It?s been twelve years since the ST1100 Pan-European debuted on the European motorcycle scene and changed the face of motorcycle touring. Twelve years of providing strong, reliable performance, superb handling and luxurious comfort for a rider, passenger and nearly everything they might carry on a long holiday of exploring the Continent and beyond. Not to mention solid proof of the Pan-European's staying power and versatility.
Yes, there have been improvements along the way, notably the 1992 addition of the ST's ABS-TCS version, which introduced Honda's Antilock Brake System combined with a unique Traction Control System to help minimise the chance of skids.
This was followed by the 1996 integration of two highly effective Honda-developed braking control systems that showcased a new Dual Combined Brake System coupled with a smaller, lighter and more effective second generation of its phenomenally smooth-operating Antilock Brake System. Still, over the years the Pan-European has stayed true to its ideals of providing excellent long-term touring comfort and a roomy and elegant way to travel.
Now Honda have come up with an all-new Pan-European.
Riders are looking for lighter weight that translates to more responsive acceleration and overall handling. An advanced new aluminium frame and swingarm were thus called for, as were lighter, more advanced components such as the latest Dual Combined and Antilock Brake Systems, all of which add up to an astounding 15kg weight reduction, a 50mm shorter wheelbase, and more centralised mass for sportier handling.
Stronger power and a longer touring range were achieved with a complete reworking of the Pan-European's unique longitudinally mounted V4 engine, the addition of Honda's most advanced, high-efficiency PGM-FI fuel injection system and, in a new deluxe model, its ultra-clean HECS3 catalytic converter system. And although the same basic V4 engine configuration as the original Pan-European was maintained, extensive modifications were made to make it more compact, more efficient, more powerful and even more attractive when stripped of bodywork.
More luxurious touring comfort and better wind protection were also primary design objectives for the new Pan, with the sports riding potential of the VFR on winding roads and Gold Wing levels of comfort on the autobahns. The new Pan-European is not only a fantastic tourer, but also delivers swift and exciting sports bike performance whenever the mood or situation calls for it.
New features include the three-position adjustable seat height, and push-button adjustable windscreen providing quick and easy response to changing riding conditions.
The Pan's unique, longitudinally mounted V-4 engine is like nothing else on the road today. Proven over many years and millions of kilometres, it delivers inherently strong, torque-filled power and smooth, steady performance. For 2002, the big-bore engine gets a stronger jolt of passing power that more effectively corresponds to the heavy loads associated with two-up touring, with its primary goal being the strongest roll-on performance in its displacement class. The engine has been increased from 1084cc to 1261cc with increases to both its bore and stroke. This helped realise a breathtaking thrust of roll-on performance between 75-125mph.
The Pan-European's new engine is also more compact and shorter in overall length than that of the current model. This was achieved by moving the ACG from its current position at the back of the engine to a new location nestled in the "V" of the cylinder blocks, where it is driven by a compact and precise gear train. Up front, the current model's wide belt-driven cam drive was replaced with a slim, new chain drive for lighter weight, while the combined result of these changes is a 60mm reduction in engine length and a major reduction in the number of their respective component parts. Also, in order to realise a lower centre of gravity for the engine, its crankshaft was lowered 20mm within the crankcase.
The engine's four-valve-per-cylinder double-overhead cam design continues to ensure strong, reliable performance and superb combustion efficiency. Its cam-over-bucket direct valve actuation keeps operation simple while reducing maintenance requirements, and when routine maintenance does become necessary, the engine's head covers are positioned for easy access that allows even major operations to be performed with ease.
One of the most visible changes in the new Pan-European, besides its stunning new bodywork, is its massive yet lightweight new all-aluminium frame. No mere styling exercise, this new frame delivers Super Sport-level performance and more confident high-speed handling than ever before.
The Pan-European's hefty steel swingarm has also been dramatically lightened with new aluminium construction. Featuring the same right-side tunnel to enclose its maintenance-free drive shaft, this cast unit also incorporates a box-section extruded aluminium rail on its left side, providing superb tracking characteristics and a sportier feeling of control.
For sport bike-level handling, the new Pan-European now mounts large, new 45mm-diameter H-MAS cartridge-type front fork tubes, up from the 41mm units mounted on the current standard model and the 43mm stanchions used on its CBS-ABS+TCS variation. The fork's H-MAS configuration helps resist front-end dive during braking.
The original Pan is a hard act to follow, but it looks like Honda have got it right.
