We're fortunate enough to have one of each...a 1991 and a 2006. Both are exceptional....handling, comfort, gas milage, braking. My wife prefers the backseat ride on the older bike, so we kept it. Nothing more complicated than that.
Grok answers which is better, the ST1100 or ST1300
- Thread starter irunamok
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The better bike is the one you see as you pause to give it a quick glance while you are walking away with the slightest grin... 
Isn't it 12500 ft?
CFR Title 14 Chapter I Subchapter F Part 91 Subpart C
§ 91.211 Supplemental oxygen.
(a) General. No person may operate a civil aircraft of U.S. registry—
(1) At cabin pressure altitudes above 12,500 feet (MSL) up to and including 14,000 feet (MSL) unless the required minimum flight crew is provided with and uses supplemental oxygen for that part of the flight at those altitudes that is of more than 30 minutes duration;
We may have a different height restriction in Canada, but doesn't matter to the performance of a motorcycle the higher one goes the less power your going to have, unless you have a turbo charger.
It's been a while for me but if I remember correctly, 10k ft to 12k ft no O2 required for 30 min max in both US & Canada. That being said, no O2 at that altitude if you are older or a smoker is a VERY bad idea... even for 30 min... YMMV.
Ah! Canada. Same in EU it seems.
Several ski resort summits over 12k in the US.....but for most it's mainly downhill work. Chances are 11 might keep up with 13 on the downhill part......
My US spec ST1100 runs fine at high altitude. Have had it up to 14,000ft multiple times without a problem.Huh?!
Is that a US-spec/emission control related issue?
Our Grossglockner Alpine Pass heads up to 2571m/8435ft and I had no issues there (quite a number of beemers stall and are reluctant to fire again though...)
Rode the Col de la Bonette in France which goes to 2715m/8907ft and again, lower idle, but otherwise no issues...
So please elighten me why the US spec (rumored to even have "altitude control") shouldn't perform at such altitudes?
Shouldn't your smaller jets not even help to overcome enriched mixture at altitude?
Uncle Phil
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I took one of mine up to Pikes Peak (14,000+) and I was wondering if it was going to make it.
But I've two of mine over Monarch Pass (11,000+) with no issues.
And a couple over Tioga and Sonora Passes (almost 10,000) without any issues.
Also Loveland Pass (almost 12,000) without issues.
It is interesting to me that the one that had trouble up Pikes Peak is the only one with the PAIR system removed by the PO.
Don't know if that was the difference or not but I've always wondered.
But I've two of mine over Monarch Pass (11,000+) with no issues.
And a couple over Tioga and Sonora Passes (almost 10,000) without any issues.
Also Loveland Pass (almost 12,000) without issues.
It is interesting to me that the one that had trouble up Pikes Peak is the only one with the PAIR system removed by the PO.
Don't know if that was the difference or not but I've always wondered.
Mine doesn't have the pair system either (the pair system really has nothing to do with altitude). I don't follow Honda's "idle drop" procedure. I achieve the best idle for each carb and leave it at that. Whether this accounts for the absence of idle issues at at high altitude, I don't know (idle does drop slightly, but doesn't cause any issue). I do experience is a slight reducation in power, which is to be expected given the lower cylinder pressures, which you have whether carbureted or fuel injected. It pulls strongly all the way to the top of Mt. Evans.I took one of mine up to Pikes Peak (14,000+) and I was wondering if it was going to make it.
But I've two of mine over Monarch Pass (11,000+) with no issues.
And a couple over Tioga and Sonora Passes (almost 10,000) without any issues.
Also Loveland Pass (almost 12,000) without issues.
It is interesting to me that the one that had trouble up Pikes Peak is the only one with the PAIR system removed by the PO.
Don't know if that was the difference or not but I've always wondered.
ST1100Y
Site Supporter
LOL!
Indeed!And ever since the launch of the 1300 those 'assassinations'...
Doesn't matter if its a European Forum, an FB group, at occasions even here...
You are in an ST1100 section, debating ST1100 details, like suspension or final drive maintenance...
And BAM!, out of nowhere: "... but my ST1300 yadda-yadda better yadda-yadda ..." like beemer owners chewing your ears off that their K, LT or GS consumes 'only' 1ltr oil/1000km...
Damn! Back off! This is the 1100 section! <voiced: this is sparta!>
That 1300 of might share a plaque, but that's about it, a completely different motorcycle, only remotely familiar with the tame, stoic, steel framed, carburetor aspirated 1100...
