Roadster – The entry-level little monster – Used DUCATI

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The entry-level little monster

Roadster - The entry-level little monster - Used DUCATI

Ten years after its release, the Ducati Mostro is still turning heads and the little twin bubbling with life delivers its mythical tones according to the developments in Bologna. Latest: the Mostro 620ie Dark APTC. Test.

Ten years after its release, the Ducati Mostro is still turning heads and the little twin bubbling with life delivers its legendary tones according to Bolognese developments.. Latest: the Mostro 620ie Dark APTC. Test.

If the general line is unchanged from the 600 Dark of the first vintages (carburettors, gearbox 5 and single front brake disc), the front wheel of the 620ie is fitted with a second brake disc, the box with a sixth report and round ex-retros tapered off.

The old large asymmetric counter block without tachometer flanked by large indicator lights has given way to a new instrument panel incorporating two large analog dials, a counter (with the typography a little too small to be read) and a tachometer, Each incorporating a dual-function liquid crystal screen: on the left the total / partial trip and on the right the temperature / clock gauge, all topped by six very bright indicator lights (headlight, flashing, neutral, oil, reserve and injection fault).

Ignition: the transponder key is recognized by the immobilizer (signaled when stationary by a flashing diode), all the lights come on and the lights come on automatically (2004 model requires), while the hands make one go reset and the fuel pump starts up with a little whistle.

Pressing the starter motor and the small twin engine snorts quietly, without the need for the choke (manual despite the electronic injection) and without having to fold the stand (as was the case on older Ducati models). The temperature indicator flashes on "LO" indicating a value below 50 ° C. The tachometer hiccups gently at low revs. It’s time to take control of the animal !

The position is strongly sport-typed for a roadster: handlebars rather low, wide and fairly advanced, rear footrests and low saddle, whose seat is firm but wide at the crotch, which may penalize a little the less. ‘1m60 (the figure of 770 mm saddle height is not in itself significant).

The kickstand is a bit far in front and folds under the footrest, which requires lifting the heel to access and unfold it.

A few meters are enough to realize the main novelty of this 620ie: its relaxed clutch called APTC (Adler Power Torque Clutch), which no longer requires a lumberjack’s grip to operate the lever. Today it benefits from low guard and a comfortable softness that contrasts with the somewhat "stiff" image of Ducati. This is all the more appreciable in town, but the turning radius is still just as large, making it difficult to slalom in traffic jams. The controls fall well to hand and only a spirit of grief can possibly blame them for their design a little too square.

Under the sun

Stuck under the sun in Parisian traffic jams, the engine warms up quickly and allows you to use the tachometer a little more.

Discreet at idle and steady-state, the twin-cylinder growls, rumbles and shouts at each call. No metallic ringing characteristic of the dry clutch of the large cubes of the brand but a serious and guttural rattle, a muffled thud that escapes from the double stainless steel exhaust and the airbox, a real melody for lovers of Italian symphony … and this despite the 92dB at 4,500 rpm approved.

On urban expressways, cars disappear in ovoid retro tremors. The forward position encourages sport and effectively counteracts the aerodynamic pressure at highway speeds.

Pleasant surprise: the engine tows well despite its small 60 hp. In addition to this "engine valve concerto", it distils honest times and frank acceleration. Without being a thunderbolt ready to orbit the front wheel, he does indeed assert a real character. And if it bumps a little below 3,800 rpm in higher gears, it picks up vigorously beyond, allowing a wide useful range of operating speeds up to over 9,500 rpm. But no need to look for the red zone – otherwise non-existent on the tachometer, the desmodromic distribution preventing any panic of the valves – or the switch at 10,000 rpm, because it is indeed at mid-speed and in the reminders that you must seek happiness: the little box pushes, pushes and pushes again, without complaining, at any speed and at the slightest request !

New box 6

Although a little noisy, the new six-speed gearbox is precise and smooth, apart from a few false dead points between the 5 and the 6. The assisted clutch, which acts as anti-dribling (system avoiding wheel locking rear on a sudden downshift), greatly reduces the engine brake, which will facilitate the grip of the small bi by a beginner.

