Honda ST 1100 Pan European  ABS


Make Model

Honda ST 1100 Pan European ABS


1995 - 96


Four stroke, 90°V-four cylinder, DOHC, 4 valve per cylinder

Cooling System Liquid cooled


1084 cc / 66.2 cu-in
Bore x Stroke 73 x 64.8 mm
Compression Ratio 10.0:1


4x 32mm CV-type carburetors


Computer-controlled digital transistorized
Starting Electric

Max Power

101.4 hp / 74 kW @ 7500rpm 

Max Power Rear Tyre

3.9 hp @ 7250 rpm

Max Torque

11.3 kgf-m / 111 Nm @ 6000 rpm


5 Speed 
Final Drive Shaft
Frame Steel tube

Front Suspension

43mm air-assist fork with TRACK
Front Wheel Travel 150 mm / 5.9 in

Rear Suspension

Single-side conventional damper with adjustable preload and rebound
Rear Wheel Travel 120 mm / 4.7 in

Front Brakes

2x 296 mm discs 3 piston calipers ABS

Rear Brakes

Single 296 mm disc 3 piston caliper ABS

Front Tyre

110/80 V18

Rear Tyre

160/70 V17
Rake 27.5°
Trail 101 mm / 4.0 in
Wheelbase 1555 mm / 61.2 in
Seat Height 800 mm / 31.5 in

Dry Weight

297 kg / 654.8 lbs

Fuel Capacity

28 Litres / 7.4 US gal

Consumption Average

17.1 km/lit

Braking 60 - 0 / 100 - 0

14.6 m / 41.1 m

Standing ¼ Mile  

12.27 sec / 176.4 km/h

Top Speed

222.3 km/h

Although this bike was built in Japan, it was designed and styled in Europe with input from Honda agencies in Britain, France and, particularly, Germany. The Europeans specified that they wanted a bike that could cover long distances carrying heavy loads at high speed in supreme comfort, yet wasn't so firmly cast in the touring mode that it couldn't offer some sports thrills and everyday enjoyment as well.


They were after a big, easy handling, distinctly styled and equipped all-rounder especially built for Europe. The ST1100 Pan-European is what Honda in Japan delivered - a long distance deluxe Eurocruiser.


The key to the ST1100 is not high speed as such but sustained high speed. The design brief demanded that the rider must be able to spend three hours in the saddle without discomfort. So the ST comes with a large, spacious saddle, a big full fairing and windscreen, an ample 28litre fuel tank plus 35litre panniers and a comfy, studied riding position. It also comes with a large 1084cc V-four engine specially built for long distance operation.


The engine is quiet, smooth, vibration-free and flexible. Longitudinally mounted, the 360-degree crankshaft benefits from a direct driveline to the final driveshaft. The crank runs a balancer to help even out the big 360-degree pulses. The driveline contains numerous dampers. The dual camshafts are belt-driven. All these details reduce vibration and noise and enhance smooth operation.

The engine is not restricted to 100bhp but is in a fairly low state of tune. Redline is set at a conservative 8000rpm, although the unit will rev up to its limiter at 9500. Peak torque is a mighty 75lb-ft at 6500rpm. It is very understressed and the power it produces is fatly spread and perfectly suited to the long distance work intended. The V-four engine is noted for its torque and traction. The ST harnesses really usable power, meaning you can cruise all day at 130mph in comfort rather than in a blur of revs. It's been designed to haul a big touring load at speed without overloading the engine.


The steel frame does a fairly conventional job in housing the big engine — the bottom frame rails ride above the crankcases to help keep the engine weight and the centre of gravity low in the chassis. Similarly the huge 6.2 gallon fuel tank carries the gas low down under the seat (what looks like the petrol tank is a dummy cover). But its overall dry weight is still high at 6231b and pushing it around with a dead engine or heaving it on to its centrestand provides an instant reminder of its considerable poundage.


Once on the move though, the ST offers both a stately and sprightly ride: The action of the 41mm front forks and single shock rear suspension are well-suited to the long distance road, allowing lots of wheel travel and giving a plush ride. Touring details abound - the 28 litre fuel tank is good for over 250 miles before refuelling, the panniers are large enough to carry a full face helmet, the screen has adjustable vents to avoid high speed turbulence in varying conditions. There are well thought out detail touches too -like front fork covers to prevent stone chipping and pannier mount covers that fold down when the panniers are removed. The panniers themselves have toughened bases to prevent scratching when on the ground. The ST inherits the 'bamper-damper' crash bars first seen on the CBR1000 that ensure you don't have to replace the whole fairing if the bike falls over. The integrated mirror/indicator assemblies are designed to 'pop off' in the event of impact, avoiding fairing damage. They then just 'pop' back on again. The fairing has stash pouches for maps and the tool kit. The excellent instrumentation has a useful headlight beam adjustment knob. Finally, there are sympathetic mechanical considerations - the plugs and oil filter are easy to remove, access to the clutch is particularly straightforward.


Targeted against various BMWs and Yamaha's evergreen FJ1200, the ST1100 Pan-European is every inch a sports-touring flagship, a first-rate machine with a thoroughly researched design brief based on what European riders wanted from a big bike. It comes equipped with an excellently detailed specification. Just the sort of bike that encourages you to go home the long way. Around the world.