Ducati ST3 / ST3S (2004-2007) - Review & Buying Guide

Ducati, a marque long steeped in sports bike and race success, dipped its toe into the sports tourer market in the late 1990s. Launching the ST2 for 1997 the Bologna factory pitted a 944cc two-valve (per cyl) V-twin against the likes of Suzuki’s GSX750F and Honda’s well proven VFR750F – a year later it would face the new VFR800Fi.

Sports tourers were gaining popularity at the time, a good decade before adventure bikes really gained traction and, having already tasted success with the minimalist M900 Monster, Ducati was looking to further broaden its range and appeal.

The ST2 was a good bike, if a little light on sophistication next to Honda’s V4. So, for 1999, Ducati upped its game with the slicker, fruitier, more technical ST4, powered by the 916-derived four-valve Testastretta engine. Power was immediately up from the ST2’s 83bhp to 107bhp, giving the ST4 the legs of a sports bike to match the already tight chassis. But for touring, the 4’s revvy motor was perhaps too much.

Step forward the ST3. Launched for 2004 and aimed at capturing the best of both the ST2 and ST4, with a raft of extra improvements, the new bike (called ST3 on account of its all-new three-valve heads) enjoyed the lowdown grunt of a simple two-valve twin as well as the top end rush of the four-valve ST4. Boasting a wider, taller fairing, a deeper more sumptuous seat, Multistrada 1000DS clocks – as well as a higher spec S model from 2006 with fully adjustable Showa forks, an Öhlins shock and ABS equipped brakes – the ST3 was an improvement on both of its forebears as well as being an excellent sports tourer in its own right.

Unfortunately the model was canned at the end of 2007, killed off by the success of adventure bikes – and Ducati’s own Multistrada range. But that means rich pickings on the used market. The ST3 is still an excellent sports tourer, both solo and two-up, and prices, even for the high spec S model, are temptingly cheap. Now’s the time to buy.

Pros & Cons

Ducati ST3 / ST3S (2004-2007) - Prices

2004 ST3: Evolution of the previous ST2 and ST4 models. Developments included new 3-valve heads operated by SOHC heads, a wider more protective fairing, Colours: red, silver, yellow.

2005 ST3: Updates include a change from dry to wet clutch, open loop fuel injection, and power increased from 102bhp to 107bhp. Seat revised for improved comfort. Colours: red, silver, black, yellow. 

2006 ST3/ST3 S: Ducati launch the ST3 S, a premium version of the ST3 with fully adjustable forks and an Öhlins shock and ABS brakes as standard. Colours: red, silver, graphite, black.

2007 ST3/ST3 S: No updates. Colours: red, silver, graphite, black. 

DUCATI ST3 values: Rough £1000-£1400; Tidy £2000-£2800; Mint £3500-£3800. 

DUCATI ST3 S values: Rough £1400-£1700; Tidy £2400-£3100; Mint £3650-£4000.

Ducati ST3 / ST3S (2004-2007) - Engine & Performance

Ducati’s four-valve Testastretta engine worked brilliantly in sports bikes, less so in the sports touring ST4. Too peaky, too much like hard work, and a mismatch for the bike’s role. For the ST3 Ducati started again, creating an engine that captured the strengths of both the previous ST2 and ST4 models.

At 992cc, through a bore and stroke of 94 x 71.5mm, the ST3 engine enjoys more capacity than its 944cc and 916cc ancestors. What really set the ST3 apart from the older models were the engine’s cylinder heads, packing three valves per pot (two inlet and one exhaust) operated by single cams as opposed to the ST2’s two valves and ST4’s four. This was to give the T3’s motor a broader spread of accessible power and drive as well as capturing the brisk lowdown response of the ST2 and top end rush of the ST4. The best of both worlds.

Peak power was claimed at a respectable 107bhp, with 72lb.ft of torque providing the oomph for swift overtakes and negating the need to keep working the (excellent) gearbox. Early bikes featured a dry clutch, with Ducati introducing a more robust and reliable wet clutch set up for 2005.

To ride the ST3 very much meets its brief. Overtakes are urgent and fuss free and there’s enough top end left to bring a smile to your face should you want to cut loose. Early models suffers from jerky low down fuelling, but most owners will have had the ECU reflashed so that shouldn’t be an issue now. The only negative regarding the engine is servicing. Valve clearances need checking every 6000 miles, which can load the cost of a service, and timing belts need changing every two years or 12,000 miles (the former is way more likely).

Ducati ST3 / ST3S (2004-2007) - Handling & Suspension (inc. Weight)

There wasn’t a lot wrong with the ST2’s trellis chassis, so the ST3’s is based upon it. Handling is sharp for a sports tourer, particularly on the better suspended S model that benefits from fully adjustable Showa forks (the stock model’s Showas are preload only) and a Öhlins shock, also fully adjustable. The S also benefits from ABS braking, a relatively new technology for bikes back in the early 2000s.

Sporty tyre sizes, 120/70 17 and 180/55 17, allow access to sticky as well as mileage focussed rubber too. And with most modern sports touring tyres now being dual compound – hard wearing in the centre, softer on the edges – the ST3 offers the opportunity for real fun away from autoroutes.

Damping is set firm from the factory, so dialling that out or having the suspension set for you will give a better ride quality. ST3 Showa shock isn’t rebuildable, but the S Öhlins unit is. Being Italian, the brakes are Brembo. With massive 320mm discs up front, bitten down on by four-pot calipers, the ST3’s stopping set up has all the spec of a pure sports bikes. That said, some owners complain about the brakes that can pulse – through disc warpage and sticking pistons; the latter can cause the former – and lack bite

Ergonomics are excellent for the mile-munching side of sports touring. The ST3’s fairing is taller and wider than those on the two previous models, so protection from the elements is excellent. The seat’s comfier than the T2 and T4 as well. There’s even built-in adjustability, with bars that can be raised or lowered depending on the type of riding you’re tackling.

