Ducati Monster S2R
The Ducati Monster S2R Is Coming
Photos and text courtesy of Ducati Motor S.p.A.
Over the years, Ducati desired to produce a companion model to the
classic Monster, with an even more aggressive sports design.
Just one year
after the launch of the most powerful and exclusive model in the Monster
range – the S4R, built with numerous components of our Superbike motorcycles
– Ducati is now proud to present the S2R.
This is the birth of a new product
range, which Ducati has named the "Monster SR" range, now featuring the
Monster S4R, our flagship product, the ultimate expression of the naked
bike, and the brand new Monster S2R, the essence of a sports bike combined
with maximum enjoyment and functionality.
This family of naked bikes, at the
cutting edge of style and technology, as well as the pinnacle of sporting
performance, now boasts a number of exclusive and original features.
The Monster S2R, with its less aggressive engine design (when compared
with the S4R), still shares all its big brother's extreme componentry, with
everything required to ensure a gutsy, enjoyable and exciting ride.
model is intended for riders who prefer the fluid, graduated, and less
intimidating power of an 800 cc air-cooled two valve engine over the
exuberant power of the hyper-sports water-cooled 4V engine of the S4R.
Ducati is especially proud of the S2R's new color schemes, which translate the
charismatic graphics of the S4R into 5 new graphic designs, as well as the
popular Dark model.
The new Year 2005 model Monster S2R copies the overall style of the S4R,
with the differences based on the new engine. The use of a twin-cylinder,
two-valve air-cooled engine, thus without liquid radiator, makes the latest
in the Monster range even more sparse and streamlined.
On the other hand,
the new model features all the unique aesthetics of the SR series,
including: single–sided swing arm, double vertically-configured exhaust
pipes on the right side, and special color schemes. The S2R is available in
six different color schemes.
Four of these feature the series'
characteristic, exciting longitudinal stripe running through front fender,
seat cover and fuel tank, in a variety of color combinations: alongside the
classic Ducati red with white stripe, the bike is available in black with
tangerine red stripe, and acid yellow or tangerine red with black stripe.
Then there are also two single-color schemes: black, and the matte black of
the Ducati "Dark" series. The latter scheme, which is available at a more
competitive price like all Dark models, has a number of special features.
The sports front fairing and
colored seat cover are not present, and the
handlebar is of the conventional steel type rather than the aluminum
variable cross-section version.
Chassis and running gear
The development of the chassis and running gear for the Monster SR family
has resulted in two important changes: new and more eclectic aesthetics, but
more importantly, increased ground clearance for cornering.
theoretical angle in cornering (with both suspensions compressed by 2/3 of
their stroke) is now 48°, for extreme use of the bike even on track.
The structural parts involved in achieving this result are the following:
- Single-sided swing arm in aluminum tubing
- exhaust system
- separate foot peg brackets
- aluminum side stand
- high riding position (shock absorber shaft 3mm longer, front forks
mounted 10 mm higher)
The new Monster S2R uses a frame which is practically identical to that
of the 800 i.e. version, except for a few details. It was not possible to
use the frame of the S4R due to the different routing of the intake ducts.
Indeed, on the Desmoquattro these units are practically straight and
strongly angled relative to the plane of the head on the cylinder.
800 cc Desmodue and all other two-valve engines, on the other hand, the
intake ducts are routed in a very different way. They are only slightly
angled relative to the head/cylinder plane, so that the air box also has a
different shape in comparison to that used on the S4R.
The S2R's front fork is an upside-down 43 mm diameter Marzocchi unit, and
the rear shock absorber is a Sachs unit with adjustable spring preload and
rebound damping. This shock absorber features adjustable shaft length, thus
enabling ride height adjustment. The two floating front brake disks are 300
mm diameter units. They are acted on by double-piston floating calipers. The
rear brake has a single 245 mm disk with fixed double-piston caliper.
The fuel tank is constructed in techno-polymers by rotational molding. This
enables the plastic material to be molded onto a shell composed of two parts
which form the negative of the tank itself. This shell is spun on two axes
in a special carousel to enable the liquid nylon polymer to cover it in its
entirety. The process is run at a specific temperature at which the plastic
polymerizes and thus hardens to form the walls of the tank.
The Monster S4R and S2R have many parts in common. The single-sided swing
arm, which enables use of an exhaust system with two small silencers, one
above the other and at a high lateral position, is the same. This important
component of the rear suspension is lighter by 20% than the swing arm of the
Monster 800, resulting in a weight reduction of 1100 gm, and has an
aluminum trellis design. The main component of the swing arm is an extruded
oval cross-section tube (for maximum rigidity) welded directly to the
swingarm pivot casting.
The foot peg brackets are also identical to those
used on the S4R. They are positioned very narrowly to enable the rider to
assume a more streamlined position (with both legs snug against the fuel
tank). Furthermore, the passenger and rider footplates are separate. For
specialist uses (on track, etc.) the rear foot pegs can be removed. The front
foot peg brackets are fixed to the engine casing with two bolts and to the
swing-arm pivot via an elastic bushing.
The variable section Magura handlebar, the same as that used on the S4R, has
a very special technical specification. It is constructed in aluminum, with
a 22 mm diameter at the grips, widening out to 28 mm at the center for
better rigidity. The intermediate sections taper smoothly between the two
specified diameters. The handlebar tubing has a wall thickness of only 4 mm
for exceptionally light weight.
Another highly prestigious component of the Monster S2R is the use of 5
spoke Marchesini rims with 5.5" rear rim to enable mounting wide rear
Desmodue 800 i.e. engine
The Desmodue 800 i.e. is certainly one of Ducati's most famous, highly
appreciated and versatile engines. The piston stroke is 66 mm with a bore of
88 mm for a total displacement of 802.84 cm3. The connecting rods have a
center distance of 124 mm, and are newly designed.
