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  1. Today
  2. Pokey151 started following Wednesday Black Mtn TT sunset ride (5/20/26)
  3. Pokey151
    I will be working tons of hours starting next week, so I would like to get a ride in. Usual meeting spot Main St Cafe 680 Main St, Ramona, CA 92065 sunset is 7:43 so I would meet at 5:30 and KSU 5:50? There are a couple routes, I personally like Pamo to the TT but open if people want to go the gravel road to Santa Ysabel Rd Black Mtn TT.gpx Anyone interested?
  4. Last week
  5. KTMrad
    Not for me.
  6. Koonzee
    DSM: Hello again. Thanks for sharing. You must do a good job maintaining your motorcycles. It will be interesting to learn how well new motorcycles hold up in twenty years. The complexity of the m/c features and integration of the info-tainment systems may be their weak spot. FortNine released a great video last week about a faulty TFT display on a newer Africa Twin, CRF1000L. The TFT display: 1. Needs to vent heat due to electronics & dun exposure 2. Is not water-proof 3. Is required to operate the motorcycle due to rich features AND VIN-dependent lock/key. 4. A display from a donor AT has to be UNLOCKED by an authorized Honda dealer. 5. and in 2026 the TFT display costs $4,850... almost $5k! 6. Imagine what it may cost in 2036 or 2046. 7. A 20 year old crf1000l or crf1100 with a faulty TFT display may just have to be totaled or salvaged due to the cost of the display. (IIRC, Garmin may manufacture the TFT displays for Honda...?) If that is true, Garmin could simply discontinue manufacturing them or discontinue HD/SW support....) Hopefully, the above will not be an issue in the future. My 36 year old XRV750 Africa Twin is like an old tractor and may just be rolling in another 36 years while the high tech motorcycles are scrapped or running with a degraded or limited third-party TFT display hack. Newer may not always be better... especially in the adv world or while solo touring in developing countries ... with water crossings. Check this out:
  7. DSM8
    The only other bike I ever had that was in the same ballpark was a 2007 DL650 V-strom It had 132K miles on it when I got rid of it. Only had to replace the throttle bodies because I wore out the pivots on the throttle plates. That was at 97K miles. Put 84K miles on a Stelvio before i sold that bike, one of the few I wish I had kept.
  8. Koonzee
    DSM8: Thank you. I don't think most people are aware of, or appreciate the quality of these machines. The ST1100 sets the benchmark for reliability and longevity of a machine with only regular maintenance. Possibly the most reliable motorcycle ever produced. More info from Claude Pro (AI) in response to an inquiry about highest recorded mileage on an ST1100.
  9. DSM8
    If I needed a commuter, this would be at the top of the list for consideration GLWS
  10. Earlier
  11. LivingTheDream started following Loreto to San Diego>>>One way transport
  12. LivingTheDream
    At the end of my wonderful March trip to Baja I left my Kawasaki KLR motorcycle in Loreto and flew home to Tijuana>CBX>San Diego. I am looking to hook up with some people who are heading north from Loreto to the border so I don't have to ride alone. I'd fly from Tijuana to Loreto and get my KLR. Anybody heading north before the end of May? I found a northbound transport service to move my bike from Loreto to San Diego and I'll let you know how it works out.
