For '06 the S4Rs gets Testastretta power and full Ohlin suspenders. Here we Ride Red Ducati style atop the kitted Monster with 50mm pipes, carbon cans, revised airbox, kit ECU and an instant 18 more horsepower.

For 2006 Ducati rolled out its all-new Testastretta powered S4Rs Monster to journalists from around the world. The specially selected site for the launch of the impressive new L-twin was a private track in the southern tip of Spain, the "Race Resort Ascari". Nestled in the foothills below the snowcapped mountains, and on the outskirts of Ronda, the barely three year old Resort Ascari offers truly a jewel of a 3.4 mile long road circuit, complete with full racing amenities. Ducati staff welcomed everyone to this exclusively private location and began the launch by describing Ascari as "a street riding environment" without typical hazards like oncoming cars. During our ride, Soup was pleased to find that the pristine track allowed the redesigned 1000cc Monster to really stretch its legs and actually explore the potential of the S4Rs, even at terminal speeds in final gear.

Now a full-blooded member of the Testastretta nostra, with the S4Rs Ducati has retooled the entire S4 Monster package making some remarkable improvements to their premiere naked bike. In a natural progression, the fitment of the narrow-head Testastretta engine instantly changed the machine's status, giving the Monster a bolt-in increase of 13 horsepower over the previous Desmo-Quatro mill. Those familiar with the current successes and performance of the 999 will immediately realize the benefit this transformation would yield; cylinder heads with narrower included valve angles and larger valves that account for 20% more intake valve area. In fact the entire package is now 11% more powerful, while being nine-pounds lighter and 5% stiffer. Virtually every aspect of the Monster is new and improved. Surprisingly little was needed to accommodate the latest 998cc engine in the Monster's steel trellis frame. A new die-cast deep oil sump was designed to clear the engine cases and front cast section of the extruded tube aluminum swingarm. The ALS 450 tubular steel frame has been marginally stiffened and is now suspended by fully adjustable Ohlin components.

Now offered in Pearl White, the standard model is much less cluttered, we promise! The photogs kept trying to give us the Lambda Probe, here is a good view, what about the new oil cooler?

While at Ascari and for added insight, Ducati also provided each attending journalist with a single session aboard what we are sure were well prepared kitted Monster S4Rs. Each of these sported the basic, yet carefully matched parts direct from the Performance catalogue. For Soup, our ride on the kitted machine took place early in the day, when track knowledge and machine familiarity was at a minimum. But by using a basic-back-to-back impression and comparing the accessorized version with the standard model, we regrettably surrendered the bolt-on beneficiary with an instant impression that would have any tester opening his or her wallet and asking where to sign for the balance. The combination of parts working together is easily worth every accessory dollar you have available, without question! The basic kit consists of a full 50 mm Termignoni exhaust with carbon silencers, free-breathing air intake and special ECU. Although many more accessories for the S4Rs are available, our next round of performance dollars would be spent on the factory steering damper kit and slipper clutch, as the Monster will benefit from both.

Understand that if we place greed and 18hp aside, we would still have no complaints with the performance of the machine in its standard form, in fact the numbers produced by the stock S4Rs are quite respectable at 130 hp at 9,500 rpm delivered via 75 ft lbs of torque at 7,500 rpm. It's just that there is comfort knowing that for only euros more, Ducati Performance can help you accessorize the S4Rs and improve output by way of a simple visit to your smiling bank teller. Here, hard earned and well-spent cash will instantly aspirate available yet untapped engine output, and all while reducing a substantial amount of overall weight. Such increases, although quite respectable, do come at measurable expense. In this case the seat-of-the-pants realization is delivered through a beautiful new 50mm straight through free-flowing exhaust note, three times the intake noise and the guaranteed possibility of failing every aspect of the current Euro-3 emissions test you may encounter. There is comfort in knowing that the S4Rs owner most familiar with Ducati's Performance Catalogue will enjoy an additional 1000 peak rpm on top and measurable output increases from idle upward.

As is typical with Ducati, the big twin in its OE state makes usable power everywhere. In the Monster's showroom state of tune, the electronically governed rpm ceiling stands at 10,500. In every instance this limit was comfortably high, but once confidently lapping Ascari, we did manage to meet the rev limiter on several occasions. Helping this was the fact that up shifting at times was inopportune because lean angles would not permit access under the shift pedal. Daring not to shift, we would just let the Testastretta rev-away and into the limiter with the end result being a tolerable electronically induced misfire.