Already hard enough to beat into folks that 3 different ST1100 model platforms exist... don't complicate things with attempts to sell a magnetic tank bag...
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This is actually the Bike Comparisons section... and my GSA and RT don't use any oil.LOL!
And ever since the launch of the 1300 those 'assassinations'...
Doesn't matter if its a European Forum, an FB group, at occasions even here...
You are in an ST1100 section, debating ST1100 details, like suspension or final drive maintenance...
And BAM!, out of nowhere: "... but my ST1300 yadda-yadda better yadda-yadda ..." like beemer owners chewing your ears off that their K, LT or GS consumes 'only' 1ltr oil/1000km...
Damn! Back off! This is the 1100 section! <voiced: this is sparta!>
That 1300 of might share a plaque, but that's about it, a completely different motorcycle, only remotely familiar with the tame, stoic, steel framed, carburetor aspirated 1100...
Already hard enough to beat into folks that 3 different ST1100 model platforms exist... don't complicate things with attempts to sell a magnetic tank bag...
ST1100Y
Site Supporter
Which detours the whole thread into the [laughing STOC] section...
As it should, as long as no one has messed with it...
As to the comparison 1100 vs 1300...
I did spend a whole weekend with the 1300... quite some time ago... solo, with pillion, urban use, in the twisties, even dogfights, etc... wrote about a page of my (and her) impressions about it (resting somewhere in the archives), which instantly enraged the "in-crowd" (those who called a back then brand new 1300 their own), rated as offending and pure heresy...
Different? Most certainly...
Better? Nay, not convincing...
I have both the ST1100 and ST1300 and it’s very clear to me, the better bike is whichever one I'm riding at the moment the judgment is made. 
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I agree, every bike I've had has been the best bike I've had.I have both the ST1100 and ST1300 and there it’s very clear to me, the better bike is whichever one I'm riding at the moment the judgment is made.
ST1100Y
Site Supporter
Yeah... I once had a friend like this...
While he owned the VFR 750 F (RC24) everything else was crap, his the best, always...
After he updated to the RC36, suddenly this was the best ever, anything else still crap...
Then the total change of direction:
KTM 1290 Super Adventure...
Much to the aggravation of his girlfriend, who couldn't climb on that rig anymore (probably his core motivation in this to begin with...
) And guess what?
Yeah, of course, KTM rulez, anything else sucks...
I do wonder where he'll get his spares now though...
How much for the bag did you say?LOL!
And ever since the launch of the 1300 those 'assassinations'...
don't complicate things with attempts to sell a magnetic tank bag...
Andrew Shadow
Site Supporter
Those variables are not what I was thinking of as their influence is present for all engines and can not be changed. Some naturally aspirated carbureted engines handle higher altitude better than others. My ST1100's handled higher altitudes better than any other naturally aspirated carbureted motorcycle that I have ridden. It would seem that there are design elements of engines, inductions systems, and carburetors, that can be used that allow the effects of higher altitude to be better managed and mitigated without adjusting the carburetor for altitude. I don't know what those design attributes are.
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Uncle Phil
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An interesting fact about the ST1100 is that it was designed by Honda of Germany to compete in the European market.
And since the Alps are kind of central to that market, I would think they had those 'higher' altitudes in mind in the carb design.
Just my humble opinion ...
And since the Alps are kind of central to that market, I would think they had those 'higher' altitudes in mind in the carb design.
Just my humble opinion ...
All I know is my ST1100 is handling the mountain passes way better than my 81 Silverwing, last ride home from our property in Williams lake BC , went to pass a Semi truck, up hill, passed the truck in no time. Looked at the speedometer and was surprised we were doing over a hundred mph,up hill.
Sure.....but want it or not, they do change.
That's why Dyno results are corrected based on ambient temp, pressure and humidity, for comparable standard power readings.
You can be on top of Mt Evans in bright warm sunlight and then freezing snow minutes later. You can only compare two bikes behavior if run in the exact same conditions.
And your 11 may also have had more ponies to begin with so it was still happily going even after having lost 20 or 30% of it. And maybe also better suited initial jets/idle mixture settings. The health of the ignition system can also play a role as flash over voltage will increase with density altitude. Reasons why some bikes may lose more power than the theoretical 20 to 30%.
Different riders will also have different criteria to decide which bike better suits them (and their wallet).
I rode both and liked them both. Went 13 mainly because of the larger 13 community in my area at the time and the outstanding White Courtesy Phone support from @Igofar.
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