Sometimes, just sometimes, there is no middle ground of opinion, no equivocation and no compromise possible for those times, places, events or objects which excite lust, disgust, incomprehension, inspiration or apoplexy — anything but apathy. As with Marmite (that’s Vegemite to the antipodally-challenged) itself, you either love it or hate it, and, if you’ve enough confidence in your product, you can even make an advertising campaign out of it. To be a tad more specific, if you are a motorcyclist and have ever seen a Ducati Multistrada, you have an opinion. You will either consider it an abomination, to be consigned to the pit whence it came, preferably as the headstone of its designer, Pierre Terreblanche, or as a bold and unconstrained leap into the future of what a motorcycle should be.
Category: Bikes (Page 4 of 4)
Real world experience from a non-aligned writer (well, maybe a little declared bias when it comes to Ducatis, certain Porsches and EVs) on the riding and driving of new, old, strange and unusual machines.
Here’s where I come full circle: I’m doing higher mileages and longer distances — over 400 mile plus days on a 748 are entirely doable, but my back, neck, knees and occasional passengers are starting to ask telling questions. The 748 is also building a highish mileage, so everything points towards it being time for a change. Reluctantly, as I’ve had a great time with this machine — It does need a new chain and sprockets, and the rear tyre is looking just a tad distressed. Apart from needing a bit of a freshen-up at its forthcoming 18000 mile service, it’s running beautifully.
So what to go for? The first intent — a 999, in standard or S form, has already been dealt with, on the grounds of comfort and cost. The Aprilia Futura looks good (yeah, my taste is weird like that), but is a little characterless; the BMW R1150GS is great, but doesn’t quite do it, and the new Honda VFR800 is a two-stroke reincarnate. So it’s a Ducati ST4s, that’s what. The ST4s: take a concept — that of a sports tourer, then hand the development over to a bunch of Italian engineers who can’t, under any circumstances, bring themselves to put the ‘tourer’ before the ‘sports’. They started by taking the 996 engine, retuning it slightly for more low-down torque and stuffing it into the ST frame. They then found that, with the less restrictive low-level exhausts, it puts out MORE power than the 996, not less. Thus inspired, they went to town on the suspension, with a very shiny remote pre-load Ohlins rear shock and Showa Titanium-nitrided forks, complemented by lightweight Marchesini 5-spoke wheels. That’s nice, then. All wrapped in the now-trad ST bodywork, with big tank, comfy dual set and pillion grabrail. Not to forget the pannier mounts. And a centre stand. So practical too. Continue reading
There have already been more words written and opinions expressed on the Ducati 999 than on most machines of recent years — replacing something as iconic as the 916 design was never going to be less than contentious. Over the next few months we’ll all no doubt be reading test reports and comparisons on the 999 until terminal boredom sets in. We’ll see it being wheelied, stoppied, ridden knee down, elbow down and occasionally arse up, by road testers whose behaviour is entirely untempered by the need to pay for maintenance, tyres and damage. Good for them — we’ll enjoy the vicarious carnage.
Me, I’m neither particularly fast nor painfully slow, moderately competent on a good day and prone to the occasional braindead moment — pretty much like most of us, then. So this is the everyman opinion, albeit concocted over the course of a single hour-and-a-bit’s test ride. This test ride has been occasioned by the decision to change bikes — time to pension off the faithful 748 for something a little newer, perhaps a little quicker and possibly a little more comfortable — the old injuries are playing up.
So here are my very personal impressions of what is, in brief, dynamically the best motorcycle I have ever ridden; visually, one that I find to be something of a curate’s egg and which I found ergonomically, er, perplexing. Of course, your mileage may vary…
In the Beginning…
All stories should have a beginning — here it’s 1977, and my first bike, a 1958 Royal Enfield Crusader Sports, 849 EBB. Bought in a box and several paper bags for £80 and rebuilt over the summer of 1976 by myself and my father, this was my transport through my second and third years at University. Sold in 1978 to fund an expedition to Africa, it was briefly seen in about 1988, putting down Princes Street in Edinburgh, pursued by myself on foot, with a cry of “Come back you bastard, I want my bike back!!”
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