|
All pictures are thumbnails,
click on them for full size.
 As it looked May 22, 2012.
March 6, 2010, traded my 1098R in for this:
At Portland Intl Raceway May 16, 2010
Best lap 131:17 top indicated speed was 140.
 At Miller Motorsports Park June 12, 2010 June 21, 10 after I got new free Corse skins.
    With the 2 bags on. (the rear one is just sitting there, not really installed).
Farkels
- Motovation frame sliders
- Ergal open clutch cover (one piece from the R to remember it by), SS springs, gold retainers
- Speedymoto SS clutch springs and gold keepers - Termi slip-ons (removes 5.4 pounds) DP Perf air filter and ECU - Evotech tail chop
- Rear sets from a Monster S4R (to get rid of the huge passenger pegs) with gold Oberon pegs
(S4R pegs are 1/2" higher than stock) - CRG Hindsight Bar End Mirrors
- CF in addition to the exhaust cans, exhaust guards, belt covers, and front fender that came stock; added oil cooler fairing, hugger, tank separator, license plate frame (thanks Rich!) and headlight top
- Pazzo black shorty levers
- removed stickers + reflectors
After ~3000 miles switched to Dunlop Sportmax Q2 tires. I especially like how well they work when they are cold.
Specs: 1100S
1078cc 95hp @ 7.500 rpm 75,9lb-ft @ 6.000 rpm
Chain; Front sprocket 15; Rear sprocket 39
Front:
Öhlins 43mm fully adjustable upside-down forks with TiN.
Y-shaped, 5-spoke in light alloy 3.50 x17
120/70 ZR17
2 x 320mm discs, 4-piston radial caliper
Rear:
Progressive with preload and rebound Öhlins adjustable monoshock
Y-shaped, 5-spoke in light alloy 5.50x17
180/55 ZR17
245mm disc, 2-piston caliper
3.8 US gal (of which 0.9 US gal reserve)
Dry Weight: 370 lb
From Ducati NA web site:
Fully adjustable 43mm titanium nitride coated Öhlins forks and rising rate linkage Öhlins rear shock absorber with adjustable pre-load and return damping. Front brake disc carriers in aluminium help reduce rotating mass, while carbon fibre cam belt covers, silencer guards and front fender reduce weight by a further 1kg (2.2lb).
At just 168kg (370lbs), the Monster 1100 S is the lightest bike in its class. The exceptional handling, combined with legendary torque from the Ducati Desmo engine, results in a pure, adrenalin-filled ride. Extremely lightweight 5-spoke wheels help reduce unsprung weight, while the beautifully shaped single-sided swingarm gives the Monster a ‘tough’ look while ensuring higher rigidity, reduced weight and enhanced road holding. Increased ground clearance enables maximum lean angles when you explore the sports side of the Monster 1100 S to the full.
The 43mm Öhlins forks and rear suspension unit are adjustable to suit your riding style and provide that perfect ‘feel’. The short Trellis frame, developed in conjunction with Ducati Corse, uses the same tube diameter and thickness as the 1098 R, while the rear subframe is derived from Desmosedici RR technology. The fantastic Brembo braking system features a radial master cylinder feeding radially mounted four-piston calipers on twin 320mm discs, an incredible set-up that guarantees optimum braking.  I have been wondering ever since I traded my 1098R in on the Monster why I liked it so much on
the road. Comparing the torque curve for some faster bikes (an 848 and a 999 Xerox) the dyno confirms what my butt told me. Riding on the street, where you are slowing and accelerating a lot for traffic, lights, possible cops, etc, the M1100 pulls really hard from 3500 up to about 7000 rpm. Of course on the track, I am out of RPMs at 8000 where they have lots more performance.
  Per Dave R, "We attribute most of the difference to be due to airbox volume"
 As of May 23rd, I was 2nd in the competition.
end |
