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Ducati's evergreen favourite, the Monster had been around for seven years when - in Y2K - the S4 was launched.
This was a much-needed shot in the arm for the Monster family, which by this time had been overtaken by the opposition, such as the TL1000S-engined Cagiva Raptor.
Out went the venerable ol' oil/air-cooled two-valve motor to be replaced by the 916's V-twin liquid-cooled eight-valve marvel. The frame wasn't from the Monster family either, but instead from the ST4 tourer. If the purists moaned that the plumbing made it look like a dog's dinner, then the people who wanted performance didn't give a toss, as the S4 was blessed with good top-end. In 2003 the S4R came in with much tastier looks, courtesy of a single-sided swingarm, upswept single-side pipes and those oh-so-cool Shelby Cobra stripes. Although by now the butch Aprilia Tuono had come on the scene...
SERVICING:
Starts at 600 miles and then generally every 6000 miles or 12 months. The big cambelt service is at 12,000 miles. Some owners will have belts changed every two years, even if under that mileage.
CLUTCH:
Many clutches last and wear well, but some owners report difficulties with the dry clutch set-up on some S4s. Taking apart the clutch and filing the burrs off the tangs on the friction plates helps - the service limit is 0.6mm between the tangs. And don't worry too much about the actual noise, dry clutches generally sound like a pair of skeletons wanking in a metal dustbin...
ENGINE:
After a dip in power at around 5000rpm, both the S4 and S4R pretty much take off like a scalded cat before ending abruptly at around 9000 revs. Expect a shade under 100bhp at the back wheel.
LEAKY REAR BASE GASKET:
This is a common S4 problem. Ask the seller if they have had trouble with this and whether it was sorted out under warranty.
SIDE-STAND:
Considered to be a little too short, some owners weld a large washer under the foot of the side stand and then fill the gap to increase the strength of the weld. Others simply buy an aftermarket stand.
KEYS:
Try and get the red master key. Otherwise if you lose the others, you're looking at shelling out for a whole new ignition system.
STARTING/STALLING:
Do make sure that any bolt-on performance goodies are fitted by a reputable dealer/tuner. 'Performance' parts, incorrectly fitted or set-up, can lead to stalling or poor starting as the mixture from the ECU may be too weak.
FINISH:
Beware flaking paint on the front of the cylinder head, poor finish on engine and chassis bolts and chrome coming off rockers (to check, remove the oil filter screen and look for chrome plating in the gauze). Replacement rockers available from www.ducati-kaemna.de
LEAKING FUEL:
Any Monster can suffer this, S4s no exception. Leaks generally start from where the hinge is welded to the tank.
FIRING ON ONE:
Owners say sometimes the coil built into the spark plug cap can fail, leading to single cylinder operation. Check when they were last changed.
CAMBELTS:
The priciest service is when the belts need changing. Some owners report high prices paid for a big cambelt service, but others find good 'old-style' Ducati dealers where you'll pay around £350 for a full service, including belts.
AFTERMARKET PARTS:
Very few Monsters are standard. When buying make a list of what's different from stock and ask if the standard parts are included. Useful mods include radiator/oil cooler covers and good quality steering dampers.
RECALLS:
Three potential recalls. The first (July 2000) concerned degrading and leaking of the flexible fuel line connecting the fuel tank flange to the pressure regulator (S4). In March 2002 a possible leak from the clutch slave cylinder could lead to loss of clutch action (S4) and finally, in April last year, the majority of the Monster family were recalled due to a potentially defective rear shock linkage arm.
MONSTER CHALLENGE BIKES:
Watch out for ex-race bikes. The Ducati Monster Challenge bikes were S4s. Some dodgy dealers have not been up-front, calling them 'ex-demo' bikes. Giveaways are very quick steering (high ride-height), a hole in the side panel (for adjusting the shock without the panel's removal) and lock-wired bits. KX51-plate machines could be Challenge bikes, as could some '02 machines. They're not to be avoided at all costs (see Owners' Opinions), but just be aware what you're buying.
