Ducati

Ducati 900SS

Ducati say that the Supersport family represents tradition more than any other in its line-up: "At the same time, it is characterised by a constant evolution aimed at fulfilling the needs of sport bike riders who seek excellent handling combined with a smooth and tractable power output rather than top-speed performance."
That translates into: you're not going to get WSB developed engines. But these mid-priced Dukes, available in half-fairing and full fairing versions, have had a makeover by Ducati's top stylist Pierre Terblanche.
Just like the new 999, the new look is something you'll either love or hate. But upgrades include an Öhlins rear shock, newly designed aluminium swingarm with a 40% increase in stiffness compared to the previous 900SS, and new paint - metallic dark grey, with red rims. The classic red and yellow paint jobs are still available.
The Öhlins shock is fully adjustable not only in pre-load, compression and rebound but also in height. This allows you to vary the seat height regardless the pre-load - something other bikes in this price range don't offer.
The 900SS also gets a fully adjustable Showa fork so that you to fine-tune the roadholding to your own riding style.
All models in the SS range have seamless power delivery at low rpm, thanks in part to the electronic fuel injection, for smooth and comfortable riding both in the city and especially on the twisty stuff at high speed.
The Desmo twin-cylinder two-valve remains the same as earlier versions, with 80bhp at 7500rpm and 44ft-lb of torque.
All the models in the Supersport family are equipped with a Brembo Serie Oro braking system, featuring four-piston fixed calipers. For the 750 Sport entry model, the single front disc is 320mm with a 245mm rear. The 900 gets 320mm twin discs.

Ducati Dark Monster M600

Okay, so the mini-Monster hasn't got the grunt of its bigger bro's. But if you haven't got loads of cash and want an intro to Bologna's finest, then this is the bike for you.
And if most of your riding is around town or commuting on city rat runs, then the 600 is a better choice than the 900 thanks to its sweet clutch. It's also cheaper to insure, and you'll get around 45mpg.
Introduced in 1994, the M600 takes its engine from the Super Sport 600, which is actually lighter than the Monster. But because the Monster is geared down it is quicker off the line.
You can really enjoy the handling when you get on fast B roads in the country - the frame design was pinched from the WSB championship-winning 851 and 888 racers. Only on long motorway hauls will you really notice that there's only 51bhp at the end of the twistgrip.
Ducati introduced the Monster 600 Dark in 1998 - a snip at £500 less than £5500 standard Monster. The only difference is the mat black paint job, and the lack of a colour co-ordinated seat cowl. It was such a strong seller that Ducati dropped the standard 600 Monster for 1999.
The M600 is a bargain bike, but look carefully before you buy. The petrol tank is the same as on the 900 and a new one will cost over £700. The cam belt needs replacing every 12,000 miles - expect to pay £400 for the full service. Make sure any bike you are looking at has a full service history before you hand over your cash.

Ducati Monster M620

Ducati completed a major revision of the Monster range for 2002, but the model that deserves the greatest attention is the brand new Monster 620ie which, despite looking pretty much the same, uses a radically different engine and frame.
The engine isn't a simply bored-out version of the old 600 - it now boasts electronic fuel injection like the S4. The valves have also been increased in diameter which, together with a bigger airbox, improve the engine's breathing, reducing fuel consumption and emissions.
Power output is 9bhp up on the old 600, resulting in a broader rpm range and an increased top speed, besides providing increased torque for greater flexibility.
By adopting this system also on the 750, the entire family is now available with electronic fuel injection (except M600Dark).
At last, the junior Monster also gets twin 320mm Brembo discs up front. It also comes with a low seat option, and a learner-legal restricted power version is available. An immobiliser is fitted as standard.
The 620 range includes the S version, featuring greater ground clearance, carbonfibre side panels and heat guards, aluminium swingarm and S4 type headlight fairing cover.
Power delivery on the injected 620ie has changed radically, and allows a smoother power output and more comfortable ride for city use. At the same time it provides excellent response on more demanding country roads.
The new engine is housed in a chassis derived from the S4 Monster, which uses the engine from the 916, so you know it'll handle the power of the 620ie. It's 30 per cent stiffer than the old version. Swingarm is steel, although the 620sie version gets one in aluminium. The Sachs rear shock has adjustable rebound damping and spring pre-load. There's a fully adjustable Showa fork up front.
The old 600 wasn't a bad bike, but it really needed a bit more stomp. With 59bhp at 9500rpm and a top speed of 115mph the 620ie is a mini-Monster with bite.

