of admission given the long-term service savings over a conventional pleated paper item. Ask your workshop.

Two sizes of factory, color-matched, topbox are available and we recommend them. Beyond that, you might consider fitting the accessory 3M panel protection kit, available via Honda. It is custom-cut to cover the areas of the panelwork most likely to be scuffed.

Performance mods? Forget it. The bike is more than quick enough for its intended use.

Resources
There are plenty of good ST resources on the internet. A good place to start is the Australian ST owner site run by Craig Sinclair of Cowra (NSW). Try an internet search.

Story: Guy Allen