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Driving report Ducati ST2
Spagati Bolognese
With the new Ducati ST2, the Bolognese are leaving the path of uncompromising sportiness and, after trying the less successful Paso models, once again dare the difficult balancing act between tourer and athlete.
Now it is time. A Ducati with a suitcase is like pizza with sausages, like cappuccino with whipped cream from a spray can. This is a breach of style, this is betrayal.
Hold on, of course it’s not that simple. Anyone who takes the time to listen to the arguments of the Ducati executives on this topic will understand. Because the ST2 is a simple reaction to the market development, which also predicts steady growth for the sporty all-rounder segment in the future. And since the 916, which has been successful for years, cannot be the sole guarantee for a secure future in the long run, Ducati must also have something to offer in the touring sport sector.
The first step into this new future is called Ducati ST2 and is presented to the curious trade press for the first time under the southern Spanish sun. The first ten prototypes glisten in classic Ducati red, fine silver and subtle black. Lo and behold, none of the machines carry suitcases. But still a reflection on the sporting tradition? No, the manufacturer is a bit behind with production, so that the storage compartments, which cost between 700 and 900 marks, can only be expected from September at the earliest.
The fact that the Italians are taking the new project seriously can be seen from the technical details of the ST2. Only the very best, is obviously the motto. The tubular frame comes from the 888 models, only the steering head has been made half a degree flatter. At the front, a fully adjustable upside-down fork from Showa takes over the wheel control, while the suspension system of the 916 is used at the rear. The Showa shock absorber, which is also fully adjustable, is gripped by the sturdy aluminum swing arm as well as a push rod and a rocker. The beautiful gear and foot brake levers also come from the 916 stock.
On the drive side, too, was not spilled, but padded. The heart of the ST2 is the two-valve engine that has been upgraded to 944 cubic centimeters. In addition to more displacement, the well-known Vau was also given water cooling and an electronic injection system. Although its predicted 83 hp are still limited in terms of performance, with a view to the more touristy interpretation of the concept, Ducati relies on a better torque curve and a fuller performance curve in the lower speed range.
So finally off to the first test drive. It starts with a pleasant surprise. The control lights in the cockpit finally meet Japanese standards. Even in full sunlight you don’t lose track of things. They even thought of a clear, easy-to-read digital fuel gauge and a clock. respect.
The revision of the engine has brought less significant progress. Still not particularly cultivated below 3000 rpm, the Vau thuds quite hard through the medium speed range. This enjoyable thirst for action disappears shortly after the 8000 mark on the rev counter. The Ducatisti hardly runs the risk of running into the electronic Brelimiter.
Timely switching is the order of the day, but that’s not that easy. The distance between the gear lever and the footrest is so small that even a size 38 boot will hardly fit between them. Otherwise, however, everything fits like a glove on the ST2. The high handlebars are perfectly cranked, the seat is comfortably softly padded, and the footrests are mounted deep enough so that your feet don’t fall asleep after half an hour due to insufficient blood circulation.
In addition to a slippery surface, the Spanish country roads around Jerez have holes and waves that will not disturb the ST2. It confidently smooths even the worst of edges without passing hard hits to the driver or even reacting with a fidgeting chassis. Above all, the softly coordinated hindquarters are convincing due to their incredible sensitivity in response.
In contrast to the thoroughbred athletes from Bologna, the ST2 does not have to pay for stability with restricted handling, especially at higher speeds. A plus point, which is not least due to the innovative technology of the new zero-degree steel belt tires from Metzeler. The ME Z4 is a model of stability with excellent handling properties on country roads. Even if the mixture on the rear wheel was chosen a little hard for the purpose of better mileage and thus lacks the familiar Bavarian grip, it is now possible to change direction at higher speeds without a crowbar. The Touring Ducati also proves its neutrality in an inclined position. It reacts calmly to spontaneous course corrections, bumps or braking maneuvers at any time without the annoying set-up moment.
Delaying is not necessarily the ST2’s prime discipline. A clear pressure point can hardly be felt at the front, the required hand force is, unfortunately, also very high, as with the clutch, and a particularly secure feeling simply does not arise. At the rear, even brutally operating the delicate foot lever, hardly any effect can be achieved.
Jacking up the ST2 also requires enormous effort. Despite the practical lever on the left rear footrest plate, this act of loading luggage should only be a case for well-trained weightlifters. And the operation of the side stand for little people is hardly possible without getting off. The support, which folds in by itself, is placed too unfavorably.
Ob the placement of the 700 planned and deliverable from the beginning of May in the German market works as Ducati imagines, remains to be seen. Because with the high price of 19,990 marks plus freight and suitcase, with the current dumping offers from the competition, one or the other interested party could forget their preference for Italian cuisine in order to resort to Japanese home-style cooking.
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