Ducati ST3 / ST3S (2004-2007) - What to look for

Alternator nut: Check the tension of the nut that holds the alternator in place. Numerous owners have reported them loosening off over time, so ask any seller of an ST3 if they’ve, a) checked the nut themselves, or b) have knowledge that it’s been inspected at service time. If the nut works off its thread the damage could be costly as well as inconvenient. 

Servicing: Oil and filters need refreshing every 6000 miles. Annoyingly the valve clearances need inspecting at the same time, making garage services potentially expensive – more so than a Honda VFR. Cam belts should be replaced every two years or 12,000 miles, whichever is sooner. Don’t be tempted to skip a belt service – it’s a false economy that will cost a considerable amount more should a belt fail and allow the valves to come in contact with a piston. 

Rocker arms: Reports of the coating wearing off the rocker arms are not uncommon. Replacement is the only answer, and that’s not cheap. Give the rocker arms a look at every service to ensure you catch them early. 

Reg/recs: Failure of the reg-/rec unit is common. Replacement units can be had from Wemoto for £128. Battery access/removal is another ST3 pain. It sits behind the lefthand mid-fairing panel, so removal of said plastics is required simply to gain access to the battery – a bit of a faff if you simply want to connect a trickle charger when not riding the bike. 

Heavy clutch: ST3 clutches can feel heavy to operate (the dry unit was replaced by a wet clutch in 2005). Owners report positive results when fitting aftermarket slave cylinders, giving the clutch a lighter, easier feel. 

Low speed fuelling: Owners if early ST3s often complain about their bikes’ jerky low-rpm fuelling. Having the ECU reflashed will help iron out the issue. If fitting a less restrictive exhaust system – particularly on post 2006 bikes with the updated fuel injection system – have the ECU reflashed to suit to ensure a crisp throttle response. 

Wiring: If you insist on jet washing an ST3, avoid spraying the jet directly at or inside the front fairing. Water can work its way inside the clocks, causing wiring and connections to corrode; in worst cases the clocks will require replacement – a potentially expensive correction if a new-old-stock item is required (used clocks could be equally damaged). 

Bar risers: Inspect the height-adjustable clip-on bars. Some were over-tightened at the factory leading to potential cracking issues. Ducati issued a recall on the ST3 to replace the offending items, but it’s still worth checking in case a bike you’re looking at slipped through the net.

Ducati ST3 / ST3S (2004-2007) - Rivals

Aprilia RST1000 Futura - The Noale factory’s early 2000s sports tourer was an Italian answer to Honda’s all-conquering VFR800. Powered by a 1000cc Rotax derived 60° V-twin, clothed in appropriately futuristic bodywork, and underpinned by a sporty aluminium beam frame, the RST had all the ingredients to take on Honda’s mighty V4. Unfortunately the Futura failed, leaving Ducat’s ST range to take on the Italian charge. Bologna’s ST3 betters the RST in almost every regard so, unless you find an Aprilia at dirt cheap money, the Ducati’s still by far the pick of the pair.

BMW R1150RS - Effective boxer-twin powered German with a characterful ride, decent handling and decent enough ergonomic to waft rider, pillion and luggage across continents with aplomb. Mechanicals are fairly basic and rugged, so deliver little to worry about, but early ABS units can be costly to replace. At 245 kilos dry the 1150RS is quite a lump too. Mileage is irrelevant as long as the bike you’re looking at has extensive service history. The ST3 is a far more sophisticated package, however, so if you’re looking for levels of luxury as well as performance and handling the Ducati is head and shoulders above the RS

Honda VFR800 V-Tec - The addition of variable valve timing in 2001 to Honda’s ever popular VFR divided opinion. And still does. Some love the system’s boost to low speed economy and the distinct step in delivery from mid-revs upwards. Others feel that it spoils an otherwise excellent machine. Either way, this V4 is the ST3’s closest competitor. Build quality isn’t quite as high end as early the previous 750s and performance can feel lacking a tad when two-up and loaded with luggage, but VFRs continue their popularity on the used market because as a package they’re still hard to beat. Lacks the character of the ST3, however.

Aprilia RST1000 Futura (2001-2005) | Approx Price: £1500-£2750

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Power/Torque

113bhp / 71lb-ft

Weight

210kg

BMW R1150RS (2001-2005) | Approx Price: £1350-£2800

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Power/Torque

95bhp / 72.3lb-ft

Weight

246kg

Honda VFR800 V-Tec (2001-2012) | Approx Price: £1250-£3750

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Power/Torque

110bhp / 60.5lb-ft

Weight

208kg

Ducati ST3 / ST3S (2004-2007) - Verdict

Of Ducati’s ST sports tourers the ST3 is the one to have. Blending the best of both the ST2 and ST4 into one more polished package, the 3 is a real alternative to Honda’s VFR and Aprilia’s RST Futura. Had the adventure bike market not taken off so successfully in from the mid-2000s it’s likely Ducati would have kept the ST3 in its range, developing and improving the model, rather than ditching it in favour of the Multistrada. Adventure bikes aren’t for everyone, nor are hyperbikes like Honda’s Blackbird and Suzuki’s Hayabusa, so Ducati’s ST3 offers a solid and funky alternative to those who like their sports touring with a hint of Italian flair. And at a modest price.

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Ducati ST3 / ST3S (2004-2007) - Technical Specification

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