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Ducati
Driving report Monster S4Rs
The crown of creation
Ducati’s monsters get a new head: the S4Rs as the strongest, sportiest and most expensive family member. The superbike, with almost no fairing, combines the 130 hp Testastretta V2 with the finest Brembo brakes and a fine spring mechanism from Ohlins.
For a very short moment, for a fraction of a second, there are 230 items on the clock. The end of the back straight, interrupted by a long right-hand bend on the Spanish race track at Ascari, is speeding closer. And the strongest
and most radical series monster hammers
unimpressed towards it. Everything has to be done quickly now. Another 100 meters, no 50, until the 90-degree right turns sharply.
Everything is one in this moment. The head and torso emerge from behind the amazingly efficient mini fairing. The speed has to go. Immediately.
Brembo’s best series brakes bite powerfully and without any problem: radially hinged four-piston stoppers with four individual pads each. Fantastically transparent activated by a radial pump. The pace sinks rapidly and yet almost unspectacularly. This is what reliability feels like. Simple, inconspicuous, good. This is exactly how the super monster drives itself overall, clearing the mind for almost meditative driving. The Duc masters downshifting from fifth to second gear and then diving into a full lean angle with the left.
She also gives in willingly on the brakes. Important if you missed your braking point. At the pylon-littered chicane, everything happens by itself.
Aiming, braking, steering impulse, shifting
and through. The Italian follows the line with dreamlike security. Or any other. Why is it all so easy? Because the feedback is correct. The 1000 feels light. Reported 177 kilograms dry D.ucati proud, four fewer than the S4R with Desmoquattro twin. The Testastretta, which has been transplanted into the S4Rs, easily surpasses it in terms of performance, with 130 instead of 117 hp.
Testastretta means narrow head. Despite the larger bore than in the Desmoquattro, the cylinders are nice and slim ?? thanks to tall, steep valves. This V2 from the 999 knows only one thing: Power! The
giant 100 pistons storm up and down the 63.5 millimeter stroke, and a lot of valve stroke improves the filling. Oops, the limiter pinches at around 10500 rpm. Quickly moved up a gear. The L-Twin with the aluminum-sheathed cooling hoses adds coal evenly and gets down to business from 5000 tours. Completely smooth, without annoying vibrations and without kicking the pit of the stomach. Ducati’s experience in tuning large-volume injection engines pays off.
Wroop, wroop. The sound from the two stacked aluminum silencers sounds a bit thin. Mechanical runs still dominated at the start-
noise. In the state, the lambda probe for the G-Kat fell somewhat clumsily-
puff collector in the eye. Otherwise, Ducati attached great importance to cleaning
annoying cables and lines built in hidden to keep the line clean. So the characteristic tubular space frame in the red dress comes into its own. Only the curved water cooler and the trapezoidal oil cooler underneath are dominant, because technically unavoidable.
The 1000 speed swings are wonderfully handy. Lightweight forged aluminum wheels reduce the gyroscopic forces: the S4R should only be 4.2 kg instead of 5.5 kg from the identical one
Weigh single-sided swing arm 5.5-inch rim. That’s a lot. The new
Wheels with five Y-spokes each are based on those of the 999 S and R. Airy white gloss-
zen only with the pearlescent white lacquer-
variant. On the red or black painted S4Rs, they are simply black. Style-defining for all colors: longitudinal stripes across the center line of the fairing, tank and rear.
Kkkrrr, the left kneepad is scrabbling. The famous Michelin Pilot Power stick incredibly well. The expensive suspension elements from Ohlins remain a little underchallenged on the almost flat track from Ascari. Only a single real bump sinks from the smooth picture book asphalt into the depths. The fully adjustable spring material follows the relief sensitively. In
full of inclination, in the middle of an excessively built curve that can withstand full speed.
The sliding tubes on the upside-down fork shine with a golden sheen due to the titanium nitride coating. The 2.7 kilogram shock absorber with a reservoir was specially developed for the S4Rs. Rutted country roads don’t get under the wheels of the power monster today; Ducati, with a passion for racing, presents them exclusively on the circuit. There it is stable and comfortable, absolutely confident.
When accelerating, a slight twitch in the handlebars heralds the power with which the 130 horses pull the reins. Until the black and white checkered flag ends the hustle and bustle. Time to develop again from the athletic knee angle. As with all SR monsters, the footpegs are high and close to the lean so that they are easy to use. The aluminum handlebars sloping towards the ends are not the crowning glory. Together with the high manual power of the clutch, it causes tension in the long term.
Is it an advantage if the
new tank only holds 13.5 liters despite its exterior appearance? Tribute to the space required by the larger Testastretta airbox. From the original monster, the M 900 from 1993, there is only one component left in the S4Rs: the cover over the pillion seat. Nevertheless, only those who are familiar with the monster material will immediately recognize the neatly styled creature, which costs almost 15,000 euros, as a new motorcycle. It costs almost 50 percent more than a two-valve, air-
cooled S2R with 95 HP.
For this, the S4Rs offers as the crown of creation in addition to finer technology and
The more exclusive engine has plenty of carbon parts. For example for front fenders, heat shields on the exhaust and the covers of
Timing belt and cooler. Because the up-
long sold 175,000 monster copies
are not just any machines,
but design icons. Well then too
on racetracks.
Technical data – Ducati Monster S4Rs
Engine: water-cooled two-cylinder four-stroke 90-degree V-engine, two overhead, toothed belt-driven cams-
shafts, four valves per cylinder, desmodromic actuation, wet sump lubrication, injection, Ø 50 mm, regulated Kata-
lysator, alternator 520 W, battery
12 V / 10 Ah, hydraulically operated more-
Disc dry clutch, six-speed-
gear, O-ring chain.
Bore x stroke 100.0 x 63.5 mm
Displacement 998 cm3
Compression ratio 11.4: 1
rated capacity
95.7 kW (130 PS) at 9500 rpm
Max. Torque 104 Nm at 7500 rpm
Chassis: tubular steel frame, load-bearing motor, upside-down fork, Ø 43 mm, adjustable spring base, rebound and compression damping, single-sided swing arm made of aluminum, central spring strut with lever-
system, adjustable spring base, rebound and compression damping, double discs-
Front brake, Ø 320 mm, four-piston fixed calliper, rear disc brake, Ø 245 mm, two-piston fixed calliper.
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 66.0 degrees, caster 94 mm, spring travel f / h 130/148 mm, seat-
height 805 mm, dry weight 177 kg, tank capacity / reserve 13.5 / 3.0 liters.
Two year guarantee
Colors red / white, black / white,
White-red
Price 14745 euros
Additional costs 250 euros
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