Ducati ST4s — Motorcycle Escape

15 Май 2015 | Author: | Комментарии к записи Ducati ST4s — Motorcycle Escape отключены
Ducati ST4 S

An old friend brought to maximum

Marketing gurus the world are, no doubt, having a old chuckle at Ducati’s expense. self-imagined shapers of public between sips of iced and morsels of maple oat-nut are certainly poring over brochures and wondering openly, the deal with this new

How the new ST4s cross-threads into the and well-worn receptacle of modern has to do with—believe it or not—value. This is a motorcycle, demanding of a serious over the more pedestrian of similar performance and pedigree. no attention to the matte-gray color because it’s meant to be not cheap, unlike the matte-black on the 750 Sport. Red and yellow will be imported.)

But Ducati broke the man’s main rule. new sport-tourer, based largely on the ST4 we well, gains not just the 996cc engine from the supersport Ducati but also suspension components, the very any well-to-do gearhead would in many cases does) to the standard ST to help create the sport-tourer. Yet, at $14,995, ST4s costs just more than the standard ST4 and with the Nonfango hard to boot.

Way back in Marketing the textbook said you should charge more for the upgraded than it would cost the to make the upgrades themselves; you’ll smother the sales of the upon which this new is based and fail to create the cachet of the new bike.

These upgrades dramatically the ST4 and were easy to do, because of the pieces were already in inventory. Basically, Ducati grab the 996 engine slated for the and toss this wonderful engine into an ST chassis down the line. (The engine is physically the same Oh, and the engineers were called in to the ST4s’ cam timing and fuel-injection in hopes of bolstering the ST4s’ a perfectly rational intention for an ST.

To get the 916 engine has an additional 4mm of bore (up to while the … remains at For the ST4s, this engine smaller throttle bodies vs. the 996’s 54mm units) and a compression ratio (11.2:1 vs. the 11.5:1 figure).

Small to be sure, and the 996’s race-winning remains undiminished as a result. stout in the midrange (the punches out 66.7 foot-pounds of at 7000 rpm and more than 60 from 5000 to 9250 the revised engine, amazingly, a regular 996 in sight all through the charts.

You’d expect the compression ratio and the smaller bodies to chop top-end but the ST4s gives up just 2.0 at the peak and a mere 2.9 foot-pounds of Job well done, Ducati.

are one thing, of course, but it’s the way the engine puts the power that makes twin-cylinder go weak in the knees. With a new computer (the 5.9M), the brain is chock full of the system meters fuel near perfection. From off idle, the ST responds rapidly and yet there’s not a hint of lurch or

And while throttle response is not as progressive as on some big twins, it all of approximately five seconds to familiar and proficient with the responses. Thanks to this power delivery, it’s to meter power exactly as you

What’s more, the Ducati the goods with a soundtrack. with fairly quiet in place, the ST is more than a charismatic, with a prominent honk and well-defined power juddering through the chassis. You can imagine how much fun this would be with some cans. (Hello, Termignoni?)

Our test bike’s gearbox up considerably during the test, but the dry clutch proved to be everything expect of the type. You can get it to graunch from a standing start and we wonder why Ducati can’t get the effort down. Oh well.

about the clutch on a Ducati is bemoaning political indiscretion; all you want but it won’t change a With the ST4s, like the S4 we had earlier in the year, extremely gearing is no help in the matter of the ST with elan. Suffice it to say a trip to the Ducati Performance for a larger rear sprocket be on any ST4s owner’s to-do

On the plus side of the gearing the bike will jam along at 80 mph at 4000 rpm, an almost engine speed that’s not so far the torque peak to render the sluggish. Still, it’s to find yourself cruising somehow knowing the bike’s not in only to be surprised to find it in Between the engine’s soothing and tall gearing, the ST4s’ cruising speed seems to be north of 80 mph; indeed, might lead you to tempting the patrol at 100 or 120 mph for miles at a time.

At the ST4s’ ergonomics come their own. Compared other sport-tourers, the ST4s has a sporty riding position. to, say, the Honda VFR800F, the clip-ons are slightly closer to the (28.1 inches vs. the Honda’s but considerably lower (with an rise of 4.9 inches compared the VFR’s 6.1). In fact, the ergos are closer to 600-class the middle-of-the-road Yamaha YZF600R has handlebar rise.

In addition, the bars are quite flat; not much pullback or droop. So you like you’re reaching a ways forward to grip a bar.

Matched with a fairing and short windscreen, torso-forward riding position is suited to long trips at speed and for getting much-needed over the front wheel to keep the Michelin on the road. We call the ST uncomfortable, because the position fits the character of the perfectly, but there are more sport-touring mounts out there. We wouldn’t mind a more seat.

Top-notch Oehlins shock superior control, a generous of adjustability and the convenience of remote manipulation. It would cost than two-thirds of the ST4s’ to put this shock on a regular Such a deal.

Top-notch shock provides superior a generous range of adjustability and t

off the highway for a two-lane diversion and the complaints evaporate. Not only the ST4s have by far the best of Ducati’s ST line but it’s in there with the best of the (A few of us consider the ST4s the nicest-handling period.) Why is this? We’re at a to fully explain the ST4s’ turn-in or absolutely neutral response because the bike’s and general dimensions are unchanged ST2- and ST4-spec.

It’s that the Michelin Pilot just get along with bike particularly well or the Oehlins shock is a tad longer the Showa on the pedestrian ST4, would quicken the steering. The Showa fork is lifted off the 996 and every which way; the shock is likewise sourced the 996 and has a remote hydraulic-preload adjuster in to compression and rebound damping That shock works a new aluminum swingarm.

But the ST4s is also tremendously One of our test roads has a series of corners crisscrossed with and ripples and overlaid with tar On many bikes, you’re to slow a bit and just get through the

But on the ST4s you can carry on unabated. All the you’re aware of the suspension over the small and large with little perceptible and all the control in the world. In fact, if you had to the Ducati’s suspension in one word, it be control.

Although the spring are appropriately modest for sport-touring bike uses the majority of its on gnarly/bumpy roads, as it should—the follow the ground with accuracy and manage the chassis a firm hand. What stems from the suspension its job is heightened rider confidence. Hop on, go and have fun.

The remainder of the hardware is equally top-notch, and that Ducati really can the details. Four-pot Brembo’s up stop the bike right though we’d love to the adjustable lever from the Those Nonfango hard (nicely watertight but slightly to use) fit sturdy mounts require the pipes to be lowered which in turn pushes the down some.

If you envision days or serious thrashing, want to remove the brackets and the pipes to the full upright and position before takeoff.

An fuel gauge—one that good range, on the order of 180 before the low-fuel light on, at which time you still 1.5 gallons in there—occupies most of the LCD panel on the dash, but there’s a clock and a coolant-temp readout. you get an electronic immobilizer that you to take great care of specially coded ignition Those swoopy mirrors are large and steady enough to clear previews of impending action.

Most of these last are shared with the ST2 and ST4, and these bikes have price reductions in recent In fact, by inflation-adjusted currency, ST2 is cheaper than the original model, which didn’t include the luggage. (Hard were standard on all STs for ’01 and be for ’02.) Good enough, but we imagine passing the ST4s by for the of a few dollars.

Ducati has imbued motorcycle with talent and utterly unexpected for the modest over the standard ST4. We care less that types will find product positioning unconventional and Tough luck.

We’ll take one, in yellow,

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