  13. LivingTheDream LivingTheDream changed their profile photo
  14. Koonzee
  15. Koonzee
  16. Koonzee started following Honda ST1100A with ABS-II, TCS and Linked Braking System
  17. Koonzee
    Reviving an old ad... I had hoped to sell the motorcycle to a potential buyer from WA.... since January fourth. I am moving on since he suggested holding it until July! Images will be posted later this evening. An ST1100A would be a great stable-mate with your dual sport! ----- 1998 ST1100A ABS-II TCS Online gallery with many more images: https://www.smugmug.com/gallery/n-44s453 Beautiful Black Honda ST1100A Motorcycle with ABS-II, TCS and Linked Braking System: $3500. Two NEW Bridgestone tires were recently mounted and installed. Tires were approximately $500. Mounting Cost: $100. Liquid-cooled 1084cc longitudinally mounted V-4 engine. Quiet and reliable shaft-drive system. Large 7.4-gallon fuel tank. Touring range in excess of 300 miles (480 km). Smooth power delivery of 100 HP and 82 ft-lb of torque over a wide rpm-range. Excellent protection from wind and rain. Always used Honda OEM oil filters and Mobile One full synthetic oil with 3,000 mile intervals. Great motorcycle for congested commutes to and from work, coast-to-coast touring, canyon carving or mountain passes. Experience touring with Honda's legendary bullet-proof reliability. Many ST1100's have been ridden over 300k miles with only regular service. One rider has documented 375,000 miles on his ST1100 with only regular maintenance or service! 1998 ST1100A ABS-II TCS Online gallery with many more images: https://www.smugmug.com/gallery/n-44s453 52,130 miles Corbin Seat (Retail $680) GIVI trunk, luggage rack & mounting plate ($400) (Accommodates two full-face helmets; Integrated non-wired lights) Knee Pads ($80) 90-degree valve stems. Clearview XL Windscreen (Alternate screens are available.) Digital Thermometer Digital Voltmeter Flashing Rear Brake Light Modulator Six Mounted Switches and Two Sockets for Electrical Accessories (Non-wired) Handlebar rises and fuel vacuum valve are included with the motorcycle. (not installed) Battery quick disconnect for Battery Tender Recent Service: (A local Honda dealer would charge $140/Hour. 8-9 hours for the valve adjustment service.) R/R Fuel Filter @ ~51,700 mls R/R Air Filter @ ~51,700 mls R/R Brake Fluid @ ~51,700 mls R/R Clutch Fluid @ ~51,700 mls R/R OEM Hand Grips @ ~51,700 mls R/R Oil; Oil Filter @ ~51,700 mls Valve Adjustment @ ~49k mls R/R Rear Gear Oil @ ~49k mls R/R Front Brake Pads @ ~49k mls R/R Rear Brake Pads @ ~ 49k mls R/R Coolant @ ~49k mls R/R Spark Plugs @ ~49k mls R/R Front Fork Fluid @ ~ 49k mls New Rear BT020 Tire, $200. New Rear BT020 Tire, $300. Motorcycle Forum: Anyone move from an ST1100 to an ST1300 and regret it? https://www.advrider.com/f/threads/st1100-anyone-move-to-a-1300-and-regret-it.328008/ ================== https://www.motorcycle.com/manufacturer/1998-sport-tourers-15299.html https://www.motorcycle.com/church-of-mo/church-of-mo-1998-sport-tourers.html https://www.motorcycle.com/features/church-of-mo-lightweight-tourers-comparison.html ================= The legendary Honda ST1100 is the most versatile sport-touring motorcycle available, featuring Honda's mighty V-4 engine, sport-bred handling plus long-distance comfort and convenience. Features & Benefits Engine • Liquid-cooled 1084cc longitudinally mounted V-4 engine produces excellent horse-power and torque over a wide rpm-range. • Shim-under-bucket valve actuation ensures high-rpm reliability and offers 16,000-mile valve adjustment intervals. • Belt-driven camshaft for smooth, quiet, reliable operation. • Four-valve-per-cylinder technology provides excellent combustion efficiency and high power. • Four 34.5mm constant-velocity (CV) carburetors provide crisp throttle response at all rpm. • Cassette-type five-speed transmission. • Quiet and reliable shaft-drive system. • Aluminum radiator keeps temperatures in check for consistent performance and long engine life. • High-output 40-amp air-cooled AC generator allows installation of varied electrical accessories, and delivers substantial output even at low rpm. • Clutch, main-shaft and drive-shaft dampers for reduced noise, vibration and driveline lash. • Maintenance-free hydraulic clutch. • Digital ignition system. Chassis/Suspension • Computer-designed steel frame is strong and positions the engine low for superb maneuverability and precise handling. • Wind-tunnel-designed and -tested fairing with Honda's Air Control Windscreen™ offers superb wind and weather protection, low noise and superior high-speed aerodynamics. • 43mm cartridge