January 14, 2001ST2/S First Ride Report Since I have to go away on business for about 10 days next week and I was itching to ride Matt Spencer's handiwork, I took the opportunity to test the ST2/S yesterday January 13th (I'll use Ronman's moniker since the bike deserves it). The weather forecast, as I was contemplating the 300 mile trip from Jackson, was somewhat promising in that it didn't specifically mention snow although hazy, cloudy but balmy mid 30's were bandied about. Leaving Friday night I overnighted in Evanston, WY under cloudy skys. My 7:00 AM departure for the 85 miles to Salt Lake was greeted by snow & then more snow as passed through Park City & continuing yuck as I dropped into the Salt Lake valley. Great. I refuse to ride the bike on wet winter Salt Lake streets because they are usually wet from the stuff that gives the city it's name. Well at least I can hear the bike run before I turn around and drive back.
After doing a bit of Sam's Club shopping & hanging around with Steve, Matt, & some squid who calls himself Gary Eagan for some hours a patch of blue became visible in the distance, then some actual shadows, then - damn - a dry line. Cool! Figuratively and literally. With a little help from Doc Widder I suit up.
The starter works hard against the 11.5:1 compression but fires after a brief hesitation to a somewhat lopey idle. The sound is different with a clear "edge" to it. Clutch in. First gear. Oh yeah, Nichols flywheel. A bit more throttle than usual so I don't stall the bike in front of Gary. No need, the engine torque overcomes the low rotating mass. Ease out onto 2700 South and gently accelerate, second gear 7,000 RPM. Chop the throttle. Better test the engine braking before I join the Salt Lake drivers who are often like LA drivers on crack. Good, the engine slows the bike but without any hint of impending lockup of the cold rear against the compression & the lack of flywheel.
I-80 west. Let's get some heat in the tires first. As I ease the bike into traffic the bike seems as it was before the engine tweeking; as if no modifications were done. Everything seems normal to me except for the seeming willingness of the engine. But then I haven't ridden it in a couple of months either & I could be rusty. The engine is completely tractable with no noticeable additional harshness or vibration.
Twelve miles out I take an off ramp to check the tires. OK. Point it back onto I-80 & let's see what it'll do. Ease up to 4k & a quick roll onto full throttle. Whoops 9k & I'm not accelerating, 2nd gear same thing until I ease off and the rear decides to hook up, 3rd gear and the rear hooks up after a tic & damn I've got to shift again. The combination of the engine's power, the light flywheel, and the 14 tooth front sprocket keep me busy. 6th gear & the rear of that rapidly approaching service truck says - what? - Highway Patrol on it. That's a new one on me but better back way off. Must have been contemplating the next donut shop since he (she?) makes no indication that I'm part of their world. Good, the stealth HP truck takes an off ramp. 3200 RPM, top gear, & nail it. The bike pulls hard with a slight vibration through about 3600 where it smoothes out and just pulls strongly until I back off at 110 MPH indicated. Sheesh - no need to downshift for passing & where's all this traffic coming from? I never did find an opportunity to get the bike over 120 indicated.
A couple of hours later I'm back at Salt Lake Motorsports with somewhat chilled hands and a feces eating grin on my face. I couldn't be happier. It's as if I have a new bike. Power is available anywhere at any time and is completely tractable. Two up touring will only be enhanced & sportriding, well....
With the cold temps and the fine patina of crud on the roads I could never get the rear to hook up in 1st and 2nd gears with hooligan throttle inputs. It'll probably be a wheely monster when riding in rational temps & we'll see about the advisability of a 180 rear, although I'd hate to loose the quicker turn in of the 170. I will undoubtedly put the 15 tooth front sprocket back on the bike since the engine revs so quickly plus the reduced RPM's at speed will be welcome.
Are the performance mods. a rational decision and why not just buy an ST4 or wait for the 4s? Well for my case I think it makes sense. Van Singley, the Ducati North America service rep, agreed to replace my crank which suffered some minor damage from a loose stator nut. Hell I was able to put over 12k on the bike with the "damaged" crank. He suggested that if I was thinking of any performance modifications that I should do it over the winter when the crank is replaced & I'd only have to pay for the parts and any labor that went into porting since Ducati would be covering the rest. Say no more.
I now have the lower maintenance costs of the 2v and although I have my opinion of this bike's performance compared to the ST4, I look forward to Gary's impressions after he rides the bike. I'll reserve any comment for now. Can't wait to drag the bike down to Nevada in mid-Feb for a couple of riding days with Matt to get some real seat time!
Chris