Ducati Monster S4 900

The S4R is the most powerful, best-handling Monster ever - the engine is the same as fitted to the 996cc Superbike, and that liquid-cooled, Desmoquattro, fuel-injected, L-twin was derived directly from the World Superbike champion race bikes.
There's grunt on tap whenever you need it. The S4R's engine delivers 113 horsepower, a full 12bhp more than its predecessor, the S4. At the same time, engine torque has risen by 0.38kg to 9.68kg at 7000rpm. When power like that is combined with the S4R's light weight of 193kg (423 lb) you get a bike that's made for adrenalin junkies.
The S4R's uncompromising style perfectly matches its sport riding characteristics. The classic trellis frame and central fuel tank show off the Superbike engine and curving radiator.
Another distinctive feature is the radical exhaust system, with a pair of alloy double stacked silencers on the right. Additional styling details include carbon fibre covers and a front fairing that provides decent protection, without detracting from the Monster's lines.
The front fairing also houses an instrument panel with new graphics and improved lighting. The four Ducati colour schemes of red, yellow, black or metallic grey joined by a fifth for 2004 - blue with white racing stripe.
The Monster S4R gets a chassis set-up like that specified for the best Ducati sport bikes, and that guarantees confidence inspiring roadholding and handling. The rear suspension gets an all-new tubular alloy single-sided swingarm that is light and rigid, complimenting the Ducati trellis frame. The swingarm is graced by a new Showa shock absorber, fully adjustable for compression and rebound damping plus spring preload to satisfy the needs of the most demanding riders.
The same goes for the 43mm Showa titanium nitride coated upside down forks - fully adjustable and racetrack ready. The S4R also allows ride height adjustment separate from spring preload, allowing riders to set up their Monster to any road condition or riding style.
The riding position and controls have been developed to ensure maximum control and improved ergonomics. New variable section aluminium handlebars carry brake and clutch levers that are four-way adjustable. The rider and passenger footrests are new for 2004, and the two-piece forging allows the rear pegs to be easily removed for track days. And let's face it - if you've got a S4R then you're probably going to take it on a track day. Have fun.

Ducati ST2 950

It may be Ducati's "entry level" sports tourer, but don't let that put you off - the ST2 Sport Tourismo is a very capable motorcycle, and much cheaper to keep in good fettle than the upmarket ST4 and ST4s.
More oriented towards touring, the ST2 features a very smooth power delivery, with high torque at low rpm. The engine is a big-bore version of the old 900SS unit. Now 944cc, the two-valve, liquid cooled motor delivers 83hp at 8500rpm and 61 ft-lb torque at 6500rpm.
Pay another £1400 for a new ST4 and you get the 916cc four-valve, liquid cooled engine, with 103.5bhp at 9000rpm. The top of the range ST4s gets the 996cc four-valve engine derived from the 2000 Superbike world championship contender. Maximum power is 117bhp at 8750rpm.
But while the ST4 and ST4s get trick suspension that wouldn't be out of place on a track tool, ST2 is equipped with 43mm upside down Showa forks that can only be adjusted for pre-load. The rear suspension is fully adjustable. It's enough to tweak the bike for the roads you'll be riding in typical touring use.
But if you really must take your ST2 on a track day, you can swing the exhausts up out of the way for extra ground clearance.
Ducati and Brembo go together like bread and butter, so the ST4 comes with two 320mm front discs and four-piston calipers and a 245mm rear disc and two-piston caliper.
Paint finish is metallic dark gray frame and wheels and metallic silver gray for the engines. Besides the classic red and yellow, there is also a metallic blue and a silver version of the ST2.
Top speed is over 130mph, and you can expect 40mpg - that means 180 miles between fill-ups. Just what you want from a sports tourer.

Ducati ST4 900

Ask anyone to name the top sports-tourers, and the chances are they'll forget to mention Ducati. It's easy to understand why the ST4 doesn't register on most riders' radar - think Ducati and you think World Superbike and the race-bred 916-996-998 dynasty.
But the 916-engined ST4 makes an awesome tourer, with sportsbike handling and a stonking motor that pulls hard all the way to 160mph.
Ducati's Sport-touring family includes three models. The ST2 is the "entry level" model, oriented mainly towards touring, and competitively priced. The ST4 is a classic, the best compromise Ducati can offer between Touring and Sport. For those with deep pockets, the ST4s is designed for a sport-touring rider more oriented towards sport use, wanting not only comfort and versatility for long trips but also performance even when used on the track.
The ST2 is equipped with the 944cc two-valve, liquid cooled engine, which delivers 83bhp at 8500rpm and a torque of 61 ft-lb at 6500rpm. This puppy is the top of the sports-tourers when it comes to fuel economy and tank range.
The ST4 features the 916cc liquid cooled four-valve engine with a maximum power of 104bhp at 9000 rpm and a maximum torque of 66 ft-lb at 7500rpm. It's also smoother than the two-valve ST2.
Finally, for the ST4s is equipped with a motor derived from the engine that competed in the 2000 Superbike world championship. It offers a maximum power of 117bhp at 8750 rpm, a torque of 72 ft-lb at 7000rpm.
Front suspension features 43mm upside down Showa forks, with fully adjustable (pre-load, compression and rebound), which allows you to adjust the bike to your own riding style. The rear suspension of the ST2 and the ST4 is based on a fully adjustable monoshock absorber. The ST4s gets a fully adjustable Ohlins monoshock, with pre-load remote control for fast and simple adjustment. The ST4s also features five-spoke Marchesini wheels, directly derived from the Ducati Superbike. They're approximately 1kg lighter than the other two models.
All three bikes are fitted with top-quality Brembo brakes with two 320mm front discs and four-piston calipers, and a 245mm rear disc and two-piston caliper.
The ST Dukes may have a fine lineage leading right to the racetrack, but they are also supremely comfortable long-distance mile-munchers - even with a passenger. Other sports-tourers like the Honda VFR and Triumph Sprint ST can't live with the Duke on a fast road.
Make mine a yellow one.