OK, so not enough people liked the ST3....

DKM

DKM

Member
.... but nobody could deny (nobody did deny) that it had a brilliant engine, newly developed for the model. Have Ducati no plans to use it in any other model?
 
Been trawling (trolling?) around the internet - there seem to be some vague rumours about an ST in 2009 with a detuned 1098 engine? Anyone heard anything?
 
I would have thought Ducati should be bringing a new ST out with redesigned bodywork 1098 engine to give an alternative to the Jap stuff around. They still sold a lot of the previous ST range and it's a huge market to compete in.
 
Steve748 said:
I would have thought Ducati should be bringing a new ST out with redesigned bodywork 1098 engine to give an alternative to the Jap stuff around. They still sold a lot of the previous ST range and it's a huge market to compete in.
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With the increased service intervals on the new engines you would think that would remove one of the main objections to someone buying a touring/sporting Ducati?
 
Previous extensions in the service intervals by Ducati have usually been achieved by increasing the service limits of the valve clearances. 2V engines originally had something like .003" inlet and .004 exhaust opening clearances and 0-0.001" closing clearances with service limits of about 2 thou on each of these. The specifications for the DS engines are now .004 to .006 for all the openers with a minimum of .002 and .000 to .002 for the closers with a maximum of .008" They might be getting a bit rattly by the time the need adjusting and it's not uncommon for the split rings that retain the valves to break due to the hammering they get.
I don't know how the recent increases in service intervals have been achieved but I don't think that it's due to mechanical changes.
 
239desmo said:
With the increased service intervals on the new engines you would think that would remove one of the main objections to someone buying a touring/sporting Ducati?
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AND if this 'partnership' with HD comes off and they make the new ST belt drive even more reason to re-invent touring Ducatis :)
 
Derek said:
Previous extensions in the service intervals by Ducati have usually been achieved by increasing the service limits of the valve clearances. 2V engines originally had something like .003" inlet and .004 exhaust opening clearances and 0-0.001" closing clearances with service limits of about 2 thou on each of these. The specifications for the DS engines are now .004 to .006 for all the openers with a minimum of .002 and .000 to .002 for the closers with a maximum of .008" They might be getting a bit rattly by the time the need adjusting and it's not uncommon for the split rings that retain the valves to break due to the hammering they get.
I don't know how the recent increases in service intervals have been achieved but I don't think that it's due to mechanical changes.
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Yep.... that's what I thought, although was it not .005 and .007 ??? The ST also had a flaw with it's liquid helium super conductors.......

sorry Derek, just having a laugh, WAY too technical for me :D
 
From a LOOKS and PRACTICAL standpoint the ST range filled a gap in the Ducati range. I do feel sometimes that Ducati have a "race or nothing" mentality. In the 21st century any manufacturer needs to be all things to all men (and women !!). Lets see what this NEW bike is going to be like, whilst a MULTISTRADA replacement, it might fit the gap nicely.

I still don't know why Ducati haven't got a SPORTSTOURER, if Kawasaki (ZZR) and Suzuki (Ugly Busa) can fulfill a market - then why not Ducati. The 1098 engine, and indeed MODIFIED SHAPE, in a Sports TOURER - I'll have one please....

2p, and apologies to Derek again :D :D :D
 
There is no way that the current Multistrada could be a replacement for the Sports Tourer Range. While it certainly has plenty grunt and the handling is probably much more than adequate, it's deficient in weather protection with only that little scooter screen and it's far too tall - for my stumpy little legs anyway, and I always thought I was about average at 5' 9". The thought of trying to manhandle a Multi fully laden with topbox and panniers, 2-up doesn't bear thinking about, not for me anyway. And it's far too plug ugly. I hope the "Strada Aperta" (?) gets some better looks.
Having ridden both the Multi and the 1098, I know which one I'd prefer. Pity about the size of the fuel tank though. I've seen a pic of a US 1098 kitted out with panniers which carried auxilliary fuel tanks for a guy doing a coast to coast on one of these Ironbutt rides.
What I'd fancy is a 1098 with a larger 21L tank, the bars raised maybe an inch or so with an appropriately higher screen and the engine tuned for torque rather than maximum power. if only :rolleyes: :D
 
Derek said:
They might be getting a bit rattly by the time the need adjusting and it's not uncommon for the split rings that retain the valves to break due to the hammering they get.
I don't know how the recent increases in service intervals have been achieved but I don't think that it's due to mechanical changes.
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Derek, have you felt how strong the closing so called 'helper' srings are these days? I'd call the modern motors, Sprung-valved Desmo engines!!!!! :rolleyes: ;) :)
I'm not sure I'd trust the valve collets to keep things in place for the length of time they are supposed to. Time will tell. How many high mileage (none fecked) modern (testastretta, DS motors are there out there)? - interesting.
 
ProjectImola004 said:
Derek, have you felt how strong the closing so called 'helper' srings are these days? I'd call the modern motors, Sprung-valved Desmo engines!!!!! :rolleyes: ;) :)
I'm not sure I'd trust the valve collets to keep things in place for the length of time they are supposed to. Time will tell. How many high mileage (none fecked) modern (testastretta, DS motors are there out there)? - interesting.
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Yes I have. I helped a friend service his ST4s last winter and showed him how to take the cams out to check the rockers. I showed him on the vertical cylinder and left him to do the horizontal cylinder himself. The daft bugger pulled out the closing rocker spindles on both inlet and exhaust :eek: What a struggle I had to get the rockers back in again :mmph: It took me an hour and a half to figure out how to get the first one in and make a tool to do the job. Even with the tool it took about 5 minutes to get the second one in.
Yet the helper springs on the 888 are very easily compressed to get the rockers back with fingers alone.
Mind you, the hairpin valve springs on the bevel singles also take a helluva compressing.
I suspect that the Testastretta engines will prove more long lived than the Desmoquattro engines, at least in terms of the valve gear but I'm less confident about the DS engines versus the older 2V engines. The older aircooled engines (monster and S) have been nearly bullet proof and generally very reliable but with a tendency to suffer from piston blow-by and high oil use at higher mileages, especially when thrashed. With modern production methods and better tolerances, hopefully this won't happen with the DS engines but time will tell how they fare.
 
...you know, we didn't run helper springs in the TT2 600 motor!! And the helper springs in the little 500 Pantah I had were so light, they were hardly worth it. :)
 
ProjectImola004 said:
...you know, we didn't run helper springs in the TT2 600 motor!! And the helper springs in the little 500 Pantah I had were so light, they were hardly worth it. :)
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Without the closing springs the engine relies on compression to keep the valve closed. So starting can be difficult and the motor won't idle very well. This is OK for a race engine where clearances are more likely to be to be at closer tolerances and idle doesn't matter but would be no good for a road bike.
 
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