Picking Up The ST3

Sometimes I cringe when I take a moment and recall just how many 600 mile services I’ve been through over the past several years. Having now broken-in five Ducs over a four year span, it’s somewhat frightening to add up the number of coins I’ve deposited in the motorcycle service bank. It’s a totally irrational and perhaps insane act to go through this many times - Yet it’s also the only savings accounts I’ve got for my soul.

Perhaps even more bizarre then the sheer number of times I’ve been through this dance, is how the actual process of ‘breaking-in’ a motorcycle has transformed. I used to find it a mellow, easy going affair with measured steps intended to get to know the new bike’s personality — and I enjoy that aspect of it — but these days I find that I’m over it. I’d just assume get through breaking in the bike as quickly as possible. The reality is that any bike is a heck of a lot more fun once its engine is fully available. So while I wasn’t exactly stoked to have to swing by Pro Italia this morning yet again to pick up a post-600 mile serviced bike, I knew the ride afterwards would be a hell of a lot more fun.

And it was — because what had been a fun bike instantly became even better.

Obviously there are several schools of thought regarding breaking in engines. I’ll admit that on the 1098S I pushed the bike more aggressively before the 600 mile service but even so, I still haven’t exactly wicked the bike right to the edge yet. On the other hand, it seemed somewhat foolish to whip the ST3 up right out of the box. After all it isn’t exactly a bike that I feel a need to get maximum horsepower out of right away – rather its purpose is to run fast and fun but reliably. On my recent trip up the California Coast I tried to be rather vigilant in keeping the ST3′s revs down, short shifting a lot and generally at least trying to subscribe to the lawyer approved breaking procedure listed in the bike’s manual. But this morning, after picking up the ST3, it seemed like a good time to finally let the bike run itself out just a bit more.

So when MotorMilt and I hit the canyons for a late breakfast run, it was marvelous to finally feel the top end of the bike come to life. It took very little time to realize that one of my greatest attractions to the ST series is the 3-valved engine. Unlike the 2-valved bikes which red line far to early for my tastes, the ST3 hedges its bets closer to the 4-valved Superbike powerplants. The result is that I don’t find myself inadvertently hitting the rev limiter quite as much as I do on say a SportClassic but instead shifting in nearly the same manor and at nearly the same points as the 999 or 1098.

While working our way through the Santa Monica Mountains it was simply marvelous to finally feel the top end of the bike come to life. The sensation that resides at the top end of the stratosphere is Classic Ducati. Reverberating through your body with the kind of passion and emotion that evokes the bike’s purely sportbike spirit. It shakes and rattles with the same kind qualities and fundamentally cathartic experience as any previous Duc I’ve had – only with more comfort, less effort and the unique ability create a nearly everlasting grin for the entire ride. Right now I couldn’t be happier with both the decision to pick the bike up and how it thus far feels to ride. As it turns out, completely irrational acts actually can seem to make sense sometimes.

A few other thoughts:

• The Pro Italia Boys worked out quite a bit of the surging – though shades of it still exist from 3,000 to 6,000 rpms. While not ideal obviously, I’m cool with it for now. Down the road, a Termignoni Exhuast System and ECU chip sound like the likely solution.
• Halfway through the ride, the old man and I switched bikes and I did a few a miles on the BMW K1200RS. The difference in size is substantial. The ST3 is soooooooo narrow and light compared to the RS it’s not even funny. At times that can lead to the bike being blown around a bit, but I’d much rather deal with that then an extra 100 pounds of heft.
• But the biggest difference – and the clincher in my book – are the brakes. The ST3 offers the same confidence inspiring sensation up front as the 999. It’s the kind of feel and control that offers a rider the kind of faith to brake late and hard before a corner. The RS is nothing but mush in comparison. You squeeze and squeeze and squeeze until you feel like you’ve pulled the lever back to your wrists, which doesn’t exactly make trailbraking through a turn seem like much fun.
• While I still think that BMW luggage is designed substantially better – I have to admit that I’m growing more comfortable with the lids on the ST3. The more I get used to them, the better they appear in my eyes.
• While the ST3 suspension is not as adjustable at the ST3S, I stiffened up the rear shock a few clicks and the bike feels far more stable. Not sure I’ve got the suspension completely dialed in – so to speak – but I’m fairly certain that sacrificing some more comfort for more stability is in order.