GENERAL RELIABILITY:
It's fair to say the S4 and S4R have their little problems, but the overall feedback on reliability of these models from the owners is good. Learn to spot the 'anal' owner, as this is the one to buy from.
WHAT WE SAID AT THE TIME
"Still a classic as far as looks go, but not a very good motorcycle to spend any length of time on. The competition now leaves the Monster trailing." - Warren Pole, Town and Country Club V-twins test, May 2003
"Yes, the Ducati S4R is very good. Yes, it handles well, yes it looks quite cool. But the problem is the S4R looks like a tarted-up Monster, which is exactly what it is." - Alex Hearn, Naked Exotica test, April 2004
"It's the best Monster yet. If you've got your heart set on a Monster then you should definitely get an S4R. It's the best of the modern classic breed. And it's great value." - John Urry, Naked Exotica test, April 2004
HOW MUCH MISTER?
All our prices are sourced from trade and private ads in a variety of 'real-world' publications. Read it, believe it.
Ducati Monster S4 (2000-2005)
Colours: red, black, silver/grey
Price new: £7440 (2000)
Price now: £3200-£5200
Comments: The first liquid-cooled Monster. ST4 frame hides 916 motor. Plenty of top-end go over the original Monster, but bottom-end is about the same. Plumbing for the liquid-cooling upset Monster purists.
Ducati Monster S4R (2003-on)
Colours: blue, silver, red, black, black/white, blue/white, red/white
Price new: £8235 (2005)
Price now: £5200-£6500
Comments: Visually a massive change for the better. Simple swingarm is changed to a sexy single-sider, traditional 'wheelbarrow' exhausts moved to a stacked arrangement on one side. Fully adjustable Showa suspenders front and rear. Gorgeous looks now mated to the 996 motor for even more oomph. Much needed after the introduction of the splendid M1000DS Monster.
Ducati Monster S4RS Testastretta (2006-on)
Colours: black, red, white
Price new: £9495
Price now: £8800-£9495
Comments: Not covered on the previous page, but just so you know... Take an S4R, give it a Testastretta motor, aesthetic tweaks and five-spoke Y-shaped wheels. Suspension is now fully-adjustable Ohlins front and rear.
Ducati's evergreen favourite, the Monster had been around for seven years when - in Y2K - the S4 was launched.
This was a much-needed shot in the arm for the Monster family, which by this time had been overtaken by the opposition, such as the TL1000S-engined Cagiva Raptor.
Out went the venerable ol' oil/air-cooled two-valve motor to be replaced by the 916's V-twin liquid-cooled eight-valve marvel. The frame wasn't from the Monster family either, but instead from the ST4 tourer. If the purists moaned that the plumbing made it look like a dog's dinner, then the people who wanted performance didn't give a toss, as the S4 was blessed with good top-end.
In 2003 the S4R came in with much tastier looks, courtesy of a single-sided swingarm, upswept single-side pipes and those oh-so-cool Shelby Cobra stripes. Although by now the butch Aprilia Tuono had come on the scene...
SERVICING:
Starts at 600 miles and then generally every 6000 miles or 12 months. The big cambelt service is at 12,000 miles. Some owners will have belts changed every two years, even if under that mileage.
CLUTCH:
Many clutches last and wear well, but some owners report difficulties with the dry clutch set-up on some S4s. Taking apart the clutch and filing the burrs off the tangs on the friction plates helps - the service limit is 0.6mm between the tangs. And don't worry too much about the actual noise, dry clutches generally sound like a pair of skeletons wanking in a metal dustbin...
ENGINE:
After a dip in power at around 5000rpm, both the S4 and S4R pretty much take off like a scalded cat before ending abruptly at around 9000 revs. Expect a shade under 100bhp at the back wheel.
LEAKY REAR BASE GASKET:
This is a common S4 problem. Ask the seller if they have had trouble with this and whether it was sorted out under warranty.
