The 5-speed transmission has had its combined ratios lowered approximately 6% compared to the current model, contributing to quicker acceleration and roll-on performance, especially when loaded for tandem touring. Power still feeds to the rear wheel by way of a clean, quiet and maintenance-free shaft final drive system that has been modified for lighter weight and even more reliable operation.

One of the most visible changes in the new ST, besides the new bodywork, is its massive yet lightweight new all-aluminium frame. Featuring wide triple-box-section spars reaching back from a massive cast aluminium steering head to solid cast pivot plates, this frame surrounds the engine in a diamond configuration, incorporating it as a central stressed member for exceptional rigidity and handling performance. Its new configuration also allows the more compact new engine to be positioned 40mm farther forward for enhanced ride feel and handling. Simultaneously, this modification allows the rider's seating position to be moved farther forward-and closer to the steering head-for further enhanced control and 10mm more legroom between knees and engine head covers.

This new frame also resulted in changes to its geometry and a 50mm shorter wheelbase (at 1,500mm), which combine with the above improvements to realise more neutral and responsive handling, even under the weight of a full touring load. Attached to the back of the frame is a highly rigid tubular steel seat rail designed to carry the weight of two and all their touring gear while ensuring optimum control.

The ST'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.

The new ST now mounts large, 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 manoeuvres, thus eliminating the need for the ST's original TRAC anti-dive system.

The ST's new aluminium swingarm is supported by a single, linkless monoshock damper that offers heavy-duty performance to handle heavy loads with smoothly compliant performance. In the ST's deluxe ABS version, a large, easily accessible control knob is also provided for quickly and easily adjusting the damper's hydraulic preload.

The ST's Dual Combined Brake System has now been brought effectively up to date with modifications that lighten and simplify its operation. Featuring a trio of three-piston calipers stopping a new pair of large-diameter floating disc brake rotors up front and a solid mounted rotor at the rear, the system delivers a confidence-inspiring balance of front and rear brake operation that brings it to a quick and sure stop with minimal effort, whether the rider uses both the hand and foot brake levers or only one of the two.

New to the system is an easily adjustable hand brake lever and a more compact secondary master cylinder integrated into the left front brake caliper's new cast aluminium pivoting mount in the same lightweight configuration currently used on the VFR and XL1000V Varadero.

As before, the hand brake lever controls the two outer pistons of both front calipers and the centre piston of the rear brake caliper (by way of the secondary master cylinder), resulting in an optimal balance of front and rear braking forces. The foot brake pedal actuates the two outer pistons of the rear brake caliper and both centre pistons of the front calipers, with a delay valve installed before the right-side caliper to slow its reaction and thereby reduce initial front brake response and its resulting front-end dive when the foot brake pedal is lightly used.

As in the current system, the compact secondary master cylinder integrated into the left-side caliper's pivoting mount increases rear caliper brake pressure through a proportional control valve (PCV) as its own braking force increases in response to front brake lever actuation. This results in a smoothly progressive application of combined braking forces that starts with the front brakes and gradually introduce a balancing amount of rear braking force as front brake pressure increases.

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