2003–2006 · Naked Bike · Buyer's Guide
Superbike Soul, Civilized Manners
The S4R is what happens when Ducati gives the stripped-down Monster a real superbike heart. The 996 cc liquid-cooled L-twin makes 114 hp at 8,750 rpm and 71 lb-ft at 7,000 rpm, and it sits in a steel trellis frame with a chassis shared with the ST4 sport-tourer. There are no rider modes, no traction control and no ABS. What you get is a fully adjustable upside-down fork, an adjustable shock, 12.6 in (320 mm) front discs and a top speed of 149 mph. It's a naked bike built around one charismatic engine and a chassis sharp enough to use it, and it looks and sounds like nothing else in its class.
On the road it's more approachable than its reputation suggests. The chassis is neutral and calm, the 31.5 in (800 mm) seat is easy to live with, and 430 lb (195 kg) wet is manageable for a bike with this much punch. It suits an experienced rider who wants an emotional, mechanical machine for open back roads and fast sweepers. The caveat is the engine's personality: it only comes alive once you're past the midrange. Ownership needs attention too. Check for flaking chrome on the rocker arms, a failing regulator/rectifier, weeping at the fuel tank hinge and tired spark plug cap coils.
Spec sheets don't ride bikes, but they set the baseline.
| Power | 114 hp (84 kW) @ 8,750 rpm |
|---|---|
| Torque | 71 lb-ft (96 Nm) @ 7,000 rpm |
| Displacement | 996 cc |
| Engine | L-twin |
| Cooling | Liquid-cooled |
| Gearbox | 6-speed |
| Final drive | Chain |
| Fork | Upside-down (USD) |
| Front brake | 320 mm |
| Front tire | 120/70-17 |
| Rear tire | 180/55-17 |
| Wheelbase | 56.7 in (1440 mm) |
| Seat height | 31.5 in (800 mm) |
| Wet weight | 430 lb (195 kg) |
| Fuel capacity | 4.0 gal (15.1 L) |
| Top speed | 149 mph (240 km/h) |
| Fuel economy | 31 mpg (US) |
Equipment check
Chassis
Thumb the starter and the S4R feels like an event before you've found first gear. The twin has a deep, mechanical voice that fills the space around you, and it gets better the harder you work it. Being naked, the wind is part of the deal. At everyday speeds the air on your chest makes the pace feel faster than the speedo says, and that keeps your right hand honest. What surprised me was the little flyscreen. It looks like styling, but at triple-digit speeds it clears a pocket of calm air around your upper body. The riding position is relaxed and roomy enough for a full day, and the seat doesn't make you pay for it. This is a bike that rewards you for staying engaged. Short-shift and ride lazily and it feels pleasant but ordinary. Keep the revs up and it turns into a completely different machine.
My own 0–100 score for this bike against the class, area by area — the marker on each bar is the class average.
What I keep coming back to is how little the chassis asks of me. Braking, turning in and driving out never interfere with each other, so a corner feels like one smooth motion instead of three separate jobs. I just point it and it goes there. The factory suspension setup is right for real roads. It stays tight and accurate through fast bends, and broken, patched pavement never once made me back off.
I can't fault the Brembo front end. The bite builds in a straight, even line as I squeeze the lever, so I always knew exactly how much stopping I was asking for. I carried the brakes a long way into corners many times and the bike stayed settled and on line. Not once did the front do anything I didn't expect. For a bike without ABS, that kind of clear, honest feedback is what builds trust.
This 996 cc L-twin was bred on the racetrack, but you'd never guess it from the throttle. I could crack it open at any point and get a clean, predictable answer with no lurching and no stumble. It's a real step up from the rougher motor it replaced. My one complaint is what happens down low. Below the midrange the twin is friendly and a bit sleepy. Push past that point and the Monster finally shows its real character.
The seat is the quiet hero here. I spent a full day hammering mountain roads on it and never started shifting around looking for relief. The calm, neutral chassis helps as much as the foam does, so I got off at the end of the run feeling loose rather than beaten up. The tiny screen up front surprised me too. It looks like pure styling, yet it takes enough pressure off at high speed to matter.
Both ends are fully adjustable, and there's more range there than any street rider will use up. I'd only look at the premium-spec version if track days are on your calendar. For everything else it's money you won't feel. The honest limit is tight pass roads. Out of hairpins the soft bottom end has me feathering the clutch to keep things moving. That's no issue on open roads, but it's worth thinking about if you ride tight mountain passes every weekend.
Over the years I've heard plenty about the S4R: at the paddock, at club nights, in long talks with owners and in the messages riders send me. The picture they paint is consistent. They love the engine and the steering, and they're just as clear that this is a short-haul bike with a noisy, demanding clutch.
Two things come up again and again. The first is how quickly the S4R changes direction. Owners describe a light, eager chassis that makes a twisty road feel like home. The second is the engine: a solid shove through the midrange, a real rush toward the top and an exhaust note riders never tire of. Owners also like how much they can tune the suspension, and they say the brakes stop hard and consistently.
The gripes are just as consistent. Some owners find the firm suspension and forward lean tiring on long trips and see the bike as a back-road toy. The open dry clutch is famously loud and can feel grabby in traffic. Riders also say the basket and plates need regular checks. A few mention range, which can drop below about 125 miles (200 km).
Flaking chrome on rocker arms
The chrome plating on the desmodromic rocker arms can flake off, contaminating oil and potentially causing damage. Commonly affects higher-mileage engines and can be detected by checking chrome flakes in the oil filter screen.
Fuel tank hinge leak
The tank hinge weld can develop a leak, causing fuel to drip onto the engine. A common Monster issue; requires re-soldering or tank sealing.
Regulator/rectifier failure
The OEM regulator/rectifier (R/R) is prone to overheating and failure, which can also damage the stator. Many owners upgrade to a MOSFET unit and relocate it for better cooling.
Sidestand too short
The factory side-stand is considered too short, causing the bike to lean excessively and increasing the risk of tip-overs. Many owners weld a larger foot or fit an aftermarket stand.
Spark plug cap coil failure
The ignition coil built into the spark plug cap can fail, leading to single-cylinder operation and rough running.
Where this Ducati Monster S4R pulls ahead of — or falls behind — its rivals on the numbers, and the typical bike in its class on character.
Power
Torque
Displacement
Wet weight
Top speed
Seat height
Forget spec-sheet bragging. Here's who the Monster S4R is actually built for.
If your weekend means long, fast canyon sweepers, this is your bike. Keep the twin on the boil and the neutral chassis lets you place it exactly where you want it, turn after turn.
Made for Angeles Crest Highway · Coronado Trail / US 191 · Highway 1 / Big Sur
Open, rolling Hill Country roads suit it perfectly. The seat is comfortable for a full day out, the sound turns heads when you park, and the engine pulls hard once you let it rev.
Made for Austin / Texas Hill Country · Twisted Sisters · Austin / Handbuilt Motorcycle Show
The chassis and brakes will reward your technique, but on the tightest hairpins the soft bottom end means working the clutch. It shines more on flowing roads than on first-gear switchbacks.
Made for Back of the Dragon · Blue Ridge Parkway · Cherohala Skyway
If this one isn't quite the fit, these are the bikes worth riding back-to-back against it.
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