But fans of the melodious little throttle on downshifting and slowing down at the gearbox rather than at the brakes may find the system a little too intrusive: where did this sudden slowdown go, this feeling of putting the bike in tension every time? that we get a report? It probably got lost in the vivid imaginations of inventive engineers … Too bad for the "purists", but ultimately well suited to the beginner clientele of this entry-level model.

Braking

To overcome this small gap, do not hesitate to enter an additional report – which sometimes brings you back to first! – or to play the brakes, pleasantly dosable, biting and powerful if you crush the handle. It must be said that the 620 Dark is now equipped at the front with two 320 mm discs pinched and fed by Brembo gold series, all connected by steel braided avia hoses for the 6 box version (the basic 5 box version without APTC still remaining in the catalog). A must in the category but typical of the transalpine brand, just like this little whistle when braking.

Rear braking is provided by a classic 245 mm disc double piston caliper. In other words, a simple stabilizer-retarder, as on any self-respecting Ducati! Nothing shocking as long as the engine brake allows it to be dispensed with, which is less the case on this APTC model.

A small fifty kilometers are enough to feel conquered by this little monster, its classic line of ten years of age but timeless, its dark and sober tone, its muted and deep melody and its playful character.

Duo

For the passenger, the position is not very attractive: if the legs are less bent thanks to the footrests placed lower and a two-level saddle at the rear raised, the seat is firm and the tank far in front: impossible to sticking to the pilot and having to work the abs to lean forward !

On the rider side, on the other hand, it is happiness: with or without a passenger, the attitude does not seem to vary very much and the bike remains unperturbed. As long as your passenger accepts the treatment, the duo rides are yours! So that’s what we’re going to do, going down to the familiar with the rare but well-known virolos in the Paris region. The rhythm is rolled up but sustained and it is with surprise that I hear something metallic screeching under the bike … First in a roundabout entrance, on a compression of suspension, then in full curve in an unpretentious left negotiated in third … It is indeed the crutch and the right pot, placed relatively low, which rub despite our two featherweights: the spring preload is only adjusted at mid-stroke , but the clamp screws of the silencers are particularly well oriented to touch the bitumen !

Morality: the attack, yes, but rather alone and on the condition of quickly starting to sway if the pace picks up !

Champagne !

Solo this time, direction Champagne by national and departmental. Once past the radar zones, the express and national lanes leaving the Paris region tend to quickly favor a pace bordering on the legal … But the stability in line as in curves is without criticism, especially for an entry model of range. At high speed or in revs, parasitic vibrations go up on the other hand in the handlebars, causing the mirrors to tremble and encourage them to return to a more reasonable pace and in a speed range more suited to this type of engine. We can then cruise quietly at 140km / h at 6500 rpm.

As the roads narrow and the number of lanes shrinks, the Mostro shows off its game and taste for relaunching, playing leaps and bounds with the moving chicanes. The heavy traffic of this long spring weekend as well as the crushing of the brakes at the entrance to the village and reopening wide at the exit are all opportunities to appreciate the handling, the braking and the driving character of this Piccolo Mostro.

The landscape passes by and the insects are not long in covering the screen of my helmet, which is not enough to make the banana hidden under my full face fall back…

Approaching a slightly bumpy stretch of road, the asphalt displays a more than random flatness. If the course does not seem to suffer too much, it is not the same for my wrists and my hindquarters! Shaken and heckled, I give up my hand quickly enough to settle into a rhythm where the jolts feel less. The chassis (characterized by the typical steel trellis frame, an inverted 43 mm fork and a well-made Sachs rear shock absorber), so far stiff but almost comfortable and very rigorous, has just shown me its limits.

Strolling or arousing on small bumpy roads are therefore not part of the Mostro’s skills, which will adapt better to the smooth and winding bitumen of the Morvan than to Corsican or Breton roads.

Bare

No concessions on the practical side: nothing compromised on the look. The Mostro asserts itself as a stripped-down roadster where nothing sticks out! The only "useful" storage is in the saddle (locked), in the form of a small box unfortunately closed with a large screw rather than a clip. Inside, the original toolkit is minimalist to say the least, and there’s no point in trying to fit in anything other than a map, insurance certificate, or flat tire repair kit. The anti-theft device must be placed along the frame on a suitable support, unless it is satisfied with the protection provided by the immobilizer…

Mechanical

As for mechanical accessibility, the bike seems to be a must of its kind: no fairing to remove, one turn of the key and the saddle is on the ground. It is then sufficient to loosen the quick coupler of the tank and tilt it on its axis so that the battery, air box and injection computer are directly accessible. So much less to do during revisions which do not have the reputation of being given at Ducat ’, the 620 being less expensive than the rest of the range with its clutch in an oil bath rather than dry.