fork offers a compliant, controlled ride. • Torque Reactive Anti-dive Control (TRAC) reduces fork compression during braking. • Single-shock swingarm-mounted rear suspension system offers spring preload and rebound damping adjustability. • Wide, three-spoke cast aluminum wheels fitted with V-rated bias-belted tires. • Dual-disc front brake and single-disc rear brake. • Roomy cockpit and ergonomically designed, dual-density seat offer true long-haul comfort. Additional Features • Enormous, 7.4-gallon fuel tank (one of the largest ever supplied for a motorcycle) is located below the seat for a low center of gravity and offers phenomenal touring range in excess of 300 miles (480 km). • Detachable, lockable, color-matched 35-liter saddlebags are standard equipment, feature fold-down carrying handles and can each hold a full-face helmet. • Integrated fairing protectors for tip-over protection. • Breakaway rearview mirrors. • Fairing-mounted quartz clock. • Padded passenger grabrails. • Dual halogen headlights. • Integrated front and rear turn signals. • Fairing-mounted headlight adjuster. • Full instrumentation includes fuel and temperature gauges. • Integrated ignition switch/fork lock. • Single ignition key operates all locks. ============================== Smiles Through the Miles Sportbikes are great, but they'll break your back on a long ride. Full-dress tourers are a pain to hustle around the canyons. What weapon to choose when you want to combine some fun with serious mileage? Let's see, we want serious ground clearance, good handling, sticky tires giving good feedback, combined with enough tankage for at least 200 miles between refills, a fairing that gives enough still air to hide in during a rainstorm with enough space to pack that overnight bag and a camera. Oh, and maybe room for a passenger too. And a heater would be nice, too, for those snow-capped mountain passes (think we're kidding? One of the bikes here has one). The three machines reviewed here, BMW's R1100RT, Honda's ST1100 and Kawasaki's Concours are all long-legged highway mile eaters, aimed squarely at the sport tourer who wants to cover miles and enjoy them too. They share a common mission: To put fun in any day or weekend long ride. Lets call it smileage. Design criteria of the Honda ST1100 was that the bike should be able to transport Herr Tourer and passenger across the Autobahn at over 100 miles per hour for a full tank of gas, and do it with comfort and style. Goals that one would think might be counter to the needs of the American public. But with local speed limits being raised faster than the stakes at a high-dollar poker game, the big red bike begins to make much more sense. In the time since its release in 1991, there have been only minor changes from year to year -- a different color one year, additional moldings the next -- and the same holds true for the 1995 model. The most striking change this year is the color. It's now the same bright red as the VFR750R. Rider comfort has been improved by adding two small vents in the wider and more rigid windshield to decrease the amount of back pressure -- the force that pushes on the back of the rider causing a strain on the neck muscles. The "wings" on the sides of the bike, actually guards to protect the bike in case of a tip-over, have been increased in size. The right wing has been modified to accept a cable-type locking device, for greater security. When Honda purpose-builds a motor for a specific bike, they mean it. They started with a 90 degree longitudinally mounted V4 motor that uses belt and gear-driven camshafts. A toothed belt driven off the crankshaft drives an idler gear to which one pair of camshafts is geared. The other half of the V has the same arrangement. The combination allows for easier camshaft removal and replacement during the infrequent valve adjustments, thanks to the shim under bucket actuation arrangement. Final drive is a maintenance-free shaft, long enough that the jacking effect from throttle position changes is kept to a minimum. Good stopping power for a bike of its size is provided by triple disk brakes with four piston calipers up front and a twin-pot unit out back. Honda's TRAC anti-dive is built into the left fork leg and activated by the left front brake caliper. It works remarkably well, without the harsh feeling we seem to remember on older bikes when braking on rough pavement. Anti-lock brakes -- some of the best in the business -- and traction control are optional as a different model, the ST1100A. Honda's removable bags are much nicer and easier to use than those of the aging Kawasaki, but they have a long