2003 DUCATI 400S MONSTER

Overview Since its inception, the Monster has proved very popular.  This year, Monsters are available in four different engine capacities: the 620, the all new 800 and 1000, and the radical 916cc S4. Unique hand air-brushed tanks, billet aluminum parts, carbon fiber covers, multiple exhaust systems and literally hundreds of customizing parts to change the look and enhance performance are available. A customizing catalog is standard equipment with each new Monster. The new engines of the Monster family are the most important new feature for 2003. The two engine displacements of 2002 (750cc and 900cc) have been replaced with two new displacements (800cc and 1000cc). The 800cc engine, which replaces the 2002 750cc engine, features increased power by 9 HP and has a 6-speed gearbox, as opposed to the 5 speed gearbox of the 2002 Monster 750, to fully maximize its sports potential. The 800cc engine also features a new all aluminum clutch basket and plates for a lighter bike and reduced inertia. The top-of-the-range Monster air-cooled engine 1000 DS is equipped with the new dual spark 1000cc engine. The 1000 DS engine features a new all aluminum clutch basket and plates. This reduces weight and noise, and increases acceleration due to the reduced inertia of the new lightweight clutch. In addition, the Monster 1000 DS uses a high performance dry clutch. In Detail For the Model Year 2003, Ducati presents a renewed Monster family, featuring innovative details. The very new M800 i.e. and the M1000 i.e. with the new Dual Spark engine. To complete the Monster range that goes from the 620 i.e., the perfect entry to the Monster family to the S4 for the expert rider who wants to lead on every kind of street, Ducati introduces the very new Monster 1000 with a great leap in style and performance and the Monster 800 with the new six gearbox. The Monster family: Monster 620Dark i.e Monster 620 i.e. Monster 620s i.e. Monster 800Dark i.e. Monster 800s i.e. Monster 1000Dark i.e. Monster 1000s i.e. Monster S4 The new engines of the Monster family are the most important new feature for 2003. The two engine displacements of 2002, (750 and 900), have been replaced with two new displacements, 800cc and 1000cc. The 800cc engine which replaces the 2002 750 cc engine, features increased power by 9 HP. Furthermore, it features a 6-speed gearbox as opposed to the 5 speed gearbox of the 2002 Monster 750 to fully maximize the new engines sport potential. The 800 engine feature a new all aluminium clutch basket and plates, for a lighter bike and reduced inertia. The top-of-the-range Monster air-cooled engine 1000 DS is equipped with the new dual spark 1000 cc engine.  The 1000 DS engine features a steeper included valve angle plus valves with a larger diameter and smaller valve stems. The valve timing has also been modified. Versus the 2002 Monster 900, these changes have led to an increase of both horsepower and torque, now 84 HP at 8000 rpm an increase of 6HP; and 8,5 kgm of torque at 6000 rpm, an increase of 1 kgm. The cylinders have a larger bore and an increased the number of redesigned optimally shaped cooling fins. The new cooling fins dissipate more effectively and work in concert with the increased horsepower. In addition, the exhaust port has been shortened by 40%, further lowering engine temperatures. The camshafts now ride in plain bearings versus the former ball bearings. The advantage is lower weight, fewer moving parts and lower friction. To handle to increased torque and improve reliability, the transmission has also been improved with the use of a double ball bearing on the sprocket side output shaft (countershaft). Furthermore, a new more powerful starter motor is used to match the increased engine displacement. The 1000 DS engine features a new all aluminium clutch basket and plates. This reduces weight and noise, and increases acceleration due to the reduction of inertia of the new lightweight clutch. In addition, the Monster 1000 DS uses a high performance dry clutch. It is logical to think of a pairing a new engine with a new, more suitable frame. In fact, Ducati, based on the success of the S4, has chosen to use a frame deriving from it on the entire range, which has increased torsion stiffness by more than 30%.  This means safety and stability when faced with the most demanding road conditions. The 620 i.e. and the 620s i.e. feature the new same frame of last year, but with different seat heights. The 620 i.e. (and the 620 Dark i.e.) is the same as the 2001 model with a low seat height that is more useful for the growing number of enthusiasts among women, while the 620s i.e. features increased ground clearance for more sports orientated use. As of this year, it is also possible to request a higher seat on the 620 i.e. (and the 620 Dark i.e.) or a lower seat on the 620s i.e. at the time of purchase. Even the 800 Dark i.e. features a reduced seat height, and it is also possible to change the seat height as above, while the Monster 800s i.e. features increased ground clearance. The rear suspension, which features a new Sachs rear shock with adjustable rebound damping and spring pre-load, follows the set up of the award winning Superbike range.  