Cycle News - Archive Issues - 1990's

'COMPARISON, BMW R1100RT vs. Honda ST1100. (Left) The BMW offers more In the way of standard accessories than the Honda, Including, a stereo, heated grips and an electronically adjustable windscreen. (Right) The windscreen on the STlloo is' non-adjustable. Traction control is one of the ST1loo's unique features. hile we were testing these two bikes, prior to our trek to Prescott, picking a favorite seemed to be an utter impossibility. On one hand you have the ruthlessly Teutonic RllOORT, the modern iteration of the classic Boxer touring rig. which also happens to be a respectably capable back-road bomber. On the other you have the almost seductive, ob-so-red ST1100 - definitely the hot rod of the two - featuring all the usually disparate qualities that have made Honda famous in both the touring and sporting realms, but in one'bike. Despite their dissimilar origins, the net experience on shorter rides was confoundingly similar, But then we went to Prescott - the long way. Some 10 hours after leaving the Los Angeles area, the answer began to make itself more evident. The balance was tipping in the Beemer's favor, and the deal was sealed on the return trip. ' Where the Honda suffered in relation to the BMW was in comfort, and that's saying a lot for the German bike. After more than 800 miles of riding in two days, 1 would have preferred to spend the last leg of the trip on the more supportive (and adjustable) seat of the BMW, behind its more protective (and adjustable) windscreen, and in its cooler, uh, cockpit. When the ambient temperature J:'ose above 90, engine heat from the ST cooked my thighs like holiday hams. And the following day, in the cold high-desert morning of PJ:'escott, being greeted by the heated grips of the R1100RT made all the difference in the world. Overall, the RllOORT fit my tallish frame better. On the Honda, my long femurs placed my knees on the trailing edge of the middle fairing. which is fine for a short jaunt to the grocery store. But after burning a tank of fuel on the ST (over 350 miles), it's the little things that finally drive you over the edge, and the contact becomes an issue. Likewise for the ST's windscreen, which around town was fine, but at highway speeds my head was too high by just enough to put it smack into the turbulent air spilling off the top, making earplugs (and after a while, aspirin) a necessity. In contrast, the BMW's adjustable screen means you can choose - a steady blast in its lowest position or a pocket of still air with a slight pressure on your back in its highest. And putting the big twin's adjustable 'seat in its uppermost position meant that too little leg room was never an issue. Adding to the comfort of the BMW was its superb suspension, The Telelever front end's inherent anti-dive and excellent compliance and control made easy work of interstates and mountain roads alike - and the Paralever rear (with easy, no-tools preload adjustment) took the edge 'off all but the most heinous of potholes. Handling for the two bikes once into a comer was very similar. The difference was in etrtering a curve, the BMW accommodating directional changes with greater ease, partially due to the fact that it weighs nearly 100 pounds less than the Honda. As for the luggage, both sets of bags offer a good deal of packing space, though neither would fit my extra-large full-face helmet. Either set is easily removed, but in the Honda's favor, not needing a key every time you want to open or close a bag is definitely a plus and made dealing with the Beemer's cases seem far less convenient. The only area where I found the Beemer at a disadvantage was in the powertrain. The Honda's had an uncannily integrated feel, the linear, smooth power urging you forward and well abOve any posted speed limit. And it sounds great too. The BMW, on the other hand, feels more like an engine connected to a transmission connected to a wheel. And you won't find too much inspiration in the flat exhaust note either, But while the power from the BMW offers less zip just abOut eveJ:Yl'{here but at the very bOttom of the rev range, it's certainly adequate, and it too will compel you well beyond the legal limit without undue stress on powerplant or rider. In the end, though, the power and smoothness of the Honda weren't enough to elevate it above the overall better accommodations of the BMW. Yeah, the Beemer costs more but it will keep pace with the Honda in aU but the most aggressive sections of tarmac, while simply being more comfortable no matter the road or the weather. Mark Hoyer (Left) The modern cockpit of the RllOORT provides plenty of useful Information. W L ooking back over the past few weeks, after spending many miles and hours of touring and commuting on both the Honda and the BMW, J must admit that there are more things I like abOut the STllOO than the RllOORT, but when it comes to choosing which bike I'd spend my hard-eamed dollars on, as strange as it might sound, I'd most likely head down to my local BMW dealer. Why? Because the few things I did like better about the BMW were, for me, important things - things that can make the difference between an enjoyable ride or a miserable ride. But first: I simply loved the linear and smooth powerband of the ST1100, and the fact that there's hardly any vibration to speak of. I savored the Honda's precise shifting. its firm yet supple suspension, and the easy-to-use saddlebags. I also cherished the Honda's huge gas tank, and the TCS gave me peace of mind. Never used it, though, Basically, I like this motorcycle very, very much. But the BMW has a few outstanding features that, at least for me, outweigh all of the Honda's other advantages. First of all, the BMW fits my six-foot frame significantly better than the Honda; like Mark, my knees also rub on the comers of the fairing lowers, which annoys me to no end. Plus, the more-straight-up-and-down riding position of the BMW is more agreeable for those long days in the saddle. The BMW's variable-pitch windscreen is a tourer's dream, but what probably clinches it for me in choosing the BMW over the Honda is the fact that the bike's better suited for a wider variety of weather conditions, mainly the cold. The combination of heated grips, a dash-mounted "heater," tall windscreen and large fairing go a long way to keep you from being completely miserable on those frosty mornings and cold days. Plus, the protruding cylinder jugs also deflect cold air off the rider's feet and provide some heat, too. As you tan tell, I don't like being cold, and this is something I seriously take into account when choosing a touring bike. And then there's the stereo. Having a stereo on the BMW is an added bonus, even though the sound isn't the highest of quality. But for daily commutes on the slow-moving and congested freeway systems of Los Angeles, the stereo is acceptable. You can't listen to traffic reports on the Honda. While I very much like the appearance of both motorcycles, there's something about the BMW's concept-bike look that really captures my attention. Nevertheless, there still are several things that don't sit well with me when it comes to the BMW. I'm not particularly fond of the vibration, the sideways torqueeffect, the rear suspension, the awkward-to-operate sidestand, noisy gearbox, the overly complex saddlebags and the fact there's no glove box in the fairing. On the other hand, I also like the Beemer's plUl!h front suspension, torquey motor, modernlooking cockpit, adjustable seat, and rear rack. . Overall, bOth motorcycles perform remarkably similarly, despite each manufacturer taking completely different avenues to arrive at the same place. In my opinion, the BMW makes a better everyday motorcycle, a bike you can ride all year long in any weather condition, while the Honda is better suited for shorter jaunts in more touring-friendly climates. So, when it comes to' choosing between the two, I say, give me the heat. Kit Palmer

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