way to go before they can hope to match the quality of the BMW's. When the bags are off the bike, hinged trim pieces fold down to hide the bags' mounting hardware. The locking mechanism that keep strangers from walking off with your bags attaches to a tab behind the passenger footpegs and can be awkward to access. When mounted, the rear of the bags seem to be unsupported and tend to flap around. Watching an ST go by can be either amusing or disconcerting, depending on whether or not he's carrying any of your luggage in his bags. But that's the only area we could fault the ST1100, mechanically. If it weren't for the BMW in this test, we're sure that we wouldn't be making such a fuss over the bags. It's just that the Beemer's are that much better. Out on the more or less open roads of Southern California, it is easy to see that the ST would shine on the Autobahn, through the wine countries of France and Italy, or in the Swiss Alps. The smooth torquey motor just loafs along at about 2500 rpm in top gear at 60 miles per hour. It certainly doesn't complain about such treatment and would be quite happy to go well over 300 miles to the next gas stop that way, but with the low mounted handlebars and the high non-adjustable windshield, there isn't the windblast necessary to take the weight off the rider's wrists at those poky speeds. No, this bike would definitely be happier, as would the rider, either zipping along at triple digit speeds or winding up the throttle through some serpentine mountain pass. And just because it looks like a touring bike doesn't mean it can't handle a few curves. The suspension at both ends is both compliant and well damped, and the solidity of the frame and forks adds to the bike's composure through fast sweepers. There is ample ground clearance and the stock tires offer enough grip for even the most adventurous canyon carver. The bike's fun factor is let down just a little by its weight. Hard corner charging on a 660-pounds-dry bike -- that's roughly 100 pounds heavier than the BMW -- with luggage and seven gallons of gas is going to get the rider a serious dose of adrenaline. It's capable of going fast, just do it smoothly. In all, the ST1100 is a good -- very good -- sport touring bike. The Europeans know what they want in a bike and when Honda set out to build one for them, they did it the only way they know how, with refinement, quality, and for a decent price. In fact it was because of the price that half of Motorcycle Online's testers chose the ST over the BMW R1100RT. A bike dubbed as a "Touring" model must be able to provide a level of comfort that will allow the rider to stay in the saddle for the hours and miles required to meet the day's tour agenda. It must also provide enough luggage capacity to let passenger and rider bring along enough gear to keep comfortable both on and off the bike. Which brings us to the Honda ST1100. Great looking, beautifully finished, and not overdone like the Beemer, the ST has the right stuff -- large, easy to remove saddlebags, logical, well-laid-out gauges and controls, and comfy ergonomics in a well balanced, great handling package. But most important, the Honda's big V-4 is the perfect touring engine -- good low-rpm response and as smooth as can be - for mile after mile after mile. Add in ABS and Traction Control for 3,000 dollars less than the BMW, and the choice is clear. The Honda ST1100 gets the Number One vote. But the most efficient of the pack has got to be the ST1100. It has the character of an Accord, but the country-covering ability of a Peterbilt. And it costs a lot less then the twin, which means that in about five years I'll be able to afford one. Performance-wise, they're all up to the task and can handle anything the open road offers. Only the Honda, though, delivers the level of comfort and engine smoothness I require in my touring mounts. Both the BMW and the ST1100 have great ergonomics and fit me well, but it's the Honda's steady, sophisticated V-4 powerplant that provides me the satisfaction to go the distance. === http://www.motorcycle.com/shoot-outs/1998-sport-tourers-15299.html That left us with the big boys, the Autobahn burning, 100-mile-an-hour traveling, road-devouring, big-bore beasts such as Honda's ST1100 (winner of our original sport tourer shootout: Smiles Through the Miles), The ST1100 is Honda's ultimate high-performance compromise, specifically engineered to handle in turns, go fast, and do it over long distances. "In most ways the ST1100 is superior at freeway riding: Better weather protection, cushier suspension, relaxed ergonomics, and a power band that's all midrange. " Every