It should also be noted that in addition to the injection, the engine starting is fully automated: if the choke remains manual, pressing the start button does not act directly on the starter which is in fact controlled by the starter. electronic control unit. The system therefore makes it possible to start the mechanics with a single push, even if it is sometimes a little recalcitrant, especially on hot starts..

Mostro of the cities or Mostro of the fields ?

If it is not a turning radius not very prone to maneuvering, the little Italian will adapt well to the urban landscape, especially with its new relaxed clutch. Light, alert, low in the saddle and now docile (goodbye wrist tendonitis!) And considerate (thank you APTC on wet cobbles), the 620 will blend into the Dark landscape and be appreciated by fans of nervous little roadsters.

Out of concrete landscapes, the Mostro will also prove to be an excellent travel companion as long as they are winding and not too bumpy. Its new clutch will no longer be its main asset (especially with its anti-dribbling function, particularly smoothing the engine brake), but its shorter 6 gearbox will make it all the more playful, the cycle part still having the capacity to take this extra charge. liveliness.

On closer inspection, we understand how this endearing model was able to save Ducati from a difficult situation and this umpteenth version of the little Mostro could well still appeal to quite a few fans of the genre. !

Because in the end, what other medium-displacement twin-cylinder roadster can offer such a chassis, such a sound, this pleasure, this character and these sensations? ?

Perhaps the Suzuki SV650, revised, injected and catalyzed from 2003 and which seems to be the only direct competitor on the market. But it may not compete in terms of quality and lifespan of the cycle part and equipment. On the other hand, its purchase and maintenance price, as well as the lively and quick character of its engine can be a real argument. Or the Korean Hyosung Comet 650, still little known and outrageously copied from its Japanese rival but much cheaper although apparently well equipped..

Or finally the little-known and shunned Cagiva Raptor 650, expensive and not widely distributed but yet equipped with the engine of the Suzuki SV650 with carburettors, admittedly not very melodious but devilishly endearing and efficient, and a rigorous Italian cycle part, Ducat ‘style. more comfortable. Between Italian-Japanese and pure Italian, the choice will be difficult…

Technical sheet (manufacturer data)
Engine
Type Air-cooled 4-stroke L-shaped twin-cylinder type
Displacement 618 cm3
Bore x Stroke 80 x 61.5 mm
Compression ratio 10.7 to 1
Distribution Single ACT Desmodromic, 2 valves per cylinder
Feeding system Petrol injection ø 45 mm
Ignition Electronic
Getting started Electric starter
Lubrication Pressurized, wet sump
   
Transmissions
Gearbox 6 reports
Final drive O-ring chain 15 x 48
Clutch Multidisc in oil bath, manually operated
   
Cycle part
Frame Steel trellis
Front suspension 43mm inverted fork not adjustable
Suspension AR Sachs shock absorber combination all settings
Front travel 130 mm
AR travel 148 mm
   
Front tire 120/60 ZR17
Rear tire 160/60 ZR17
Caster angle 24 °
Ground offset 109 mm
Turning diameter 5460 mm
   
Brakes
Before Type: two semi-floating 320 mm discs
  Caliper: two opposing 4-piston calipers, steel braided aviation-type hoses
Back Type: single 245mm disc
  Caliper: double piston
   
Dimensions
Overall length 2 110 mm
Overall height 1220 mm
Wheelbase 1440 mm
Ground clearance 160 mm
Saddle height 770 mm
Dry weight 177 kg
Tank capacity 15 liters including 3.5 reserve
   
Performances
Max power 60 hp (44.3 kW) at 9500 rpm
Max torque 54 Nm (5.3 daN.m) at 6,750 rpm
   
Commercial information
Also available in Dark version with single front brake disc and 5 speeds without APTC
Colors Matt black (Dark), red, yellow or Capirex deco
Price 7,395 euros

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