Modding the Monster: Part III – Taking it to the Track
This is part 3 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). Part II covered the impact the modifications had on road riding. You might wish to read those articles first This final part of the series, Part III (Taking it to the Track) covers the impact of the changes on the racetrack as evidenced during a US Desmo trackday at Roebling Road.
Part III: Taking it to the Track
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.
In Part II, I was very pleased with the performance of the bike on the road, in particular, singling out the part throttle response and strength of the lower mid range which made the bike easier to use whilst commuting since strong and smooth power was available from as low as 3,500 rpm. In the twisties, the bike was easier to ride, driving harder out of turns and providing a better feel for the power being delivered to the rear wheel.
The much improved fueling characteristics made the engine easier to work with during the tedium of commuting and more importantly enhanced the feel, control and ultimate performance of the motorcycle in the twisties. On the freeway the greater access to lower rev torque made overtaking even more effortless than before.
Performance on the Track
I took advantage of a US Desmo track day to try the revised Monster on the race track. Roebling Road, near Savannah, GA is a high speed flowing circuit that would exercise the engine up to near terminal velocity. The track provides a perfect palette for uninhibited sampling of the full range of delights of modern motorcycles and despite my long break from track work (a trackday at Talledega GP late last year was my first track excursion in 15 years) I was looking forward to seeing whether the changes that had had so much impact on the street would transfer to the higher speeds of the track.
The weather was perfect and right from the first session the bike felt almost effortless to ride. Despite not having ridden at the track before, I was quickly able to settle down towards the front of the advanced group on the Monster despite being pitted against some beautiful and fast Ducati machinery that even included a gorgeous Desmosedici!!
In all honesty, the combination of the suspension setting changes and the more muscular power delivery made riding Roebling Road a breeze. The whole circuit could be ridden in just 2 gears, with 5th being reserved only on the long main straight. In 4th, the bike would powerslide out of the exit of turn 1, dig deep coming out of a late and deep entrance into turn 3 and then steadily build pace through the last few turns to enter the straight at around 125 mph. The speedo indicated around 160 mph following a hurried glance at the speedo before braking.
The engine work was manifesting itself in the smooth, strong torquey power delivery that enabled me to get back on the power early after turn in and steadily build velocity past the apex that made the bike appear to be much faster than it really was. The suspension changes were an obvious improvement at the rear, where the bike would occasionally wallow in the past it was now planted to the track and allowed me to even explore exceeding rear traction at times such was the feel that was being delivered.
The fork work allowed me to brake late and deep at marker 3 entering the fast turn one with plenty of feel with the forks dipping just the appropriate amount. Truly I was in heaven and having a ball until it all went wrong in the 3rd session following a red flag.
Back out on the track I was getting back up to speed when I lost the front end at around 100 mph in the right hand turn 5. Luckily, damage to the bike was fairly minor in nature but unfortunately I fared a little worse with what turned out to be a displacement and fracture of my left scapula that required an ambulance ride and surgery once I returned to Atlanta. I had become overconfident and was pushing too hard and had taken too wide a line after passing a group of riders that put me onto the greasy part of the track. A little sand was scattered here and there courtesy of some cars the day before.
Although I finish this post still in some pain and feeling more than a little embarrassed, I can’t help but smile when I think of how well sorted my bike is now with the modifications that were made. It is measurably better in almost every engine respect and is more fun to ride than ever before. I can wholeheartedly recommend similar modifications to anyone with a Superbike engine. All I need now is some modifications to the rider so he works the controls a little better next time!
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I continue to be impressed at how great your blog is — especially considering your injury! Keep up the good work,
dc
Thanks a bunch Dan. I appreciate the feedback.
Good to hear you are in such good spirits. Nice photo and informative column, but I pity the poor sod who seems to think that one just needs to push a little harder on the knee to keep things upright. He probably thinks that his Triumph is so good it only needs to run on three to keep up!!! I look forward to more of your track day excursions and hope to join you on one of them. I am hoping you will be doing an article on the 998s in the near future as it’s my favourite “Duck” of all.
Keep up the good work Ol’ Bean.
Thanks Ted, there’s no accounting for Triumph riders