By the time I get to The Rocks for
a pub feed I realise that there are two areas that
the S4R shines – stunting and posing. Paul Bates is
good at the former. I’m more suited to the latter!
The big T-Bone is sitting low in my gut as I hit
the ‘Bridge and head out for a run. I think the weight
of the steak could even be helping me ‘cause I’m snatching
second now and holding it up there longer. Better
take it a bit easier – no licence means no more Rapid
Bikes!
It’s a bit hard on this thing, though. The engine
is an absolute cracker. The old air-cooled two-valve
is fun and the 916-engined S4 is good but this is
more like it. 996cc of punchy, revvy, ball-tearing
water-cooled 90-degree V-twin lovin’ that is just
too good to resist. The 996 is the engine that the
Monster is made for. I’ve always suspected that and
now I’m convinced.
With 12 more horsepower than the old S4 the 996 engine,
which first appeared six years ago in its original
form, has given the Monster real punch off the bottom
and a mid-range and top end to match its brutal looks.
The S4R pulls clean and strong from as low as 3000rpm
and easily lifts the wheel in first or second gear
as I open it up between 4000 and 6000rpm. But it’s
the climb from 6000rpm to peak power up around 8500rpm
that really has me grinning. It flattens off after
that and hits the limiter at 10000rpm but that’s what
gearboxes are for anyway.
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As
I make my way through the tight sections of
Bobbin Head National Park, rolling from turn
to turn and holding second gear is a treat.
The Monster’s throttle response is lightening
fast and if the revs are right I can get the
bike wheelstanding and wheelspinning on the
mossy tarmac at the same time. Oh yeah. This
is naked bike riding in all its glory. |
The wide Magura tapered ‘bars are helping me keep
it all under control and if it wasn’t for the mirrors
and shiny bits I’d almost think I was on my MXer.
I feel that aggressive and in control.
On the smoother stuff I’m carrying more corner speed
and cracking the throttle in the middle of the turn.
The transition from brakes to gas is reasonably smooth
and aside from a little snatchiness really low in
the rpm band fuelling from the Magneti Marelli EFI
system feels great.
The road opens up here and I’m going for it just
the same. Third and fourth gear corners have turned
the Monster into a bit more of a handful. The bike
is turning in fast but I have to work the new narrower
and higher footpegs hard to get the bike on its side
and any major bumps are throwing us off line. A bit
more rear preload and less rear rebound would help.
You know the feeling – like you’ve got a half-flat
rear tyre. The front feels solid and planted, if a
little harshly damped, but there is plenty of adjustment
available at both ends and it is all top quality Showa
gear – not to mention the sexual Marchesini alloys
hanging off each end.
I’m surprised by the amount of lean angle I’m getting
out of the Michelin Pilot Sports before touchdown
– no doubt thanks to the above-mentioned ‘pegs. And
the brakes are nothing short of stunning. Not that
I’d expect anything less from a pair of Brembo’s finest
but I’m really appreciating their feel through the
dark and slimy sections and I’m confident braking
deep into the faster turns too.
Even with my lanky 185cm frame I’m comfortable on
the S4R and I particularly like the shape of the tank.
It suites me and as I’m hanging off the bike a fair
bit to compensate for ground clearance (in sportsbike
terms that is) the tank is taking a fair amount of
strain off my arms and the inside footpeg.
All the controls are well placed, too, and although
actuation is very heavy, the clutch is smooth and
clean.
The adjustable levers make a difference as
well and help with the overall manoeuvrability
of the bike.
Heading home on the freeway the little bikini
fairing does its job surprisingly well and
the new dash layout is great. The S4R is really,
really quiet thanks to its new upswept dual-muffler
two-into-two (complete with the biggest collector
box on earth). And tooling along in traffic
the S4R feels unremarkable and plain. The
riding position that was so good through the
hills is, despite the new ‘bars and revised
rider and pillion ‘peg placement, very commuter-ish
at these speeds and if it wasn’t for the logo
in front of my face I’d never know I was on
such an exciting motorcycle. I’m not criticising
the bike, I’m simply stating the obvious.
In fact, if anything it proves that the S4R
could be considered quite a versatile bike
– once the starting problems are sorted, anyway.
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Unfortunately the S4R hasn’t escaped its siblings’
mental starter button syndrome – where the button
jams and the starter continues to spin after the engine
has fired. We also experienced some starter clutch
engagement inconsistencies during the test. Nothing
a good push didn’t sort out but clutch starting a
bike in full leathers does get to you after a while.
Still, I know that I was just unlucky with this one
– I’m confident that it isn’t too much of a problem.
As for living with the S4R day to day, I found it
a blast. 70% of my riding involves running errands
around the city, often with a pillion (the rear cowl
hides a good pillion perch), and the Monster was perfect.