SIDE-STAND:
Considered to be a little too short, some owners weld a large washer under the foot of the side stand and then fill the gap to increase the strength of the weld. Others
simply buy an aftermarket stand.
KEYS:
Try and get the red master key. Otherwise if you lose the others, you're looking at shelling out for a whole new ignition system.
STARTING/STALLING:
Do make sure that any bolt-on performance goodies are fitted by a reputable dealer/tuner. 'Performance' parts, incorrectly fitted or set-up, can lead to stalling or poor starting as the mixture from the ECU may be too weak.
FINISH:
Beware flaking paint on the front of the cylinder head, poor finish on engine and chassis bolts and chrome coming off rockers (to check, remove the oil filter screen and look for chrome plating in the gauze). Replacement rockers available from www.ducati-kaemna.de
LEAKING FUEL:
Any Monster can suffer this, S4s no exception. Leaks generally start from where the hinge is welded to the tank.
FIRING ON ONE:
Owners say sometimes the coil built into the spark plug cap can fail, leading to single cylinder operation. Check when they were last changed.
CAMBELTS:
The priciest service is when the belts need changing. Some owners report high prices paid for a big cambelt service, but others find good 'old-style' Ducati dealers where you'll pay around £350 for a full service, including belts.
AFTERMARKET PARTS:
Very few Monsters are standard. When buying make a list of what's different from stock and ask if the standard parts are included. Useful mods include radiator/oil cooler covers and good quality steering dampers.
RECALLS:
Three potential recalls. The first (July 2000) concerned degrading and leaking of the flexible fuel line connecting the fuel tank flange to the pressure regulator (S4). In March 2002 a possible leak from the clutch slave cylinder could lead to loss of clutch action (S4) and finally, in April last year, the majority of the Monster family were recalled due to a potentially defective rear shock linkage arm.
MONSTER CHALLENGE BIKES:
Watch out for ex-race bikes. The Ducati Monster Challenge bikes were S4s. Some dodgy dealers have not been up-front, calling them 'ex-demo' bikes. Giveaways are very quick steering (high ride-height), a hole in the side panel (for adjusting the shock without the panel's removal) and lock-wired bits. KX51-plate machines could be Challenge bikes, as could some '02 machines. They're not to be avoided at all costs (see Owners' Opinions), but just be aware what you're buying.
GENERAL RELIABILITY:
It's fair to say the S4 and S4R have their little problems, but the overall feedback on reliability of these models from the owners is good. Learn to spot the 'anal' owner, as this is the one to buy from.
HOW MUCH MISTER?
All our prices are sourced from trade and private ads in a variety of 'real-world' publications. Read it, believe it.
Ducati Monster S4 (2000-2005)
Colours: red, black, silver/grey
Price new: £7440 (2000)
Price now: £3200-£5200
Comments: The first liquid-cooled Monster. ST4 frame hides 916 motor. Plenty of top-end go over the original Monster, but bottom-end is about the same. Plumbing for the liquid-cooling upset Monster purists.
Ducati Monster S4R (2003-on)
Colours: blue, silver, red, black, black/white, blue/white, red/white
Price new: £8235 (2005)
Price now: £5200-£6500
Comments: Visually a massive change for the better. Simple swingarm is changed to a sexy
single-sider, traditional 'wheelbarrow' exhausts moved to a stacked arrangement on one side. Fully adjustable Showa suspenders front and rear. Gorgeous looks now mated to the 996 motor for even more oomph. Much needed after the introduction of the splendid M1000DS Monster.
Ducati Monster S4RS Testastretta (2006-on)
Colours: black, red, white
Price new: £9495
Price now: £8800-£9495
Comments: Not covered on the previous page, but just so you know... Take an S4R, give it a Testastretta motor, aesthetic tweaks and five-spoke Y-shaped wheels. Suspension is now fully-adjustable Öhlins front and rear.