escape from Los Angeles involves a freeway. In most ways the ST1100 is superior at freeway riding: Better weather protection, cushier suspension, relaxed ergonomics, and a power band that's all midrange. In jurisdictions that allow lane splitting, maneuvering through traffic is easy. Its narrow and low-placed mirrors aren't at the same height as most car mirrors while the bags tuck in nicely and the fat powerband tugs you past any obstructions. Out on the open highway the K is still edged by the ST, because the K's ergonomics are uncomfortable for many riders. The rear sets are too far forward and the reach to the handlebars is far too long. If your interested in overall utility, a mix of freeway and back road touring capability and price, give the nod to the Honda ST1100, the first bike in MO history to win consecutive shootouts. If you want to travel vast highway miles at a serious clip but desire to to scoot down the scenic route with a few extreme leans thrown in, if you are a disciple of function believing after all is said and done that character and soul lose out to utility, then the ST1100 is for you It's comfortable, one of the most comfortable motorcycles I have ever ridden. It has excellent wind protection and great ergonomics. The ST1100 is also smooth and fast, so smooth that it's easily to wander into triple-digit speeds without really noticing. Even more so than the ST1100, triple-digit speeds are virtually unnoticed until you see the flashing red lights in your mirrors." I felt the Honda had more low-end punch at slower speeds, but lacked the BMW's rush of power at the higher revs. Both bikes had excellent ground clearance, only the foot-pegs touched down. This bike comes out on top because it's cheaper but still does everything (kind of) the BMW does, and with enthusiasm. It looks good, handles like a dream, gets you there in comfort, and also commutes, runs errands, and is built with typical Honda quality. The well-laid-out dash of Honda's ST1100. On the left is the headlight adjustment knob, easily used, even on the road. On the off chance that the well-placed mirrors whack a car, they break away without any permanent scars. Doing this yourself aids in adjusting the mirrors. http://www.motorcyclenews.com/bike-reviews/honda/st1100-pan-european/1989/ For anyone looking for a long-distance tool the Honda ST1100 Pan European is probably one of the safest bets around. The only problem is availability -- owners rate them so highly that low-mileage machines are rarer than hen's teeth. Not that mileage matters as the motor and construction quality is thermospherically high. The Honda ST1100 Pan European's DOHC V4 motor is so smooth and its delivery so linear that it redefines notions of ease. Reliability and durability is second-to-none. The five-speed gearbox never finds anything but drive and in top 90mph is met with just 4500rpm on the clock. You can hit 130mph, but that's not really the point. http://www.motorcycle.com/shoot-outs/1998-sport-tourers-15299.html Reference to an owner's forum and an ST1100 owner reporting 375,000 miles with only routine maintenance! http://www.st-owners.com/forums/showthread.php?115490-Highest-Mileage-ST1100/page3 1. Re: Highest Mileage ST1100 I have never had my engine apart. Just routine maintenance. I should have more miles on it but have ridden an 07 FJR I got this winter 10,000 miles so far this year. I have still put more miles on the ST1100 this year though! http://www.visordown.com/road-tests/road-test-honda-st1100-v-st1300/4736.html Road Test: Honda ST1100 v. ST1300 Beloved of the happily middle-aged (and the police), unobtrusive, but more than capable of letting fly on a twisty road, Honda's ST1100 was a marvelous thing. The Honda ST1100 Pan European was one of those bikes that quietly got on with doing the job it was designed to do. And that was to provide something just short of a full-dress touring bike in a slightly more manageable (and cheaper) form, at the behest of the European, not US, market. That's exactly what it did, throughout its entire 12-year lifespan, which stretched from 1990 to 2002. Along the way it won an army of dedicated and loyal fans, like some bikes do. When it was replaced by the faster, gruntier, lighter, shorter and much funkier looking ST1300, there was a faint muttering among some of the Pan People that Honda had missed the mark with the new bike, and the point of just what had made their original Pan so special. It didn't help that the ST1300 suffered an unusual (for Honda) series of problems, including high speed stability issues, sumps grounding out ruinously and various