Other impressions with performance were that the Monster started easily when cold, now with the help of new 50mm throttle bodies fit with an electronic stepper motor controlling engine idle circuitry at low speeds. In addition to the improved performance, this new system eliminates the need for an external choke lever and related clutter. Other updates include a redesigned and more compact fuel pump that now pressurizes race proven single 12-hole fuel injectors, one per cylinder. Neatly tucked under the tank are a new air box, the battery and controlling everything electronic is Magneti Marelli's latest 5AM ECU, now programmable for engine tuning with the use of an external flash e-prom. While on the subject of neat and tidy, Monster designers have made great strides in eliminating all non-aesthetically pleasing hoses, ties, clamps and wires. The end results for all of their efforts are a big improvement in appearance and finish.

Pavement doesn't get any cleaner or more pristine than at Ascari! DDC takes advantage of the grip and high-bar placement to check his mirror for a very quick Arakaki-San.

Downstream of the intake is the trademark SR series Monster exhaust with dual stacked side-mounted upswept mufflers. Although the S4Rs retain the low-mounted angular pre-exhaust canister, it now differs by housing three catalytic converters and an oxygen sensing Lambda probe. Working on the fly, the Lambda probe measures oxygen content in real-time and communicates with the ECU to constantly adjust fuel mixture. Also exclusive to the new machine is larger diameter exhaust system, now using 45mm tubing from front to back. The increase in tube diameter was necessary to match the greater output of Testastretta, but the entire system still manages to keep noise and emissions within the Euro-3 standards.

For improved cooling, the curved radiator uses dual thru-bolt mounted fans to optimize cooling and reduce weight. The system has also replaced the previously all-rubber primary coolant supply hose leading from the radiator to the water pump with a more sanitary and durable section of aluminum tubing. Small carbon shields are now is used to aesthetically protect the outer tanks of the curved radiator. Oil cooling has also been improved with the fitment of new triangular shaped oil cooler that simply mounts directly to the lower cylinder head.

Even in stock trim the S4Rs comes equipped with a smattering of carbon bits, most of which are designed to protect the rider and passenger from heat. On the exhaust, carbon guards serve as heat shielding atop the upper muffler and as right-side ankle protection. On the engine both timing belt covers are now entirely carbon, as is the front fender. Additionally, carbon parts are available to customize your monster. These would include an attractive replacement front fairing, side covers, seat cover and a more compact under- seat fender. Other tasty Monster trickery including mirrors, and turn signals are as close as your Ducati accessory catalogue and far as the imagination and a significant budget will take you.

One of several rises at Ascari, note the S4Rs clean frontal look, symmetrically placed GT stripe and ample ground clearance.

Considered an upgrade by the factory, the front of the new Monster now benefits from a 43mm Ohlin front fork moving on low-friction Ti-nitride coated stanchions. Engineers explained that the entire front of the S4Rs now shares identical part numbers with its successful full-faired big brother, the 999.

What has changed from last year's 999 is the front braking system. Dual 320mm rotors are mounted on aluminum carriers, still slowed by four-piston/four-pad radially mounted calipers, but now display Brembo with engraved and painted graphics. Aesthetics aside, the true difference is the 19mm radial master cylinder with remote reservoir. By calculating fluid pressure as it relates to lever travel, engineers were able to change lever-pivot ratios and claim a 45% increase in front braking force as related to lever travel. The end result is a front brake with an immediately recognizable increase in initial bite and rock-hard lever feel. In the rear, a 11mm master controls a twin piston caliper, matched to the inboard mounted 245 mm disc.

At the rear, Ducati opted for an Ohlin shock with a full aluminum body and piggyback reservoir. With the rear damper alone, the solitary weight saving was a respectable 1.3 pounds. Believing that reducing grams will eventually add up, Ohlin even uses a composite threaded collar to adjust spring preload. All totaled, opting for Ohlin's latest lightweight components accounts for a total combined weight savings of 22 percent over the suspension used on last year's Monster.