Of course the S4 still features the tested fully adjustable Sachs.  This, together with the aluminium swing arm mounted on the 620s i.e., on the 800si.e., on the 1000s i.e. and on the S4, highlights even more the ride and handling qualities of these models. Furthermore, on all s version, the 1000 and on the S4 there is the possibility of changing the ride height of the bike independent of the spring pre-load, thereby allowing a customized set up according to individual taste. Technically, the “1000 DS” is an all-new 90° L-Twin power plant. The design starts with a completely new cylinder head, big-bore short-stroke design and further innovations that extend to the very heart of the motor, the crankshaft. The design goal was clear. Increase total power, boost mid-range power, simplify mechanicals, lower engine temperatures, raise reliability, lower emissions and lighten weight. These solutions would tap the minds of our very best engineers, utilize all of our racing experience and express the peak of Ducati “know-how.” The 90° Desmo L-Twin, two valve, air-cooled engine is our most well-known and widely used power plant in the Ducati family of motorcycles. Although the Desmoquattro and Testastretta L-Twin liquid cooled engine powers all of our Superbike family and selected models within the Monster and Sport Touring families, the air-cooled L-Twin remains as equally important to our philosophy of motorcycling. An air-cooled engine has significant design and application advantages in many motorcycles. The most obvious is the relative simplicity and lighter weight of an air-cooled motorcycle verses its liquid cooled counterpart. There are no radiators, water pumps, hoses, venting tubes, reservoirs, or the need to compromise the placement of ancillary components displaced by the liquid cooling system. The straightforward, no-nonsense approach is in itself an attraction for many. Maintenance on an air-cooled engine is also simplified and therefore the long-term cost of ownership is lower. Of course, to many the beauty of air-cooled engine, with its traditional cooling fins and purposeful look, is as an important factor as any. “It makes my bike look like a ‘real’ motorcycle”. With the most experience and success with Twin cylinder performance engines than any other manufacturer in the modern era, Ducati has brought the design to a high art form. The Ducati commitment to the L-Twin design is based on our conviction that its configuration is the soundest engineering approach to powering a motorcycle. Compact, efficient and powerful, the twin cylinder motor has endured as the common-sense means to powering a motorcycle since the first bikes appeared almost 100 years ago. Confirmation of the twins continuing validity is the fact that the winning motorcycle in every race this year in the World SuperBike Championship has been powered by a twin cylinder engine, no matter who the manufacturer. A point of fact not lost on our worthy competitors, as more and more attempt to switch the twin cylinder design. As others try to “catch-up,” Ducati continues to lead the way. Desmodromic valve actuation, fuel injection, computer engine management and now the new “1000 DS” engine just keep pushing Ducati farther ahead of the pack. Starting with the cylinder heads, ignition is now accomplished with twin spark plugs and the conventional method of supporting the camshafts with ball bearings has been replaced with oil pressurized plain bearings. The twin spark design, due to its “double flame front” offers more complete combustion, increased power especially in the mid-range and greater fuel economy. The advantages of plain bearing camshafts to the Desmodromic motor are many including a reduction in the number of moving parts, which increases reliability and reduces weight. In fact, the result is an amazing reduction of more than 1.5 kg/3 lbs. per cylinder. Additionally, the new approach reduces heat and aids in heat dispersion. A substantial reduction in valve angle degrees between the intake and exhaust has created a more “compact” head. The more compact design has many advantages. It allows a more optimal shape to the combustion chamber resulting in more complete fuel combustion, higher compression and more power. The new more efficient combustion chamber allows the use of quite “lean” fuel/air mixture without damaging high temperatures and significantly reduced HC emissions. The new configuration also places the camshafts in a more direct relationship to the valves, lowering friction and stress to valve components and consequently increasing reliability. Although more compact, the new head gives more “room” for the valves. With the combined benefits of the new cylinder heads, Ducati engineers can now be more “radical” in valve size and cam design compared to the previous air-cooled engines. Intake