Stock ST1300 Dyno Run

dduelin

dduelin

Above all else tune my heart to sing your praise
Site Supporter
Joined
Feb 11, 2006
Messages
8,452
Location
Jacksonville
Bike
GL1800 R1200RT NC700
2024 Miles
023745
I thought I would post the numbers on my ST1300. The bike had 44,125 miles on it at the time, stock everything, +/- 23,000 miles on spark plugs & air filter. The numbers in the middle of the graph were at 6200 RPM.

05ST1300dyno.jpg
 
Interesting to note that the 1300 has no more torque than the 1100.

Found STick's runs from 6/22/96, torque shows 78, HP 92. That was all stock except for K&N air filter. That was on a Dynojet Model 100.
 
Last edited:
George said:
Interesting to note that the 1300 has no more torque than the 1100.

Found STick's runs from 6/22/96, torque shows 78, HP 92. That was all stock except for K&N air filter. That was on a Dynojet Model 100.
Click to expand...

There are lots of variables in rear wheel numbers on the same machine much less different ones. Mine are on the low side of those reported in print for the 1300 and yours is higher than some I found. Contemporary numbers on the 1100 were somewhat lower than yours - the low 70's for torque output. I ran my Beemer as well and it's numbers were ~4 less in hp and torque from a run a year ago on a different machine.

Regardless these 1100/1300 V4's have a great reputation for torque pumps.
 
Yeah, there's always variables, manufactuer tolerances, etc. Also, STick had over 50,000 miles at the test, well broken in.
 
bigbikerrick said:
I like how they do the "V" very similar in feel to a Guzzi, but with more power,and smoother! Its the way "The Vee was meant to be". I have always been a big fan of Honda V fours, having owned a couple of Magnas.
Rick.
Click to expand...
dduelin said:
There are lots of variables in rear wheel numbers on the same machine much less different ones. Mine are on the low side of those reported in print for the 1300 and yours is higher than some I found. Contemporary numbers on the 1100 were somewhat lower than yours - the low 70's for torque output. I ran my Beemer as well and it's numbers were ~4 less in hp and torque from a run a year ago on a different machine.

Regardless these 1100/1300 V4's have a great reputation for torque pumps.
Click to expand...
Torque "pumps" indeed! Makes it the ideal sidecar tug, IMHO. Its all about torque when pulling a good sized chair, especially with a good sized passenger in the car. Man, that V4 really shines in this situation. When you need to pass another vehicle, on the hilly 2 lane, Arizona roads I usually ride on, it makes a big difference in safety. This powerful rig ,with sidecar brake is awesome at doing a "whip lane change" when needed.HeHeHe.
 
The high torque on the ST is because two pistons fire at once, so it's like a big twin. Torque value nearly identical to my VTX1300 v-twin. However, the ST's 4 cylinder design means the pistons don't have to travel as far as they would on a twin (2x325 have a shorter stroke than 1x650), so you can rev higher for the same effective displacement. Because HP is really just a function of torque and rpm, higher rpms for a given torque value means more hp. So the ST beats the tar out of the VTX in terms of hp. The "V" aspect, specifically the 90 degree v of the ST, gives huge benefits in terms of vibration cancellation. Also the engine is shorter than an inline (which is why inline 4s are transverse, so they don't result in a stretched wheelbase).

I've wanted one for many years, now I have one and I'm wrenching more than riding, but it's almost sorted out. Not so much an issue with the machine as with how it has been cared for in the past.
 
Very interesting. Thanks for posting dd. When it comes to such info I am a just reader and absorber, not a learned one, so please keep it coming. :thumb:
 
OkieRider said:
The high torque on the ST is because two pistons fire at once, so it's like a big twin.
Click to expand...

That's incorrect.

The firing order is No. 1 - 90°, No. 4 - 270°, No. 3 - 90°, No. 2 - 270°.

No pistons fire simultaneously.

And the torque of the engine is because of the bore/stroke and cam timing/duration.
 
OK, you got me, not literally simultaneously. But for any one piston firing, the next one is on its heels, which is "quite soon" at even 3k RPMs. Perhaps more like a big bang (minus the resting time) than a twin.

While we're being literal, torque is more literally a function of the weight of the air/fuel charge for a given level of combustion efficiency. You don't get more torque out of a different size bore/stroke or with different cam timing except to the extent the different size or timing affects efficiency of combustion or the weight of the air/fuel charge.
 
Last edited:
I don't want to know how many hp or ft-lbs of torque, how fast was it going on that dyno? :rofl1:

Now that dumb question is out of the way, I've heard some horror stories by the guys who do the dyno runs about engines blowing up or the guy strapping the bike down making a mistake or the restraint system failing. In the last case, the bike really is going like a bat out of the shop - until it hits the brick wall.
 
OkieRider said:
The high torque on the ST is because two pistons fire at once, so it's like a big twin. Torque value nearly identical to my VTX1300 v-twin. However, the ST's 4 cylinder design means the pistons don't have to travel as far as they would on a twin (2x325 have a shorter stroke than 1x650), so you can rev higher for the same effective displacement. Because HP is really just a function of torque and rpm, higher rpms for a given torque value means more hp. So the ST beats the tar out of the VTX in terms of hp. The "V" aspect, specifically the 90 degree v of the ST, gives huge benefits in terms of vibration cancellation. Also the engine is shorter than an inline (which is why inline 4s are transverse, so they don't result in a stretched wheelbase).

I've wanted one for many years, now I have one and I'm wrenching more than riding, but it's almost sorted out. Not so much an issue with the machine as with how it has been cared for in the past.
Click to expand...
The ST1300 has a 360 degree crankshaft and takes two complete revolutions to fire all four cylinders. Like Shawn posted no two fire simultaneously. Bang Long Pause Bang Pause Bang Long Pause Bang.
 
Last edited:
Catmandu2 said:
cool Dave,,, can you throw up the bmw's chart as well ?? Cheers,, CAt'
Click to expand...
The Beemer was my 1981 R100. I'm not sure I can find a copy of that dyno run. When I sold that bike in 2012 the three ring binder went with it.
 
Last edited:
I've thought of putting one of my bikes on a dynamometer when they've showed up with portable ones in a trailer at events, but then I start thinking that it involves intentionally placing the maximum possible amount of strain on the engine and drive train.

1594269484758.png

"Thank you, no!"
 
Larry Fine said:
I've thought of putting one of my bikes on a dynamometer when they've showed up with portable ones in a trailer at events, but then I start thinking that it involves intentionally placing the maximum possible amount of strain on the engine and drive train.

1594269484758.png

"Thank you, no!"
Click to expand...
No more than a full throttle roll-on from a rolling start. It can handle it if you can.

"Pocketa pocketa pocketa"
 
You must log in or register to reply here.
Back
Top Bottom