For wheels, beautifully forged Marchesini 5Y-spoke aluminum wheels grace the S4Rs. Yes, the front wheel shares the same part number as the wheel on the 999 but the rear wheel is an entirely new part which boasts an unsprung weight savings of 1300 grams or 2.9 pounds over its predecessor. For '06, wheel colors are model dependent, available in white (on the pearl white scheme), or black on both the base red and base black machines. Whatever color you choose, these forged wheels are really nice pieces.

This year the S4Rs is offered in three paint schemes, an all new pearl white base with red stripe and white wheels, ala a paint scheme reminiscent of past TZ's, but of course with Ducati's application of quality and attention to detail. Scheme selection has the pearl white/red Monster sharing a red frame with its reversely painted sister, a base red and white stripe. The other difference between the two is only that the white model is sold with white wheels. The other two color options (base red with white stripe, and black with grey graphics) roll on the solid black Marchesinis, while the black on grey also sports a matte black frame. The Monster's familiar GT inspired stripes is now wider than in the past and flows down the centerline of the machine. Besides paint colors, all three machines share identical new logo insignias.

The S4Rs sports solid chassis geometry figures and makes good use of what are familiar amounts of rake and trail, 24 degrees and 3.546 inches respectively. Around Ascari steering remained stable at all times, complements a tidy yet conservative 56.7-inch wheelbase.

Money well spent buys this beautiful 50mm straight-through exhaust, sans pre-exhaust canister. We saved the leftover Lambda probe for the tester from Roadracing World. Later he couldn't' keep up at darts either...

During our introduction, it was immediately apparent that Ludovica and the boys had achieved their goal, and Soup was rolling quickly along on two wheels, while refreshing past counter steering techniques facilitated by a serious top mounted-handlebar. The bars Ducati fit on the Monster are an aluminum extrusion that taper to the grip section. With ample width, they are lightweight, strong and offer a serious amount of leverage. Missing from the list of S4Rs OE pieces is a steering damper. Yes, the kit is offered as an accessory but this tester would always prefer added control come without additional cost. Perhaps a damper will serve more as a security blanket as in this case; the machine always remained very stable, however on a street circuit or racetrack such environs inevitably push limits. Had a damper been fit, with this tester the handgrip pressures would have undoubtedly been less.

Starting in September of 2003, The Race Resort Ascari started as a brainstorm and development tool for an elite class of Ascari KZ1car owners. Driving the project with amazing passion and creativity is an enterprising Dutch engineer by the name of Klass Zwart. Zwart, a racer, four-wheel pilot and historic racing car collector, constructed what could only be a dream to all but people like Hallman, Penske or George. He essentially built an FIA standard driving circuit on a pristine174 acre parcel of rural Spanish countryside. To support the track Zwart also constructed a remarkable row of live pit boxes, complete with meeting rooms, changing rooms, driver showers, lockers, restrooms and more. For a limited number of motorsports most elite and avid enthusiasts, 500 exclusive memberships were offered for what would be an annual investment like no other. Developed and promoted as a "race academy," imagine your own personal facility with full-time turn workers, complete with a stable of track-worthy racecars that include a Benetton F1 machine and full a cast of supporting mechanics. Almost unimaginable, but then again, to help your perspective, the track dossier places the beach only 15 minutes away by helicopter. If exploring the limits of a resident F1 car seems a bit greedy, the dedicated Ascari instructors will have you drive from the stable in a BMW 3 Series, Lotus Elise, Formula Reynard, or even an Ascari KZ1. Offered as a complete package, and similar to the Hotel California, there will be no leaving this place, as supporting amenities include a remarkable resort with 40 rooms, pool, bar, and full staff to make your stay memorable. We can assure you the Ascari staff's serving us our multiple course lunch was not doubling as mechanics or corner workers!

Speaking of curvy and beautifully flowing, of the six different Ascari circuit options available, Ducati opted to run the road course in its longest configuration. With approximately 26 corners, this counter clockwise layout spans a single lap distance of 3.4 miles and Zwart's creation offers a challenging variety of diverse sections that will even permit an F1 machine to reach near terminal speeds. Ultimately we found the track was clean, provided excellent grip, was relatively free of bumps and not too coarse. On the down side, it was designed primarily as a car circuit so several areas provided no run-off and were surrounded by Armco, which for our needs was cushioned by protective bales. Nevertheless, in many areas these were literally trackside and required rider's prudence.

