Modding the Monster – Part II: On the Road
This is part 2 of a 3 part series looking at improving the performance of my Ducati Monster S4Rs by focussing on changes to the intake / exhaust system and suspension setup. Part I covered the work performed on the bike, which was done by the DUCSHOP (you can find a review here). You might wish to read those articles first.
This article covers the impact the modifications had on road riding. The final part of the series, Part III (Taking it to the Track) will cover the impact of the changes on the racetrack as evidenced during a US Desmo trackday at Roebling Road.
Part II: On the Road
The Story so far.
In Part I, I discussed how I wasn’t pleased with the lower rev and part throttle performance of my 2007 Ducati Monster S4Rs which had the Ducati Peformance full termignoni exhaust and associated ECU and air filter already fitted when I bought it. Taking advantage of a 7,500 mile scheduled service, DUCSHOP did a number of things which I hoped would improved the situation.
- Ran my bike on their dynamometer (dyno) and checked the fueling
- Fitted a Power Commander and created a custom map
- Checked the cam timing.
- Lightened the flywheel
- Setup the suspension for my weight
Performance on the Road while Commuting
The inclement weather in Atlanta meant that my first few rides were simple commutes. Suited up and ready to do battle with the distracted soccer moms in SUVs I could already tell there was some differences as I blipped the throttle a couple of times, slipped the Monster into gear and rode out of my driveway.
The lighter flywheel, did indeed, give the engine a more playful character rising and falling to throttle inputs faster than before. If I focussed hard I could notice the only downside, it was maybe 5% more difficult to move off as the clutch needed a poofteenth (this is a technical term for a mere sliver) more slip to smoothly take off. To be clear the effect was so subtle that I had forgotten all about it by the time I’d moved off from a full stop 3 or 4 times.
The engine did feel more muscular down low but the overriding sensation was the crispness of the part throttle response. Each minute rotation of the throttle summoned up, instantaneously, the corresponding amount of thrust at the rear wheel. This improvement was obvious at lower revs. Where, before, the Monster would surge and hesitate on a part throttle in the higher gears under 4,000 rpm, now it would respond cleanly and pull smoothly with increasing vigor from as low as 2,500 rpm in say 3rd or 4th and would even accelerate quite strongly without undue shaking, shuddering or otherwise from as low as 3,500 in 6th.
To illustrate the contrast, previously I had been unable to use 6th gear below about 65 mph. Now I could be in 6th at 55 mph and have adequate shove without complaint if I opened the throttle without changing down. Oh and another thing, it is now absolutely ridiculously easy to float the front wheel across every intersection off the throttle from a mere 4,000 rpm, which is nice!!
Performance in the Twisties
Commuting is hardly the ideal environment for an S4Rs so I knew the real test would be up in the North Georgia Mountains. On my local backroads I was able to evaluate the changes on roads I was familiar with. The first surprise I had was top gear overtaking. Rolling on the throttle from 60-65 in 6th used to provide pretty tepid acceleration until ahem a higher speed, but now the Monster surged ahead with renewed vigor. The torque swelled as the engine revs got higher building to an almost irrepressible lunge.
The same thing could be felt in the lower gears, typically 3rd and 4th around the mountains. The initial pick-up from the apex was crisper and the response stronger, especially at part throttle. The noise is of course like an orchestra for any Ducatisti and like an orchestra the music ebbs and flows. Driving hard out of a 3rd gear turn the energy level and noise rises to a crescendo and then you roll off for the next turn. Just like as with the music, the fact that you know what will come in a certain passage from prior experience does not diminish the joy each time.
The improved fueling and lighter flywheel reinforced one another. The crisper injection meant better throttle control and the lighter flywheel made the engine pick up revs quicker and with more urgency. The proof of just how much better the whole was came from riding a tight section where the road condition was pretty poor due to recent snow. The road was alternatively wet and dry with a liberal sprinkling of pebbles for good measure. I marveled at how much easier the bike was to ride in these conditions. Sure the rear wheel would slip and slither at times but I could dial up exactly the right amount of torque to challenge, without seriously overwhelming, the available traction.
The suspension settings too were improved. The Ohlins had always felt quite good but the forks used to plunge like a hooker’s neckline at even a whiff of the powerful, radial Brembos. The changes mostly resulted in the correct setting of static sag for my 190lb weight that led to a lot more front preload in particular. The brakes felt easier to modulate while the dive was more controlled and less severe. I think suspension is good when I fail to notice it and to be honest I barely noticed anything beyond the front improvement so taken was I with the engine improvements.
Roadtest Conclusion
I am sure you can tell that I am very pleased with the changes based on my road evaluation. The much improved fueling characteristics make the engine easier to work with during the tedium of commuting and more importantly enhance the feel, control and ultimate performance of the motorcycle in the twisties. On the freeway the greater access to lower rev torque makes overtaking even more effortless than before.
Overall a resounding success. The next step is to see how it goes at the Track. Look out for Part III of Modding the Monster which will be on the site or in your RSS feed soon.
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