Test: March Ducati Monster S2R compressor

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Test: March Ducati Monster S2R compressor
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Test: March Ducati Monster S2R compressor

Test: March Ducati
Monster S2R with compressor

Why didn’t we think of it earlier: A compressor perks up tired engines. Tuner VeeTwo from Australia blows a Ducati Monster into seventh torque heaven.

Michael Pfeiffer

11/19/2009

The most important thing for an engine is air. No performance without air. You can always add fuel, but without enough oxygen in the combustion chambers there is no power. How do you get as much air in as possible? This is where the great basics of engine designers begin. Two large intake valves that remain open as long as possible, straight intake ducts, intake lengths that are adjusted to the vibration behavior if possible, with a large air filter box: the free-intake four-stroke engine offers all sorts of opportunities to lose yourself.

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Or you inflate it. As? With a supercharger that creates an overpressure and thus pumps more air into the combustion chambers than the engine itself could ever manage. This is particularly helpful with engines like the Ducati two-valve engine. He can call neither large valve cross-sections nor straight intake ports his own, so a grateful candidate for a supercharger. VeeTwo, the renowned Ducati tuner from Australia, has now developed a compressor mounting kit that Ducati Monster S2R really pushes something in.

What’s the point? First of all, important optics. Because the loader has to be driven mechanically, which on the Ducati is done via toothed belts. Fortunately, their camshafts are also driven by toothed belts, which can be tapped. The slip clutch and transmission to the loader, which looms over the cylinder, is done via two toothed belts. Looks important and is also beautifully presented thanks to the beautifully processed milled parts.


Test: March Ducati Monster S2R compressor


fact

A clean affair: the screw loader is driven by two toothed belts, a slip clutch prevents irregularities.

The start was unspectacular. The Ducati-V2 starts, thunders full in idle with stable idle. Hm, everything is a dummy? Not at all. As soon as the Duc drove off for the first time, it was frightened with an impetuous forward thrust. There is something going on. And from 2000 rpm.

The inflated Ducati shows manners, that one can only wish for in the series machine. Smooth throttle response even at low speeds, emphatic acceleration in every situation. The injection system was perfectly matched to the new conditions. Feels really good. Even Euro 3 is complied with. May it be a little bit more? OK. Attack! Throttle to stop, the monster pulls off like an ox. In the lower gears, the front wheel comes up jagged, so you have to be careful. From the fourth onwards, the only thing left to do is advance. The pull-through exercise in the sixth creates really awesome feelings. Then the Duc pushes forward as if being pushed by a mighty giant fist. Subjectively, there is only such steam in the Suzuki B-King. What a hammer!


Test: March Ducati Monster S2R compressor


fact

The charger draws in air through the small intake box on the front left. The power curve below shows the enormous gain in torque and power.

Seldom has a tuning motorcycle made such an outstanding appearance. Everything fits. So is the compressor the great savior? If the engine and transmission components are matched to it, then yes. Because the powerful pressure maltreats the pistons, connecting rods, gears and chains quite a bit. That’s why the VeeTwo-Boys performed magic “only” 115 PS in the normally 90 PS strong Desmo-V2. 150 hp would be possible with a higher boost pressure, but the service life would probably be quite limited. Compared to the production engine, the compressor performance curve is consistently higher. Up to 25 percent more torque speaks for itself, as does 40 hp at 3800 rpm.

To avoid ringing damage to the pistons, Super Plus must be refueled. The inflated 1000 is very economical with the precious water, on the country road less than five liters per 100 kilometers run through the nozzles. The speed-saving characteristics also help. So let the engine go again, celebrate the full suit in third gear – ouuups! Almost put on the flap. It’s slightly damp and the rear tire just spins! Bridgestone BT 014 does not work here. In addition to the 4500 Euro kit costs with installation, you should also factor in correct sports tires.

Technical specifications


Test: March Ducati Monster S2R compressor


fact

March Ducati Monster S2R with supercharger.

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 actuated, toothed belt driven Roots compressor with 0.4 bar boost pressure, wet sump lubrication, injection, Ø 45 mm , uncontrolled catalytic converter, 520 W alternator, 12 V / 16 Ah battery, hydraulically operated multi-plate oil bath clutch, six-speed gearbox, O-ring chain.
Bore x stroke 94.0 x 71.5 mm
Cubic capacity 992 cm³
Compression ratio 10: 1
rated capacity* 83.8 kW (114 hp) at 7700 rpm
Max. Torque* 113 Nm at 6000 rpm

LANDING GEAR
Steel tubular frame, load-bearing motor, upside-down fork, Ø 43 mm, adjustable spring base and rebound and compression damping, 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 320 mm, four-piston fixed calipers , Rear disc brake, Ø 245 mm, two-piston fixed caliper.
Cast aluminum wheels 3.50 x 17; 5.50 x 17
tire 120/70 ZR 17; 180/55 ZR 17

DIMENSIONS + WEIGHT
Wheelbase 1440 mm, steering head angle 66.0 degrees, caster 94 mm, spring travel f / h 130/148 mm, weight with a full tank * 208 kg, payload * 182 kg, tank capacity 14.0 liters.
Price mounting kit 3995 euros
Cultivation price around 500 euros

CONTACT
MARCH Motorradhandel GmbH
Einsteinstrasse 39-41
76275 Ettlingen, Germany
Tel 07243/765113
Fax 07243/765129
www.maerz.biz

* MOTORCYCLE measurements

Readings


Test: March Ducati Monster S2R compressor


BILLION

Diagram: power on the crankshaft; Measurements on Dynojet roller dynamometer 250, corrected according to 95/1 / EG, maximum possible deviation ± 5%

MEASURED VALUES
Performance (S2R series)
Top speed 224 km / h (210 km / h)
acceleration
0-100 km / h 3.7 (3.6) sec
0-140 km / h 6.0 (6.4) sec
0-200 km / h 12.9 (20.2) sec
Draft
60-100 km / h 3.8 (4.6) sec
100-140 km / h 3.4 (4.6) sec
140-180 km / h 3.9 (6.6) sec

consumption
Country road 4.5 l / 100 km / h
Theor. Range 321 km
Fuel type Super Plus

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