To improve their fatigue
strength, their surfaces are subjected to chemical vibration polishing. They
are thus smoother and more even than a conventional connecting rod. This
finishing reduces surface micro-defects which can promote cracking. The
piston of the 800 cc Desmodue engine is cast, with a reduced compression
height and is very light weight, is graphite-coated on the jacket and uses a
new set of piston rings for significant blow-by reductions.
The piston ring
seats are anodized – surface hardened to prevent contact adhesion of the
rings. The cylinder has two chamfers at its base to enable insertion of the
gudgeon pin, which would otherwise be difficult due to the reduced
compression height of the piston. The camshaft is mounted with ball bearings
at both ends. The valve closure cams are designed to reduce acceleration of
the valve head as it approaches its seat.
The engine is of course equipped with computer controlled electronic
The lubrication system on the Desmodue 800 i.e., which also has a cooling
radiator, is extremely rational and functional. For example, the duct
carrying the oil to the left hand clutch housing (and which runs in the
right hand housing), is machined into the casting itself. This means that
there is no need for oil lines.
The gearbox is a six speed unit, the
selector forks and drum have been designed to optimize gear selection ease,
and a more evolved version of the renowned APTC clutch is used.
The primary transmission sprocket features backlash recovery mounts for
significantly reduced running noise. The toothed wheel forming the sprocket
is thus composed of two superposed components, held under tension by a set
of cylindrical coil springs. This reduces the inevitable backlash in primary
transmission gear meshing.
The gear ring mounting to the clutch casing
includes cylindrical coil spring damper, to dampen peak torque delivery to
the gearbox when the clutch is released and during powerful accelerations
This exclusive device provides a torque delivery which is a function of
the torque applied to it. This makes it possible to considerably reduce the
force required to operate the handlebar clutch lever, while ensuring
transmission of engine torque to the gearbox primary shaft.
Depending on the
design of the APTC clutch components, the transmissible torque, for a given
size of clutch disk, can be conveniently increased over that transmitted by
a conventional clutch. Another important feature of the unit is its capacity
to automatically limit the reverse torque ("slipper clutch") generated
during aggressive deceleration.
The APTC clutch was developed for the
smallest Ducati two-cylinder engine, the Desmodue 620 i.e., and is now also
used on the Desmodue 800 i.e.. In a conventional clutch, the maximum drive
torque transmitted from the crankshaft to the primary gearbox shaft depends
on the contact surface between each driven and driving clutch disk (and
hence their average radius), on the friction coefficient of the disk
material and the force with which the disk pack is driven together (which is
a simple function of the cylindrical coil springs acting on the pressure
In the APTC clutch, on the other hand, the force compressing the
disk pack is not dependent merely on the pressure plate springs, but is also
due to the special design of the hub, in other words, the internal device
driven by the driven disks and mounted to the primary gearbox shaft. In this
way the pressure plate coil springs, which are bolted to the drum studs,
need not supply the full load required to compress the clutch disk pack in
order to transmit the engine torque.
This significantly reduces the hand
force required to operate the handlebar lever compared to that required for
a traditional clutch design. The design of the drum is the key to the secret
of the APTC clutch. The drum actually generates part of the load on the disk
pack as a function of the engine torque. This load thus makes it possible to
transmit increasingly higher torques, up to the limit determined by the size
specification of the device and the friction between the disks themselves.
To sum up, the relation between the clutch input torque (applied torque) and
the output torque (transmitted torque) is linear, while with a conventional
clutch this ratio is fixed at its maximum, even when the actual applied
torque is lower than the maximum transmissible value.
This is due to the
fact that the load exerted by the pressure plate springs is always constant.
Applying the same logic, but in the opposite direction of torque
transmission, the greater the reverse torque applied to the APTC clutch, the
lower its transmission to the crankshaft.
The S2R's exhaust system, the layout of which is identical to that of the
S4R, has two manifolds mounted inside a pre-silencer located behind the
engine, under the swing arm pivot.
This unit has two chambers divided by a
cavity containing the catalytic converter. The exhaust gas thus enters the
first chamber, passes through the catalytic converter, and then enters the
second chamber. From here, via two separate pipes, it is sent to the two
three-chamber silencers which are mounted one above the other on the right
hand side of the motorcycle.
MONSTER S2R/S2R dark
||Two-cylinder, 90º L-configuration, Desmodromic timing with 2
valves per cylinder, air- cooled
|Bore x Stroke
||88 x 66 mm
||56.7 kW - 77 CV @ 8250 rpm
||72.6 Nm - 7.4 kgm @ 6500 rpm
||Marelli electronic injection, 45 mm throttle body
||2 aluminum silencers
||1st 32/13, 2nd 30/18, 3rd 28/21, 4th 26/23, 5th 22/22, 6th 24/26
||Straight tooth gears; ratio 1.85
||Chain; Sprocket 15; Chain ring 41
||Multi-disk, oil bath, hydraulically-actuated
||Steel tube trellis
|Steering head angle
||Upside-down 43 mm forks
|Front wheel travel
||5-spoke light alloy, 3.5 x 17
||120/70 ZR 17
||Progressive adjustable Sachs mono-shock.
Mono-shock swing arm in aluminum tubing
|Rear wheel travel
||5-spoke light alloy, 5.5 x 17
||180/55 ZR 17
||2 x 300 mm disks, 2-piston caliper
||245 mm disk, 2-piston caliper
|Fuel tank capacity
||14 l (including 3 l reserve)
||Electronic instrument panel: odometer, rpm counter, indicators
for head and tail lights, high beam, turn indicators, oil pressure,
fuel reserve, LCD clock, immobilizer
||2 year, unlimited mileage