St4s
ST4s
DUCATI 2002
The right tool no matter what the road
DON CANET
THERE’S THIS ROAD, MY CHOSEN TEMPLE OF TARMAC, the name and location of which I cannot divulge. Its very existence can be attributed to the timber industry, which swept through the area, leaving behind a swath of scarred landscape-and a perfectly paved section of swervery for delivery of felled trees to lumber mills. It’s well removed from the beaten path, not the most scenic of mountain routes, and leads to no place of importance, which has kept mass motorists from spoiling the sanctity of my private slice of sport-rider heaven.
Unfortunately, this favorite road of mine is a solid day’s ride-by interstate-from my home. Enduring superslab transit aboard a hardcore sportbike can be hell, while arriving upon a lesser machine would seem sacrilegious. Ducati’s just-introduced ST4s is built for such treks, blending comfort, convenience and, most importantly, high-performance into a single package.
Outwardly similar to Ducati’s existing sport-tour pairing of ST2 and ST4 models, the s version (yes, little “s”) comes endowed with superior engine and chassis performance. Powering the bike is the same basic 996cc, liquid-cooled, 90-degree V-Twin used in Ducati’s flagship sportbike. Engine tune is tailored-through use of less radical valve lift and timing-to provide a broader spread of torque that’s better suited to an everyday role. In spite of this, and a slightly reduced 11.2:1 compression ratio, the ST4s surprised even its creators by making more peak power than the standard 996 sportbike. It seems the exhaust system flows more freely than the signature under-seat routing of the 996. Our own dyno results showed the ST4s not only produces more power throughout the low-rpm range, but exceeds the 996 on top, as well. Comparing output to that of the 916cc ST4 is even more impressive, as the two bikes’ power curves share a very similar shape, but with the 4s holding a steady 10-horsepower advantage across the board.
Like the ST4, the ST4s engine’s most apparent difference from its pure-sport 996 counterpart is the use of more widely spaced gear ratios throughout the six-speed box. So tall are the top two cogs-both of which are overdrive ratios-I repeatedly found myself freeway-droning at 75 mph,
unaware that I was only in fourth gear. That’s a true testament to the smooth-running nature of the ST4s motor. Rhythmic power pulses flow throughout the midrange in a form of therapeutic vibration as prescribed by the late Dr. T.
Allowing the revs to fall below 3000 rpm while under load also produces much less of the make’s characteristic shudder and chug. Credit this to the ST’s additional flywheel mass-and what’s more, it’s also reduced drivetrain lash and improved shifting feel.
Typical of Dues, the ST4s’ hydraulically actuated clutch feels stiff at the lever. Fortunately, snag-free upshifts are achieved with only slight lever movement. Engagement is smooth by Ducati standards, too, as the dry clutch delivers chatter-free performance under normal use. Dragstrip-style launches remain abusive, as with other Ducatis. Our get-agood-pass-and-call-it-a-day approach netted a run of 10.89 seconds at 126.37 mph, showcasing the 4s’ strength over the 11.13-second/123.16-mph showing of the last ST4 we tested.
The Bologna boys didn’t stop with engine upgrades alone, but also generated weight savings in the most critical area. Use of 996-spec five-spoke Brembo wheels has trimmed some 2 pounds from the ST platform. Advantages are twofold: 1) Improved suspension action due to reduced unsprung weight; and 2) lighter handling as a product of less gyroscopic inertia. This has been offset to a small extent up front by a 1mm increase in brake-rotor thickness, making the Brembo 320mm floating rotors and four-piston calipers a bulletproof combination.
Sharing the same chromoly trellis frame as the ST4 has retained the familiar 24-degree head angle, while wheelbase has grown a few tenths longer to 56.7 inches-dropping five teeth off the rear sprocket to take advantage of the engine’s increased power accounts for the stretched stance. A stiffer aluminum swingarm is the final bit of chassis news.
Suspension has been upgraded at each end, a fully adjustable Öhlins shock at the rear and a low-friction, titanium-nitride-coated 43mm Showa fork up front. Easily reached and operated, the shock’s remote spring-preload adjuster makes for quick adjustments. This proved to be a very useful feature on a bike intended to accommodate a wide range of passenger and cargo loads. The compressionand rebound-damping knobs are equally accessible and require no tools to adjust. You’ll need to bust out the under-seat toolkit to alter fork settings, though.
Speaking of the seat, well-padded and nicely shaped as it is, its flimsy base presents a security problem.
Held on by a keyed latch at the rear, the seat can easily be bowed up at its midsection and lifted from the front to reveal any contents in the storage space beneath. The helmet locks-a pair of clothes-hanger-sized wire hooks beneath the saddle-are less than confidence-inspiring, as well. As long as we’re nit-picking here, we also didn’t care for the sidestand safety switch, which kills the engine when the stand is deployed, even if the bike is in neutral (at least utilizing the centerstand allows unattended engine warm-up). And take care with the barmounted high-idle lever, as the iull-on position runs the engine up to a startling 6000 rpm-not the best practice for cold starts, though on the road it does function as an ersatz cruise control.
DUCATI ST4s
Price.........$15,195
Dry weight...... 485 lb.
Wheelbase.....56.7 in.
Seat height.....32.1 in.
Fuel mileage ... 42 mpg
0-60 mph......2.9 sec.
1/4-mile.....10.89 sec.
........@ 126.37 mph
Horsepower .. 109.2 bhp
.........@ 8150 rpm
Torque.....67.4 ft.-lbs.
.........@ 7300 rpm
Top speed.....155 mph
Alps
A Top-shelf components A Also available In red and yellow (thank goodness) A Practical looks will help convince the wife A Performance will convince your riding buddies
Downs
▼ Who stole my helmet?
▼ Who stole my toolkit?
Aside from a few such oddities, life on the road with the ST4s is a blissful existence. Standard equipment includes a pair of “color-matched” (as though the matte-black paint were a color) removable hard bags that offer plenty of stowage capacity for commuting or touring. While the castaluminum clip-on risers impart a riding posture that leans a bit more to the sporting side of the spectrum, excellent wind protection, a good seat and decent legroom make long, straight-line journeys more than bearable.
There are plusher sport-touring options to be found, but few possess such sportbike soul. Hell, jack up the suspension settings, remove the saddlebags, pivot the mufflers up to their higher mounts, and the ST4s is transformed into a viable track-day tool. Its blend of solid-yet-responsive handling, strong brakes and attention-getting acceleration is not what you’d expect from a factory bagger. It’s a Superbike in traveling clothes. We’d change the little “s” to a big one and wear it proudly. □