Riding the new machine around the Ascari was truly a special event, an experience that this tester will remember as perhaps one of the most enjoyable to date. In a sense total exclusivity does have a way of making things special. This one-of-a-kind resort exudes privacy and an attention to detail with visitor comforts.

As is generally the case, initial laps on new machines at remote tracks around foreign riders can be quite the get-acquainted session. With Ascari this was very much the case. The lack of preexisting circuit knowledge, a long overall length and somewhat blind layout of the course made memorizing the track difficult, at least within the first scheduled 20-minute session. Compounding this was that Soup (naively) joined early on in a mix with two not-very-shy Japanese journalists, Mr. Toshiyuki Arakaki and a slightly better behaved Mr. Toshihiro Wakayama for the first session. Beforehand little did this tester realize that both were former 500 GP men and past UJM factory testers. Initially riding with this talented pair of Toshi's literally had hard motorcycle parts touching down before completing the sighting lap of the first session. Upon returning to the pits, Soup received a gently put request by Pablo, Ducati's event coordinator regarding "safety." Apparently there was a genuine concern for general well being of everyone's equipment, and rightfully so. With a hidden grin, the fear of missing future invites, and a ton of respect for my newfound Japanese counterparts, we did the respectable thing and asked that Soup's test Ducati be stiffened front and rear. A Ducati mechanic responded with a turn of front spring and two turns of rear preload, two clicks of rebound and three of compression damping. In all seriousness, OE suspension settings are generally a balanced compromise for more normal riding environs and a diverse sporting public. Even off the pace the S4Rs initially moved too much on its suspension. Next for added safety, Pablo insisted that each machine enter the track with a 15 second safety gap between riders.

After circulating what were the first unfamiliar several laps, my forearms were feeling like I had just completed a full moto, but with the use of a damper, even at speed the relaxation factor would alleviate the onset of arm pump. It probably didn't help that some of us enjoy the occasional wheelie and even rogue Soup testers can occasionally be seen tugging at the bars on this particular motorcycle, almost every lap. In every case, the aforementioned effort always met with the desired loft and response and pardon the pun, but yes, the S4Rs can be a wheelie monster if so desired.

In each of the remaining sessions our Monster improved following the suspension increases but eventually we felt that additional change was needed to help the balance, quicken steering and also weight place more weight on the front OE tire.

For rubber Ducati opted to fit Michelin Pilot Powers on the standard machines at Ascari. The Monster was well suited with this OE rubber, they warmed quickly in the brisk morning air and cool track temperatures and provided neutral steering with no tendency to fall in or stand-up while turning or braking. It was not until the day that wear was even an issue, this being due to the fact that each machine was being shared between two testers and doing double duty. At the day's end our S4Rs had circulated over 70 laps and the front tire showed no serious mileage, while the rear on the other hand exhibited significant wear and a drop in performance.

Adding to the titillation, each attending journalist was offered one session on an S4Rs with the performance kit. In addition to the added power the kitted machines produced, each of the kitted machines was fit with Michelin's Pilot Race tires. As mentioned earlier, the specially equipped red Monsters were noticeably better everywhere for output; even adding a full thousand rpm on top, but the other improved aspect was how much easier the Monster's steering responded with what was taller rubber. Initial turn-in was quicker, required less effort, and helped the Monster change directions with noticeably less effort. This was due in part to steeper tire profiles and taller tire circumference. One other opposing difference between tire specs is how differently they work without pre-warming. Where the standard spec tires were literally ready to press into action only after a few corners, the race spec Pilots required almost two laps to feel solid, but once warm, the traction and added ground clearance they provided was notably better than the OE Pilot Powers. Had tire warmers been used, this would have negated the issue of delicate first laps and related cold tire tearing. The use of warmers by manufactures is a practice not uncommon on launches where true production race rubber is mounted.

After seeing the standard pre-exhaust from this angle, Soup sought Ducati's Performance catalogue. We apologized for the scratches later, actually it wasn't that bad.