It was a bit like taking a Ferrari, fitting a ute
tray and using it as a workhorse!
Out of the confines of city traffic the S4R is a
blast and the 996 engine and top-spec Showa suspension
combo make it one serious scratching bike. To top
it off the R comes with copious amounts of carbon-fibre,
top class finish quality and more street cred than
Al Capone.
Oh, and they’ve fixed the sidestand, too.
ON THE BACK WHEEL
Having stunt ridden an S4 monster since March
this year, I was looking forward to taking its replacement,
the S4R, for a good thrashing.
I am not one to get mixed up in all the technical
stuff on how well a bike corners. The first thing
I want to know is what it’s like to wheelie! The S4R
is more than capable of getting the front wheel off
the bitumen but I must admit I was a little disappointed
by the performance of the S4R’s bigger engine when
compared to the 916 of the S4. I think this can be
blamed on the collector box that’s holding back the
exhaust gasses and is choking the hell out of the
engine. The Brembo front brakes work a treat for rolling
stoppies but the brake and clutch levers seem to be
a bit out of reach for my liking. The dry clutch can
take some time to get used to, especially for dropping
the odd burn out. In saying that, though, the clutch
itself can take a real flogging. I haven’t changed
one in my bike all year. Adding a full Termignoni
Ducati exhaust system and some adjustments all ‘round
would certainly do to the Ducati S4R justice – Paul
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INSIDE THE S4R
The S4R is the result of 10 years at
the top of the naked bike class for Ducati’s
Monster range. Not only is the S4R the most
powerful bike in the Monster family, it also
has the chassis to match. The upgraded running
gear includes top-spec Showa Tin coated forks
and a competition spec Showa shock with adjustable
ride height. The swingarm is also a single-sided
alloy unit inspired by the MH Evolution and
the handlebars are tapered Maguras. Brakes are
Brembo calipers all ‘round, complete with braided
lines and the wheels are gorgeous Marchesini
forged alloys.
The new upswept single-side exhaust system,
higher ‘pegs and narrower peg-to-peg width have
increased ground clearance and made the Monster
S4R even more capable through the twisties. |
S4R ACCESSORIES
There are a huge range of trick Ducati accessories
available for the S4R and other Monsters including
carbon Termignoni mufflers, trick clutch components,
engine covers and even mirrors. Ducati accessories
are available from all Ducati dealers. Visit www.ducati.com.au
SPECIFICATIONS
2004 DUCATI MONSTER S4R
www.ducati.com.au Price: $20,795 + ORC Warranty: 2
year unlimited km Colours: Frame in metallic grey
or blue (blue only with white tank), Wheels in metallic
grey, fluorescent red or white (red only with metallic
grey tank, white with blue/white tank) Claimed power:
83.4kW [111.8hp]@8750rpm Claimed torque: 95.5Nm [70.4ft-lbs]@7000rpm
Dry weight: 193kg Fuel capacity: 15 litres Measured
average fuel consumption: 5.6l/100km ENGINE - Type:
liquid-cooled, DOHC 90-degree V-twin four-stroke with
four valves per cylinder and Desmodromic valve actuation
Bore x stroke: 96 x 68.8mm Displacement: 996cc Compression
ratio: 11.6:1 Fuel delivery: Magneti Marelli EFI,
50mm throttle body Ignition: electronic Exhaust: Stainless
steel/alloy two into two Gearbox: six-speed cassette
style Ratios: 15/37, 17/30, 20/27, 22/24, 24/23, 28/24
Final ratio: 15/42 Clutch: dry multi-plate with hydraulic
actuation Final drive: DID 525 pitch O’ring chain
CHASSIS - Frame type: Tubular steel trellis frame
with cast aluminium single-sided swingarm Wheelbase:
1440mm Rake: 24 degrees Trail: N/A Front suspension:
fully adjustable 43mm Showa inverted forks, 130mm
travel Rear suspension: fully adjustable Showa shock,
adjustable ride height, 148mm travel Front brake:
Twin four-piston Brembo calipers, Brembo master cylinder,
320mm rotors Rear Brake: Brembo twin-piston caliper,
245mm rotor Front wheel: Marchesini forged alloy,
3.5 x 17in Rear wheel: Marchesini forged alloy, 5.5
x 17in Front tyre: Michelin Pilot Sport 120/70 – 17
Rear tyre: Michelin Pilot Sport 190/50 – 17 Ground
clearance: 355mm Seat height: claimed 803mm Overall
height: 1222mm Overall width: 885mm Overall length:
2121mm INSTRUMENTS Speedo, tacho, odo, tripmeter,
clock, reserve light, engine check light, oil pressure,
water temp, immobiliser, indicators for high beam,
blinkers and neutral
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