Ducati St4

Ducati ST4

A 916 you can live with

BRIAN CATTERSON

IT'S COMMON PRACTICE FOR auto makers to offer different engine packages for the same vehicle, but it's almost unheard of in motorcycling. Yet Ducati has done just that with the new-for-’99 ST4. Because aside from its 916-derived, four-valve-per-cylinder engine, the ST4 is exactly the same as the two-valve-per-cylinder ST2; the only visible difference is the numeral “4” at the end of the “Sport Touring” logo on each side of its tail.

There are, however, a few minor improvements aimed at addressing criticisms levied against the ST2. Most significant is the addition of remotereservoir master cylinders for the brake and clutch; identical to those on the new Supersport 900, these improve lever feel,

putting an end to the ST2’s “mushy” front brake. Almost as important is the new kickstand, which although still springloaded (and thus somewhat suicidal) is now straight rather than bent, making it easier to deploy and a tad less worrying. Another thoughtful touch is the shock’s new seven-position, ramped spring-preload collar, which is easily adjustable using a spanner included in the underseat toolkit. Also, the longer, M900-derived shift lever sent to early ST2 buyers as a retro-fit now comes as standard.

Other, less noteworthy changes include a more powerful, 520-watt alternator, new headlight venting to prevent internal fogging and lighter wheels. Last (but certainly not least), available color options now include red as well as black.

But while the ST2 and ST4 are almost identical in mechanical terms, they have distinctly different personalities. The most succinct way to sum up the difference is to say that where the ST2’s power delivery starts to tail off, the ST4 just keeps on going. This was confirmed by the CW dyno, on which the ST4 made 99 horsepower at 9400 rpm compared to the ST2’s 74 at 8500. The new bike also produces more peak torque-60 foot-pounds at 7400 rpm compared to the old bike’s 55 at 7000-though in fairness, the ST2 makes more

Supersport 750: Ducati's `99 Supersport lineup includes the 900 introduced last April plus the brand-new 750 shown here. Both will be avail able with halfor full-f airings, in red or yellow, with prices ranging from $8295 to $10,995.

I usable torque

aî lower revs.

_ Ip thanks to its

larger, 944cc

displacement. And in fact, this could give the ST2 a slight edge as a two-up sport-tourer.

As an all-out sportbike, however, the ST4 is clearly superior. Ducati’s stated goal for the ST4 was “to create a versatile motorcycle with excellent handling, equipped with an engine which provides the same level of performance as the best four-cylinder sport-touring bikes.” If by that they mean Honda’s VFR, we’d say mission accomplished-the ST4 is definitely in the same league in terms of function, performance and style. The only potential obstacle is price: At $14,495 (not including saddlebags, which are an $800 option), the ST4 rings in at 50 percent more expensive than Honda’s red rocket. Which leaves the ST2, at $12,495 with saddlebags, looking like a distinct bargain...

If, however, you’re looking for what is, in essence, a 916 that can pull double-duty as a sport-tourer, accept no substitute. □

Ducati 996

With the flag ship 916 Superbike about to cele brate its fifth birthday, and the rumored 75-degree V Twin replace ment still in the pipeline, Ducati could not afford to sit on its corporate hands for another season. So com pany brass opted to increase the 916’s displacement to 996cc (same as the firm’s racing Superbikes), in the process boosting output to a claimed 112 horsepower. Available only in biposto (read: dual-seat) versions, in red or yellow, it will sell for $16,495. Also slated for U.S. sale is the 996 Special, essentially a 996 equipped with SPS-spec thin-wall frame tubing, Ohlins suspension and a smattering of carbon-fiber. Available in limited numbers, it will retail for $20,995.