2004 Ducati Monster M1000 Road Test Rider Magazine

13 Май 2015 | Author: | Комментарии к записи 2004 Ducati Monster M1000 Road Test Rider Magazine отключены
Ducati Monster 1000
Ducati Monster 1000

2004 Ducati Monster Road Test

Photo Kevin Wing

Ken Freund

3, 2005

Just about engine that Ducati seems to find its way into the Monster series eventually-and a good thing! By coupling the new DS1000 dual-spark engine the popular and long-running Monster Ducati produced the Monster i.e. for 2004, a … V-twin that’s fast, fun and

The Monster M1000 series the 900s and is the most powerful Monster yet. For 2004 were available in two versions. both share the same DS (Dual Spark) Desmodue previously introduced on the Super series and Multistrada, the basic i.e. is an essential, stripped-down while the M1000S i.e. here adds a small fairing and several carbon-fiber to spice it up and add to the street-fighter look.

a capacity of 992cc the torquey, 1000DS Desmodue (pronounced is a two-valve-per-cylinder engine that up sporty performance while some semblance of simplicity by an added cooling system. The design also reduces costs for valve adjustments, can really add up over the life of a a Ducati.

Besides simplifying the 1000S and its service requirements, air also eliminates the need for a which restricts turning and makes it difficult to make a in a narrow street or parking By combining Dual Spark electronic fuel injection 45mm throttle bodies and an catalyst, the Monster 1000S has power yet responsibly low emissions.

The Desmodue engine starts warm or cold, yet has the slow characteristic often found on Ducati models. It’s a cold-blooded at first and likes to some fast idle in with the handlebar control for the mile or so to prevent stalling. It about two miles for the oil temperature to to register on the digital readout—until it flashes “Lo.”

Instruments are to see, but give us a taller

On the road, the engine delivers torquey power. Once throttle response is fairly and linear with just a of abruptness off-idle. Grab a in first gear, though, and wheelies will be your Up through the gears, the ’Due strongly from about through its redline at 8,500 rpm isn’t marked on the tach).

ridden in anger, the engine great music and the whole seems to work better the you ride it. In stop-and-go traffic the isn’t happy and tends to when forced to lug. We found that it gets hot in summer traffic, with oil reaching 240 degrees F. on hot days.

actuation is hydraulic, with an lever that requires a amount of effort to disengage the dry It’s a little grabby at the but works fine after and is fairly quiet. Shifting is Ducati, effective but with a more lever effort and than typical Japanese

Gearing is tall from through sixth; the long-legged top is great for high-speed jaunts a relaxed gait, al­though gear is a bit high in traffic.

Ducati Monster 1000S

On Barnett’s Dynojet dynamometer the engine ground out 86.8 horsepower at 8,000 rpm and 65.5 of torque at six grand. The torque is quite flat, with 50 lb-ft or more from through redline.

The 1000 and share most chassis Both models use Ducati’s tubular-steel trestle frame from the Sport Touring to hold everything together. adjustment at the rear of the bikes riders to tailor the steering to riding style and road and both M1000 models 43mm male-slider forks and rising-rate rear suspension.

On the suspension front and rear is adjustable.

Good-looking and functional stainless-steel/Teflon lines run from the clutch and front brake cylinders. The aluminum swingarm on the 1000S lowers the bike’s poundage and reduces unsprung which helps the bike’s compliance on rough, bumpy and improves both stability and After changing a few suspension on the 1000S, we were able to get a yet sufficiently compliant ride.

With its Michelin Pilot tires, the Monster had plenty of wet or dry, tracked nicely and good tread life. The feels light and nimble, in sharply, holds a line and has loads of available lean It feels a little twitchy in corners and at high speeds due to its wheelbase and long handlebar but always seems stable and enough to be safe and confidence-inspiring.

engine has plenty of torque and are plenty of zipties!

Braking from the front is strong and Those large 320mm platters and four-pot Brembo allow powerful stops all speeds with just a squeeze of the adjustable handlebar However, from the time we got the (with about 300 miles on it) the brake chattered annoyingly, from improper break-in.

other Ducatis we’ve the rear brake is quite and requires high effort to get stopping power from it, but lock up inadvertently.

Riding is quite natural and comfortable, upright with a slight lean, but tall riders may a bit cramped. Although the rider’s is quite thin, it distributes well and is fine for everyday Pillion accommodations are crowded and the slopes toward the back, won’t make you popular your passenger if you gas it when aren’t ready.

The instrument binnacle is located enough that it’s in the line of sight, even a full-face helmet. Both the and tach are analog and easy to as are the indicator lamps. There’s a tripmeter in the speedo and the tach a choice of a digital oil-temperature or a clock; the rider can toggle them.

Ducati Monster 1000
Ducati Monster 1000

Ridden in a spirited the Duc runs low on fuel at around 100 but typically the low-fuel lamp blinking around 110-120 Fuel economy ranged 40.4 mpg up to 43.0, with an of 41.8 overall. Using average, range to empty out to 150 miles.

Although fuel is good, we’d like to a little more capacity for range.

2004 Ducati 1000S i.e.

The ignition and lock are integrated and incorporate an immobilizer system that off would-be rustlers with a LED warning. We like the location of the switch, but if you wait too long to the starter button the immobilizer the bike from starting. designed rear-view mirrors improved visibility aft, but noticeably, especially when the is lugged a bit.

Wind from the flyscreen is marginal, but cut the blast to your torso.

Ducati’s “…” Monster is now available in seven different with a selection of four engines in the United States For 2004, Ducati introduced the Monster S4R and we’d be remiss if we at least mention it here. The liquid-cooled, Desmoquattro 996cc is rated at 113 horsepower.

It can be easily by its double-stacked, right-side exhausts and an tubular single-sided swingarm, of carbon-fiber bits and a trick fork and rear shock. For the S2R makes its appearance with the exhaust and some of the S4R’s bits, but is powered by the 800cc of the Desmodue engine, so it has sporty with more moderate

Thanks to their exposed frames and minimalist bodywork with sportbike power and the Monster series has been popular. After living this 1000S i.e. for months, we’ve gotten to it quite well, both the and not so good. During that we had several minor problems. As previously, from the beginning the brake chattered.

At about miles, the starter stuck on with the key removed and the kill off, requiring a frantic of the battery. Later, a rear bolt fell out, a came loose and finally the master cylinder cap fell

Desmodue engine has plenty of and there are plenty of zipties!

that said, the Monster still delivers a nice of Ducati character and performance with a more comfortable posture and low seat height by many riders. The bike is and fun to fling through the corners or fly the freeway, looks good—and hold their value well. For 2005, the 1000S model is essentially unchanged, but be designated just M1000S, as the “i.e.” has been dropped.

remains the same at $10,995, but the models will be available in red or (the frame will the tank) with black Each comes standard a color-coordinated rear-seat cover. The 1000 Chromo is a limited with a chrome tank and wheels and is the only M1000 in the United States for 2005.

Ducati Monster 1000S

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