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A Ducati at Ascari
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S4Rs
Basem Wasef
05/01/2006
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The S4Rs’s
top shelf components reflect its tremendous capabilities. On Ascari’s first of
26 turns—a tight chicane that interrupts a high speed straight—the fully
adjustable front and rear Öhlins suspension provide the sharpness necessary to
aggressively carve the bend. On wide, fast sweepers, it also effectively
communicates the bike’s dynamics. Particularly on turn 23— a fast, banked
left-hander—the suspension compresses and maintains the curve before a tap of
the brakes preceding an abrupt left turn. If anything, the suspension’s
adjustability invites experimentation in order to set the ideal ride height and
damping, which are crucial to exploring the bike’s handling boundaries. Aiding
the bike’s responsiveness is an aluminum Marchesini rear wheel that is 23%
lighter than the S4Rs’ equivalent unit, and a front wheel identical to the one
fitted to the 999S.
 On the track at Ascari Race Resort. (Click image to enlarge)
Radially mounted, 4-piston/4-pad front Brembo brakes are
the same as those found on the 999R, and allow for gut-sinking deceleration when
setting up for suspension-loading corners. Considerably more efficient than
their predecessors, these brakes require 45% less lever effort in order to yield
equivalent stopping power. Braking at the end of long stretches is crucial, as
several of the straights at Ascari lead to sharp and unforgiving bends. The
Brembos perform admirably, biting hard, and effectively scrubbing off
speed. (Click image to enlarge)
Once the handgrip is twisted and the Monster pulls out of a turn, its
L-twin begins churning out power from almost anywhere within the rev range. Such
thrust comes in handy on a track with the massive scale of Ascari; Monster
torque not only produces a satisfyingly thick sensation of thrust at low rpm, it
also minimizes lost momentum if too tall a gear is inadvertently selected.
Boasting the same engine as Ducati’s flagship 999, the S4Rs’ powerplant
features the company’s now trademark Testastretta, or “narrow head”
configuration, that produces more effective combustion than the 996 engine
fitted to the S4R, the previous top-of-the-line version of the Monster. A new
throttle body, airbox, rocker arms, camshafts, and larger intake valves also
allow the engine to breathe deeper and therefore produce more power. Also
incorporated into the S4Rs is a low oil sump design, enabling the pump to remain
working during high G-force cornering.
Top: The S4Rs at speed. Bottom: Zwart relaxes at the Ascari Race Resort paddock. (Click images to enlarge)
For an even more hardcore riding
experience, Ducati offers modifications that make the Monster positively rabid.
Replacing the stock exhaust with the Termignoni kit incorporates huge, 50mm
pipes, carbon fiber silencers, a high performance racing air filter, and a
dedicated engine control unit mating the powerplant to the exhaust. Not only is
the motor’s growl even more seductive with the aftermarket components, but also
the boost to 148 horsepower is markedly perceptible from lazy engine speeds all
the way up to its higher 10,000 rpm peak. This increased power pushes the
Monster even closer to the domain of Formula One performance, but in a
progressive, linear way that is predictable and smooth, not snappy or
high-strung. Though brand new Michelin Pilot Power Race tires are initially a
bit hesitant in their footing, after a couple of warm-up laps they bite with
more reassuring traction than their stock, street counterparts. The race
compound Michelins are the undisputed weapon of choice for track
riding.
Adding to the trick effect is an exhaust note that bellows with
unmistakable authority. Its volume projects far longer distances than stock,
and, though officially a track-only accessory, it will doubtlessly make its way
onto public roads thanks to zealous Ducatista whose love of decibels and power
outweigh their fear of law enforcement.
While the mechanical evolution of the
S4Rs makes it a more finely tuned track instrument, aesthetic improvements have
also made it easier on the eyes. Although the mechanical complexity of
water-cooled engines inevitably involves more hoses, pipes, and loose metallic
ends, Monster product engineer Giulio Malagoli takes pride in the S4Rs’s
nip/tuck job that eliminates the use of zip ties and hides electrical cables for
a more uncluttered look. There is still quite a bit of visual noise created by
the Monster’s engine, but it’s not called a naked bike for nothing.
Exterior
details on the S4Rs are in keeping with efficient, high-grade construction.
While the ounces saved by utilizing carbon fiber on the front mudguard, radiator
guards, timing belt covers and side panels may be incremental, the bike’s fierce
power-to-weight ratio is reflected in its agility, and the alacrity with which
it hustles its 390-pound dry weight around both the strict and ample sections of
the track.
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