In reading handling behaviors of the standard S4Rs on this track, and closely looking at our tire wear, we would have opted for another series of suspension changes had time permitted. By simply increasing rear ride-height, the expected benefits would be greater average of combined weight on the front tire, increased ground clearance and improved steering. Supporting this tester's theory was the lack of noticeable front tire wear at the end of the day's sessions. Our simple bounce test revealed that by adding rear spring, we eliminated all the non-weighted free-sag from the rear shock, a condition which reduces effective rebound and leads to over-reaction at full rear extension, especially when finishing rear slides. A good rule of thumb is if spring preload is needed for a desired handling effect and the change brings suspension up to top-out, switch to the next stiffer spring and again back-off the preload until the desired free-sag is obtained. In our case spring rates on the Monster were not the problem; the end issue was a lack of ground clearance. Particularly on the left where we started with the foot of the aluminum side stand and ended up literally twisting the shift pedal up and out of the way. Right side clearance issues were less pronounced but more solid. Ultimately on the right the lower canister would touch during aggressive riding. Again had time provided, simply raising the rear ride height using Ducati's simple rear adjustment system and returning to the OE rear shock's spring setting would have helped everything from clearance to front and rear traction, and made the S4Rs even safer around the track. Please keep in mind that this adjustment is best made in smaller increments, and for Ascari we would suggest an initial increase of 5mm.

There is a reason wide raised handlebars went out with past superbikes like those immortalized by riders like Eddie and Wayne. The required rider leverage gave way to a rider's front weight placement and quicker machine steering geometry. The S4Rs sports serious bars which help with leverage, but don't necessarily help transfer a rider's weight over the front wheel, a condition perhaps most noticeable on the track. Don't take this as a complaint as the differences between the street and the track are as great as those between conventional up bars and clip-ons. The bars are pure Monster and will only serve to complement the Ducati on your favorite canyon road, the busier the better. Conversely, the higher speeds of rigorous track riding typically lend itself to fairing protection and prone riding positions for over-the-front rider weight placement and front feel. Not a complaint, just a summation.
Riding the Monster quickly around the Ascari circuit was almost rhythmic, with each corner flowing increasingly faster into the next. Describing (explaining) a lap here would include blind rises, hairpins, a sixth-gear back straight broken with a truly inspiring flat 5th gear dog-leg, best described as a "men from the boys" kink. It was here at the end of the back straight that we momentarily glanced down at the instrumentation, which read 10,000 rpm in sixth-gear. Following this section is the second of two tight, yet differently laid-out chicanes needed to slow speeds. Progressively faster sections that move into blind flowing brows then follow after exiting either chicane. The combination of various other elevation changes seemed similar to Phillip Island but in speaking with Mr. Zwart later, he explained that one of his inspirations for Ascari was actually the famous UK circuit Outlon Park. Motorcycle historians would equate Outlon as the racetrack once ruled by riders like Mike Hailwood and Bob McIntyre.

One challenge the counterclockwise circulating track presented brought out the importance of proper gear selection, as numerous times per lap when up-shifting was necessary, lean angles and consecutively faster upcoming left bends would not permit access under the shift lever. With the Monster the problem was eased by the Testastrettas broad power spread. Simply power-through these sections in the next gear taller letting the eager 998 just torque through, pulling easily. One caution here: while exiting corners using lower rpms for acceleration the engine is closer to its torque peak and this places a premium on rear tire traction, something that must be carefully (gently) managed. Once familiar with driving from corners in taller gears, the Ducati responded with better shifting behavior while under rpm loads, fewer excursions into the 10,500 rpm rev limiter and we suspect quicker lap times. Once familiar with the track and traction permitting, there was no real need to spin the engine at the top of its rev range as the power it produced always offered impressive but manageable drives from corners.

Testing on this circuit did require four points of strong braking per lap and the Brembo system was easily up to the task. As Ducati engineers spent a fair portion of their technical presentation explaining front brake system improvements, first impressions did have initial front braking response and power substantially increased. Be aware that effective lever travel has been minimized and the majority of braking is accomplished within the first few millimeters of lever movement. Of course the relation of lever to grip clearance is adjustable via screw actuator but with the very firm lever response and minimal effort and travel required, we found it necessary to ride with the lever positioned in as close as possible to the grip. The new S4Rs has serious braking power.

Literally, by the end of the day and what amounted to just over 1.6 hours of precious track-time, we left both the new S4Rs Monster and challenging Spanish road course Ascari with much respect and admiration, almost as you would parting with old friends. In the acquaintance process we experienced just a bit of what for most might be a dream thanks to Ducati and Race Resort Ascari's founder Klaas Zwart so creatively once imagined.

After our first ride, without a doubt and simply put, we found the new Monster to be a gear taller and a full straightaway ahead of its predecessor.