recalls - all of which, some three years later, are a dim and unpleasant corporate memory for the big H. But come on - a healthy dollop of extra capacity for the V4 engine, fuel injection, lots of bells and whistles (including an electric screen), surely the revised Pan must be a revelation compared with a bike conceived almost in another era of motorcycling. We would've thought so here at TWO Towers, but the muttering hasn't quite gone away and it seems the Pan Clan haven't migrated in massive numbers over to the new model. Why's that then? And is the current ST1300 actually a better bike than the old ST1100? And if not, why not? Or so, is it the people's resistance to change that's the problem? Plus, perhaps a little more saliently, with the new model a chunky £11,500, and late model '02 Pans available from five grand, if you're in the market for a solid tourer that'll last forever, what to do? Damn all these questions... In order to find some answers I started with Garry Mackay at DK Motorcycles. Garry knows lots about new and used motorcycles, and the people that buy 'em. As ever, he proved illuminating. "When a brand new Pan was announced," he says, "the anticipation was high. By chance we bought a dozen or so of the old model, simply because it was so good and we had them at the right price. But then with the recalls that the ST1300 suffered, I think that people's confidence in the new bike took a bit of a knock, especially as the ST1100 was so bombproof. But even more surprising was that ex-ST1100 owners were telling me that the new bike wasn't as good as the old one. The ST1100 still had such a following that we were selling ST11s to ST13s at a ratio of ten to one for a while." Hmmmm. Not what I'd have expected. Who is the average Pan customer then? "Middle-aged," says Garry, "definitely no youngster but at the same time not your grandad. They like doing serious miles, on a bike that they can hustle around corners a bit. The press reports on the ST1100 always helped in that regard, and it is a bike you can have fun on. We still sell loads of 'em, because they're such a strong bike for the right money. Honda customers seem to buy them in the main, maybe coming from VFRs or Blackbirds. The ST1300 attracts a more nomadic type of customer and doesn't have the loyalty factor of the ST1100. "Maybe the new bike seems a bit too intimidating, and looks a bit... flash. And for a middle-aged bloke, perhaps 'flash' is not at the top of the list of his requirements. He wants a mile-munching big bike that isn't covered in garish bits of trim and whatnot. Mind you, Honda do this sometimes, when the VFR got V-TEC we had quite a few customers trying out the new one for a while, but then swapping back to the old. Don't get me wrong; the VFR800 V-TEC is a great, great bike. It's just that the model before it may have been better..." Blimey. Manufacturers can and do make mistakes when they evolve their motorcycles but the arguments usually centre around whether a bike's nature has changed in the evolution. And arguments, by their very nature, are subjective, as are opinions. In my mind there was only one way to sort the Pan confusion out - get a pair, and own both for a good while. So, for the last week I've had one of each: a late '02 ST1100 with ABS, and a fully-loaded brand spanker ST1300 direct from Honda UK. One, I have to say, I really don't want to give back. But I'm not telling you which just yet. With some help from TWO's performing dwarf, Daryll Young, weighing both took 10 minutes. Fully fuelled, the ST1100 came in at 335kg (with a top box and panniers) while the ST1300 tripped the scales at 330kg (panniers, no top box). Not a massive difference, but also an anomalous one because ST1100 myth has it that it's a lighter, smaller machine than the ST1300. That illusion does hold up if you play bike leapfrog and hop from one to the other - the older bike feels more compact. It may be a result of the ST1300's bigger fairing and angular styling opposed to the ST1100's smoothed, almost Ford Mondeo-like lines. The riding position of the ST1100 is a little more relaxed, since the ST1300's has you leaning slightly forward toward the bars, instead of them coming out to meet you just so. It's just that fraction bit more sporty feeling than the laid-back ST11, but both seats are broad, well shaped for a myriad of arse shapes, and very comfortable. To ride, they do feel very different. The ST1100 has a reassuring lengthy and solid feel, from 1mph upwards. It's unflappable, yet rolls around easy enough in and out of corners. A 330kg motorcycle is no featherweight, obviously, but the ST1100 hides its weight well, and low. The engine, fed as it is by four 34.5mm CV carbs is smoooooth, and ticks over at a mere 3700rpm when cruising at 70mph. There are no surprises lurking under those plastic flanks; you turn the throttle and the bike goes, simple as that, seamlessly, quietly. I took quite a buffeting at motorway speeds, the screen lip just the wrong shape to smooth air over and around my helmet but, apart from that, time spent on the ST1100 passed efficiently, if unremarkably. 