and exhaust valves are now increased to 45mm vs. 43mm and 40mm vs. 38mm respectively. The new valves are lighter, due to the 7mm stems (the same as our Superbike engines), even though the working diameter of the valves has increased. Further improvements include new valve seats made of beryllium bronze, an advanced material previously used only on racing engines. The new valve seats have improved heat dispersion and low wear characteristics, thus valve clearance is maintained more accurately over time. The bigger valves are also matched to more extreme camshafts. Additionally, the cylinder head is now sealed to the cylinder via a special metal gasket. The gasket improves sealing, increases heat transfer, eliminates o-ring seals and simplifies assembly. Complimenting the new valve layout are larger intake and exhaust ports. Additionally, the exhaust port length has been shortened by an incredible 40%, further aiding in the reduction of engine temperatures by exiting exhaust gases from the cylinder head more quickly. The manufacturing process of the cylinder head is also new. It is now “gravity chilled” with the combustion chamber facing down. As a result, the first aluminium poured forms the combustion chamber and cools quickly, ensuring better molecular structure (smaller aluminium grains) to the chamber. Another design criteria was to allow the engine make power over a wider range. In addition to the new cylinder head, contributing significantly to power output is not just a bigger bore, but also longer piston stroke. To ensure broad mid-range power, the crankshaft, cylinder bore and piston have been modified to achieve a 94mm bore with a 71.5mm piston stroke, vs. the former 92mm x 68mm of the 900cc engine. The pistons now feature nitrided steel rings with a high sealing ability that essentially eliminates oil consumption. The cylinder barrel is now thicker making it more rigid and more resistant to deformities while tightening down the cylinder resulting in improved piston and ring to cylinder sealing. Two extensions (fins) have been added to the lower cylinder to support the piston better at BDC (bottom dead centre). Lower engine temperatures and reliability have been further advanced with a new shape, placement and a greater number of cooling fins. The new shape, essentially an exaggerated pyramid, has a greater mass (greater heat sink qualities) at the source of heat (combustion chamber and cylinder liner) to conduct heat away from source more quickly. The fins then grow gradually thinner (lighter) as they extend away from the heat source while maintaining the same surface area (the ability to transfer heat to the atmosphere). The 94mm pistons are linked to the crankshaft with new connecting rods, made from a new material composition, 30NiCrMo4, which has exceptional flow characteristics during forging. This allows Ducati engineers to design a more optimal shape to the connecting rod cross section because of the consistent and flaw-free characteristics of the new material during the forging process. In cross section, the new rod is thinner side-to-side, but wider fore to aft, a more advanced I-beam, which is stronger and lighter for increased reliability and performance. Additionally the rods have been mechanically and chemically surface stress relieved resulting in a smoother and imperfection free surface for higher reliability and strength. A new forged crankshaft was also called for. Its of a new shape, with its mass more centralized, and oil delivery ports are positioned in a new way, through less structurally critical areas. The result is a crankshaft that is more rigid and has less flex, adding to lower vibration and higher reliability. The timing belt gears now have 20 teeth verses the former 18 teeth for improved belt routing. Also new timing belt tension rollers have built–in bearings with improved grease seals. Crankshaft/camshaft timing and gear mounting have also been improved and simplified, ensuring rapid and accurate assembly. The lubrication system has also been updated. The 1000 DS now runs significantly higher oil pressure and volume, achieved with the use of a new oil pump and oil channels. The higher oil pressure is required by the plain bearing camshaft, but also aids significantly in engine cooling and reliability. The clutch basket, drive plates and driven plates have also been improved and updated. Both the basket and plates are now made of all aluminium, of a special alloy. The service life of the new lighter clutch is much greater, due to the more balanced wear factor of aluminium alloy to the friction pates and the clutch is also quieter due to improved tolerances and the lower resonance value of aluminium vs. steel. Even the transmission output shaft (lay shaft or countershaft) has been improved with the use of a double row bearing on the chain sprocket side for improved durability and strength. Furthermore, the countershaft sprocket is now mounted on the splined counter shaft via a single large nut, verses the former two screws.

