Driving report Ducati Monster S2R

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Driving report Ducati Monster S2R
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Driving report Ducati Monster S2R

Due Passioni

Ducati’s new middle-class monster S2R is supposed to bring two passions, due passioni, to life: the fascination for an attractive exterior paired with enjoyable driving behavior. And that too at a low price for Ducati standards. Plenty of promise for a passionate rendezvous…

With the Monster to Monte Carlo: In the middle of glamorous Monaco, between five-star hotels, luxury limousines and posh boutiques, presented D.ucati the S2R. Money doesn’t matter here, you just have it. Or not? In any case, no assets are required for the S2R. It replaces the previous mid-range Monster M 800 for the same price of 9045 euros. The tubular space frame and the 77 hp 90-degree V2 come from it.
Even in the epicenter of the rich and famous, the S2R stands out. Creamy, wiry, sporty. The genes take care of that
only one year old sports monster S4R. For example the single-sided swing arm made of artfully welded aluminum profiles, 1100 grams lighter than the previous two-sided swing arm. Or the two high silencers, stacked on top of each other on the right, for a clear view of the fat five and a half inch five-spoke wheel, which is also inherited.
The slim, air-cooled two-valve engine fits elegantly into the longitudinally striped line. Much better than the sweeping water jacket engine of the 117 hp S4R. Which, quite snobbish, also requires around a quarter more capital investment for purchase and inspection costs.
The S2R should not only be cheap, but fast enough. Because its 800 Desmodue has as much horsepower as the 900 original monster from 1992. Named after rubber figures for children popular in Italy at the time, the M 900 cost 19,250 marks, 9,842 euros. For 800 euros less, there is more as standard today: tachometer, LCD cockpit with information on time and oil temperature,
Injection, catalytic converter, single-sided swing arm, windshield and electronic immobilizer with coded ignition key.
And a more flexible engine. The V2 starts spontaneously and can be set to moderate speeds using the choke on the handlebars. The exhaust gases flow through a U-Kat in the bulky stainless steel front silencer and are well muffled by the mufflers.
These not only look chic, but also provide more freedom of inclination. Rasped silencers, that used to be.
In Monaco, the craziest of all Formula 1 tracks, the new one is proving its worth. A curve-riddled ghost, sorry: roller coaster. In stop-and-go mode around the marina, the new anti-hopping clutch with shock absorber is a delight. The lever is now noticeably easy-
pull ter. And during brutal downshifts, the new clutch prevents a punching rear wheel. However, it can only be dosed moderately, almost digitally only reaching the last millimeter of lever travel.
The wide aluminum handlebar from Magura comes from the S4R. It pulls the driver far forward and thus requires an active one
Sitting position, the ends are butted and bent downwards. This is what the front wheel feels like, the handlebars seem to clamp the 17-inch model directly. In addition, the SR footpegs are higher and closer to the lean angle than with standard monsters. This allows you to push your thighs forward for a good grip on your knees. All of this is more suitable for little bikers,
long people sometimes find it too compact.
The pillion seat and the associated pegs violate human dignity. So go out alone into the mountains of the Côte d’Azur. The monster wants to romp. Certainly! The proven to be quite economical Desmo-Twin changes the pitch at the top, starting with the full-bodied V2 staccato. Accompanied by wonderfully growling snorkeling. fortissimo!
The V2 has new connecting rods and it is superbly coordinated; takes on the accelerator without jerks from 2500 rpm, lively from 3000 rpm. Done a little too directly
the use from pushing operation. At-
otherwise the power increases homogeneously and linearly with the speed. Until suddenly the limiter pinches at 8800 rpm. Where the tachometer, typically Ducati, has no red area at all.
77 horses are completely sufficient in the curve carousel. Everything about it serves
only the prestige. Then it’s better to surf the gently rounded torque wave at medium speeds and voluntarily upshift early. Despite the hard shift feel, the gears of the modified transmission lock exactly. According to Ducati, it should run quieter. The very long translation especially of the first gear requires some magic with the clutch in tight turns.
The tires, Pirelli Diablo, are doing well. Feedback such as liability is correct. Signora Duc is surprisingly unimpressed by the wide 180
handy, falls on each other quickly
The following combinations of curves are slightly inclined. A fully tanked monster that weighs around 190 kilograms. First
More physical effort is required in fast passages. But it’s fun. Especially since
The S2R rushes with the Ducati-style stability through elongated radii and can be braked far into the corners without any tendency to stand up. As with all monsters, the steering angle is too small and the turning circle is unduly large. That is where sovereignty ends.
Especially when gasping on furrowed asphalt. The 43 mm upside-down fork from Marzocchi does not respond well. Stubborn and overdamped, it tends to stumble. Then it takes the whole motorcycle off the target course, distributes blows in the handlebars. In the absence of setting options, the coordination cannot be changed. No doubt, the S2R wears its Achilles heel up front, unfortunately that is a tradition among monsters. The inconspicuous Sachs rear shock leaves a better impression.
Instead of the proven Brembo four-piston calipers and 320 discs, simple double-piston floating calipers are now anchored at the front. They only bite into it violently
the 300 discs if you are powerful
pulls the lever. Should promote handling
they save 400 grams of unsprung weight in the front wheel. Or just cut costs? At least come after how
used in front of braided steel lines.
The bottom line is that the S2R can be seen as a monster with the best price-performance ratio, it is only 1100 euros more expensive than a standard 620. How that Baby Duc falls
the attractive 800 in the low-insurance 78 hp class. Monster S2R, that means neat razionalismo, plenty of emotion and a lot of passion.

Technical data – Ducati Monster S2 R

Engine: air-cooled two-cylinder four-stroke 90-degree V-engine, crankshaft lying transversely, one overhead, toothed belt driven camshaft, two valves per cylinder, desmodromic, wet sump lubrication, injection, Ø 45 mm, uncontrolled catalytic converter, alternator 700 W, Battery 12 V / 10 Ah, hydraulic
actuated multi-disc oil bath clutch, six-speed gearbox, O-ring chain.

Bore x stroke 88.0 x 66.0 mm
Displacement 803 cm3
Compression ratio 10.4: 1
rated capacity
56.7 kW (77 hp) at 8250 rpm
Max. Torque
73 Nm at 6500 rpm

Chassis: tubular steel frame, load-bearing motor, upside-down fork, Ø 43 mm, single-sided swing arm made of aluminum, central spring strut with lever system, adjustable spring base and rebound damping, double disc brake at the front, Ø 300 mm, double-piston floating calipers, disc brake at the rear, Ø 245 mm, Two-piston fixed caliper.
Cast aluminum wheels 3.50 x 17; 5.50 x 17
Tires 120/70 ZR 17; 180/55 ZR 17

Dimensions and weights: wheelbase 1440 mm, steering head angle 66 degrees, caster
94 mm, spring travel f / h 130/148 mm, seat height 800 mm, dry weight 173 kg, permissible total weight 390 kg, tank capacity /
Reserve 14/3 liters.

Two year guarantee
Colors yellow, orange, red, black
Price 8795 euros (S2R Dark *: 8295 euros)
Additional costs 250 euros

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