'Unobtrusive' is the word I wrote in my notebook after a 100-mile trip. You can chuck the ST1100 about, it stops hard and the ABS works unobtrusively. It isn't a bike that issues any challenges but the more time I spent on it, the more I understood that this is the very reason people have got so attached to the original Pan. You know it's going to work every time and that, even fully loaded, after a 500-mile motorway day, you can still hoot through a set of bends and enjoy. The ST1300 does, however, dish out a challenge or two. The engine eats the old bike for breakfast, lunch and dinner. It's got an edge, a growl to it that tells you straight away it's got a whole lot more going on. Looking at the dyno figures only tells half a story - the ST13 is stronger torque-wise in the 3-5000rpm range, and packs an extra 5bhp up top. On the open road, side-by-side with the ST1100, the ST1300 picks up its skirts and fair marches away from 70mph. Faster by a long way. But relaxing? I'm not so sure. It'll pick its front wheel up in first. The ST1300 seems shorter-geared, indicating just under 3800rpm at 70mph, a full 100rpm more than the ST1100. Not a major difference, granted, but these little things start to add up. At anything over 80mph the front goes light, depending on cross winds and what angle the screen is set at. It never feels risky, just completely at odds with the stability of the old model. Having said that, the ST1300 handles far better than a touring bike should and, in my opinion, far better than the old bike. It's accurate, fast-steering and hauls up really hard, the Combined Braking System and ABS doing a proper job of stopping the beast. I was unprepared for just what a tool the ST1300 is - combine the chassis' nimbleness with that rorty motor and you're talking about a bike that's a lot of fun. The leccy screen's a novelty. The heated grips are, of course, ace, but I found the keypad controls down on the left side of the fairing a bit fiddly to use. The older bike's thermostat-like dial gauge is simpler, and easier. I also found the 'negative' LED display hard to read - there's a ton of information there, such as litres per mile used, etc, but it's hard to assimilate. There's not a lot in the fuel economy, though the difference in the bikes' natures could cause you to want to cane the ST1300 guzzling gas, rather than drifting along on the ST1100, gently sipping away. Which really, is where we start to get to the crux of this matter. To my mind, the new Pan is a better Pan than the old Pan. But I'm in my late-middle 30s and a long way from the older target audience the original bike's gathered over its lengthy existence. So the very reasons that make the ST1300 appeal to the likes of me make it much less so to the people that bought it originally. Maybe this was deliberate. If you do want all of the above, then the new Pan's expensive but a bloody good bike. If, on the other hand, you don't need the performance, but favour practicality and comfort, a late model Pan is a bargain. It's half the price, but more than half as good. One man's ceiling is another man's floor, after all. Associated with Goldwing Concours R1200RT K1200LT FJR ST1300 GL1200
  18. bajadog
    Wow, No new posts in 3 days.
  19. DSM8
    Does beer drinking count as lifting? Inquiring minds want to know
  20. JonnyL

    Kug! Happy B-Day!

    JonnyL replied to Dress4Less's topic in Open Discussion

    Ken! Thanks for the shout out, its been while since i last had a moto, but back at it. Yes def the adventure bike, i wouldnt mind meeting up with some of the flying monkey crew and go for a ride. I think my bike has a flying monkey sticker from the last owner. Talk soon!!
  21. Mr.JAJA started following Moab and Montana ride
  22. Mr.JAJA
    I have the privilege to drive my Lady around for here Horse back riding. So I loaded the TT600 on the front carrier and had some fun in Moab and Darby Montana to ride the Forrest roads. Most roads above 6400 feet are still closed with snow blow or fallen trees. Still did 220 miles in Moab and 90 miles in Montana. Tomorrow will be the last ride before we heading south again.