Technical Data	MONSTER S4	MONSTER 1000S i.e./ MONSTER 1000 Dark i.e.	MONSTER 800S i.e / MONSTER 800 Dark i.e	MONSTER 620 i.e. (Standard / S / Dark)	MONSTER 400 Dark (Japan only)
Engine	L twin cylinder, 4 valves per cylinder Desmodromic, liquid cooled	L twin cylinder, 2 valves per cylinder Desmodromic, air cooled	L twin cylinder, 2 valves per cylinder Desmodromic, air cooled	L twin cylinder, 2 valves per cylinder Desmodromic, air cooled	L twin cylinder, 2 valves per cylinder Desmodromic, air cooled
Power	74 kW - 101 HP @ 8750 rpm	62 kW - 84 HP@ 8000 rpm	54 kW - 73 HP@ 8250 rpm	44.3 kW - 60 HP @ 9500 rpm	31kW - 43 HP @10500 rpm
Torque	92 Nm - 9.3 Kgm @ 7000 rpm	84 Nm - 8.5 kgm @ 6000 rpm	69 Nm - 7.0 kgm @ 6500 rpm	53.3 Nm - 5.4 Kgm @ 6750 rpm	33 Nm - 3.4 Kgm @ 7500 rpm
Fuel injection	Marelli electronic fuel injection, 50 mm throttle body	Marelli electronic fuel injection, 45 mm throttle body	Marelli electronic fuel injection, 45 mm throttle body	Marelli electronic fuel injection, 45 mm throttle body	2 x 38 mm Mikuni Carburettors
Transmission	6-speed	6-speed	6-speed	5-speed	5-speed
Clutch	Dry multiplate with hydraulic control	Dry multiplate with hydraulic control	Wet multiplate with hydraulic control	Wet multiplate with hydraulic control	Wet multiplate with hydraulic control
Frame	Tubular steel trellis frame	Tubular steel trellis frame	Tubular steel trellis frame	Tubular steel trellis frame	Tubular steel trellis frame
Front suspension	Showa 43 mm upside-down fully adjustable fork	Showa upside-down fork 43 mm (fully adjustable on M1000S)	43 mm upside-down fork	43 mm upside-down fork	43 mm upside-down fork
Rear shock	Progressive linkage with fully adjustable Sachs monoshock with piggy back. Aluminium swingarm	Progressive linkage with Sachs adjustable monoshock. Aluminum swingarm (M1000S only)	Progressive linkage with Sachs adjustable monoshock. Aluminium swingarm (M800S only)	Progressive linkage with Sachs adjustable monoshock. Aluminum swingarm (M620S only)	Progressive linkage with Sachs adjustable monoshock
Front Wheel	5-spoke light alloy 3.50 x 17	3-spoke light alloy 3.50 x 17	3-spoke light alloy 3.50 x 17	3-spoke light alloy 3.50 x 17	3-spoke light alloy 3.50 x 17
Rear Wheel	5-spoke light alloy 5.50 x17	3-spoke light alloy 4.50 x 17	3-spoke light alloy 4.50 x 17	3-spoke light alloy 4.50 x 17	3-spoke light alloy 4.50 x 17
** Ducati weight	192kg	189kg	179kg	179kg	174kg

M 1000S M 620 M 620 S M 800 S M S4