Honda STX1300

We put up 2000km on this bike - mostly on highway one, but with a fair smattering of challenging sport roads and even a bit of gravel thrown in. Oh, and some time through Brisbane, Sydney, and Melbourne traffic snarls. Enough to get a good picture of what it's going to be like.

As you may know, it's the successor to the ST1100, which came out in two versions. The first carried conventional two-piston brakes all round. The second, or A-model, copped an early generation of Honda's linked brake system (aka DCBS), plus upgraded suspension and wheels.

My first ride on the original was from Melbourne to Bourke, to Brisbane and back to Melb, about ten years ago. It, and a later spin, impressed me enough to buy one. It's since been sold, but is remembered fondly. This ride was a Brisbane to Melbourne jaunt.

Major way
As for the 1300, everything has changed in a major way. The powerplant has gone through a massive upgrade, the frame is completely different, and there isn't a single body panel on the new bike that would fit the old.

In the engine department, you score the lift in capacity to 1261cc, plus fuel injection and a rise in compression from 10:1 to 10.8:1 That means you now need to feed it high octane fuel. Power is up to a claimed 113 horses from 100, while torque has seen a lift from 111Nm to 117. Both figures happen 500rpm higher up the rev range than on the previous model . Combine this with an engine that spins more willingly and a dry weight lowered by around 20 kilos, and you have a package with noticably better acceleration. Though top speed isn't dramatically different at around 220kmh.

Transmission is five-speed, and works well, with a clutch that has a broad take-up. Throttle response at low revs in lower gears can be a little snatchy when the powerplant is cold, but this disappears once it's warmed up.

The brakes are similar to the A-model items, but are controlled with a much later edition of DCBS and seem to have grippier pad material. The result is more feel and much easier low-speed manouvering on the rear pedal. Surprisingly, there's no ABS.

I'd prefer conventional stoppers with ABS as an option. The DCBS creates that nagging doubt about how much braking force is going to which wheel, in tricky conditions.

Suspension is on the firm side, with the front end having travel reduced substantially over the previous machine - about 30mm. The ride can be harsh at times, though wheel control is excellent. It's a trade-off I could live with so long as the suspension was kept up to scratch.

A nice touch is the very easily-accessed preload adjuster on the rear shock.

The frame is the most 'together' effort I've experienced on a touring bike and, in combo with the suspension, makes it remarkably capable on sports roads. I simply couldn't get it to flex. It's very confidence-inspiring and better than many machines with more sporting credentials.

Real fuel consumption (versus what the instruments say) is around 14-18km/lt, which means a 500km range at 110-120kmh. The fuel tank, now mounted in the conventional spot, rather than under the seat on the previous model, holds a monster 29 litres. You get plenty of warning of low fuel, thanks to the onboard trip computer, which tends to be pessimistic. If you take any notice of it, you won't run out.

Accommodation
The seat/handlebar relationship is very similar to the old bike - perhaps a tad more upright - and works well. Three positions are available for the seat height, while the saddle itself is one of the most comfortable out there and an improvement over its predecessor. Shorter folk will like the fact that it's tapered at the front.

Legroom at both ends is generous, while the pillion scores good grab handles that are integrated into the stock luggage rack.

The windscreen is adjusted manually - a bit of a nuisance, but one less electrical thing to go wrong. At max height, it served me well (i'm about 190cm, or 6'3") with the saddle in its medium position.

It says something for the package that I did one 960km day - including a 430km non-stop stretch - and felt okay at the end of it. A little sore, but basically alright.

I'm assuming there's an accessory topbox available, plus a stereo. I wouldn't bother with the latter unless it can be fitted with headphones - you'd really struggle to hear it without them.

The panniers will accept the largest Shoei helmet shell, are properly integrated into the machine's bodywork, and are easily dismounted. Full marks, and the best package available at the time of writing.

One glaring omission is a cruise control. This bike cries out for one, and I'd be fitting an aftermarket unit (maybe from MCCruise.com) from day one.

I copped some engine heat on the lower legs on the pre-production bike, but am told by a UK owner that heat shields are now in the production run.

Overall
I'd rate this as one of the quickest point-to-point bikes out there. It's up against the Yamaha FJR1300 (more on the sports-touring end of the scale) and the BMW R1150RT (more equipment, but not as quick). It's priced at $22,900 plus ORC.

Existing ST owners will love it. Anyone who thinks touring motorcycles must be ungainly and dull should ride an STX - they'll be proven wrong.

Story: Guy Allen