Driving report Ducati Monster 1000 S

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Driving report Ducati Monster 1000 S

Halloween party

It doesn’t take pumpkin ghosts and ghost costumes to celebrate Halloween. The Ducati Monster 1000 S is at least as amusing. Its new engine proves to be as alert as a horde of ghosts at midnight.

In the late afternoon, the long-awaited intermediate high cut a three-hour hole into the sea of ​​clouds. The sun first looked carefully under the edge, then let the autumn forest and country road glow and gave the direction, warming, enticing ?? always to the west. The motorcycle: a brand new Ducati Monster 1000 S, which at the time had hardly been run in.
Nonetheless, the question of whether the complete overhaul had brought something to your engine pushed the question very far away. Pleasant temperatures as well as a dry and varied winding track gave him ample opportunity to force the monsters out of the curves. Without the need for high speeds. 3500 revolutions are enough as a starting mark for the right punch. Which he doesn’t shake off his sleeve with remarkable running culture, but rather lets it flow.
At around 3000 rpm, however, the V-two-cylinder runs rough, regardless of whether it has to pull straight or is bobbing in push mode. This is a bit annoying because this speed range is practically imposing when swimming with in traffic in and out of town. At least he only experiences a very mild constant jerk with this rather passive type of driving.
So far it sounds a lot like an engine with a wide center, but not very pronounced tip. But that’s only half the story. Of course, the two-valve engine doesn’t turn into five-digit heights like the four-valve engine with double-cam heads, but after a few more drive-in kilometers it cranked a lively 8700 rpm. With energetic power delivery, other air-cooled two-cylinder engines, even the boxer of the BMW R 1100 S or the amazing Moto Guzzi-V2, do not offer that in this combination. With a comparable or even higher peak performance and similar turning ability, they lack a bit of maneuverability and liveliness at the top. To confirm the subjective impression, MOTORRAD later put the monsters to the test, and it landed a direct hit there: 92 hp and 91 Nm on the clutch, far more than stated and much more than the old 900 engine. Mind you, it complies with the Euro 2 emissions standard, which the predecessor engine did not meet.
How does that come about? Initially with more bore and more stroke, which increased the displacement from 904 to 992 cm³. And by applying the same findings that have made great progress with the four-valve engine to the air-cooled two-valve engine. So through larger valves with thinner shafts, tighter valve angles and more channels. In short, with a completely new cylinder head that only looks like the old one at first glance. It improves the gas exchange and, together with the double ignition, ensures effective combustion. Of course, careful coordination is also part of it. In addition to the tingling performance pleasure, the consumption, which was a moderate eleven liters on 200 very fast kilometers of country roads, speaks for the fact that this was successful.
After the first stage, the impression arises that the 1000 two-valve engine fits the chassis better than the 916 four-valve engine of the Monster S 4 ?? although this chassis comes from her. Because the 1000 S looks more manageable than the S4 and seems to steer more precisely. It shows only a slight tendency to stand up when the load changes in an inclined position, when braking in curves or when driving over bumps. What the S4 does in a more pronounced manner despite the same chassis geometry. Perhaps it’s because the lighter engine brings a more favorable weight distribution. After all, thanks to the minimalist cylinder heads, the masses are concentrated closer to the center of gravity than with the four-valve engines with two camshafts and water cooling. It is possible that these impressions are put into perspective in a direct comparison. But one thing is absolutely true: the Monster 1000 S is a super country road motorcycle for sporty riders that only needs one combination of curves to set the pilot ablaze. The upright seating position, which allows an overview and good mobility, and the stable, firm chassis work together like glucose ?? they go into the blood immediately, but last longer there. In the heat of cornering, even the lean angle becomes a bit tight. A detailed test clarifies whether this can be corrected with the help of the height adjustment at the rear.
JAt least it happened that the driving reporter found himself far to the west of home when it was dark and still did not drive home on the highway. The headlights of the monsters, which he has known since then, shine brightly by the way. Brighter than a pumpkin ghost.

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