  23. KTMrad started following Corral Canyon Trail Maintenance and Corral Canyon Trail Maintenance
  24. KTMrad

    Corral Canyon Trail Maintenance

    KTMrad posted a calendar event in Community Calendar

    until
    This Saturday, May 2nd, is a maintenance day starting at Four Corners at 9:00am. Moto Ed will be working on Ranger trail. There will be food (cooked breakfast, come early) and prizes. The forest gets credit for volunteer hours and that really helps, so come out and trim some trails.
  25. KTMrad

    Corral Canyon Trail Maintenance

    KTMrad posted a calendar event in Community Calendar

    This Saturday, May 2nd, is a maintenance day starting at Four Corners at 9:00am. Ed Stovin of San Diego Off Road Coaltion will be working on Ranger trail. There will be food (cooked breakfast, come early) and prizes. The forest gets credit for volunteer hours and that really helps, so come out and trim some trails.
  26. KTMrad started following Corral Canyon Trail Maintenance
  27. KTMrad
    I can't go, my eye is still recovering from surgery and I shouldn't be doing anything in dusty environments or any bending or lifting for another few weeks.
  28. cj54x
    I will be out there in the Jeep!
  29. kkug

    Kug! Happy B-Day!

    kkug replied to Dress4Less's topic in Open Discussion

    Hey Jonny --great to hear from you .I had no ideal you rode moto . Rich and Randy are animals . Do you get out with the Flying Monkeys ? Looks like you are set up for a BDR or Two --Thanks for posting . P.S. If you need to go to a old time bicycle shop stop by Old Town Bicycles in Temecula .
  30. Motoed started following Corral Canyon Trail Maintenance and Corral Canyon Trail Maintenance
  31. Motoed
    This Saturday, May 2nd, is a maintenance day starting at Four Corners at 9:00am. I plan on working on Ranger trail. There will be food (cooked breakfast, come early) and prizes. The forest gets credit for volunteer hours and that really helps, so come out and trim some trails. I'm bringing my 300, come ride with me. Ed Stovin
  32. Motoed
    This Saturday, May 2nd, is a maintenance day starting at Four Corners at 9:00am. I plan on working on Ranger trail. There will be food (cooked breakfast, come early) and prizes. The forest gets credit for volunteer hours and that really helps, so come out and trim some trails.
  33. Motoed
    This Saturday, May 2nd, is a maintenance day starting at Four Corners at 9:00am. I plan on working on Ranger trail. There will be food (cooked breakfast, come early) and prizes. The forest gets credit for volunteer hours and that really helps, so come out and trim some trails.
  34. Kirkw
    Going on a long-ish full day ride starting in N. Escondido. It's all street and lots of slower twisty roads and some familiar roads as part of it too. Large parts of it are roads where 10-25 mph is about as fast as you'll want to go. I have it so you can break off at several spots if you don't want the full day. created 2 maps for each half. Lunch/halfway point is in Pine Valley at Frosty Burger. Kickstands up at 8:30 am at the circle K off the 15 in N. Escondido. 26746 N Centre City Pkwy, Escondido, CA 92026 Anyway, welcome to come along. I ride at an easier pace cuz I like to look at the route features. If you show up, I'll see ya there. https://maps.app.goo.gl/yosEtu3XPiKbuAQc6?g_st=i https://maps.app.goo.gl/YstcB7q2A4bCroXb7?g_st=i
  35. J5ive
    I'm selling my 2015 Honda XR650L - has 4,230 miles on it. Asking $4,995. I just had my left knee replaced and getting the right knee replaced in a few months. I know 2 in one year...a lot of rehab. So, I'm going to be off the bike for a while - so I thought I'd let someone else enjoy it. Link to Craig's List: https://sandiego.craigslist.org/nsd/mcy/d/poway-2015-honda-xr650l/7930166125.html Any help or leads are appreciated Thanks, John
  36. SANRider
    With the listed route highlights, I think the closest thing to a freeway will be highways 78 and 79.
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