40 mm Marzocchi upside-down cartridge forks,
adjustable for compression damping.
Rear Suspension
Boge rising rate monoshock, adjustable for preload and
compression damping.
Front Brakes
Single 320 mm disc, 4 piston caliper
Rear Brakes
Single 245 mm disc, 2 piston caliper
Front Tyre
120/60 VR 17
Rear Tyre
160/60 VR-17
Dimensions
Length: 2090 mm / 82.3 in
Width: 770 mm / 30.3 in
Height: 1060 mm / 41.7 in
Wheelbase
1430 mm / 56.3 in
Seat Height
770 mm / 30.3 in
Dry Weight
174 kg / 383 lbs
Fuel Capacity
16 L / 4.2 US gal / 3.5 Imp gal
Top Speed
175 km/h / 109 mph
Colours
Red, Yellow, Black, Silver gray
In the early 1990s Ducati set the
biking establishment on its collective ear by combining the torquey 900SS motor
with the world-class 888 suspension package in a naked, upright, in-your-face
styling package to produce the aptly named Monster.
It was the first streetfighter-styled machine from a European marque and from
its inception the factory had only one problem - making enough of them. The M900
become one of their biggest sellers and generated a whole family of siblings
using smaller versions of the air-cooled desmo powerplant. The subject of this
test uses the 400cc flavour developed specifically for the Japanese market with
the 600SS running gear to produce a thoroughly streetwise little Monster.
The 398cc L-twin engine was originally designed for the 400SS, which was never
available outside Japan. Its 70.5mm pistons
run on a radically short stroke of 51mm and it produces its 32 kW at a heady
10,500 rpm, just five hundred shy of the redline at 11,000, breathing through
cavernous 38mm Mikunis, which should theoretically make it very lumpy at low
revs and reluctant to idle. Surprisingly, the motor will pull smoothly anywhere
from about one-third throttle without complaint and idles lazily and absolutely
evenly at around 800 rpm, once it's warm.
However it's a little bloody-minded when cold, like me, and refuses to idle
until the choke has been dispensed with, which on a chilly winter's morning can
be several minutes. Ducati don't quote any torque figures for the four hundred
and it's definitely not in the stump-pulling class of its bigger brothers but
it's got a lot more mid-range grunt than the four-cylinder offerings in its
capacity class.
Twist its tail and it will accelerate from standstill to its favourite cruising
speed of around 110 km/h quickly enough to catch the riders of bigger sportbikes
off guard, but be ready to have then come howling past you once they get into
their stride. The M400's performance flattens out above 135 and in high-speed
testing top whack was just over 160 km/h (with the speedo on 152 - this is one
of the few bikes I've tested which underestimates its own velocity). Even that
was achieved by dint of the rider draping himself over the tank like melted
cheese.
The clutch is hydraulic, which is unusual on a small capacity powerplant, very
positive, and predictable hot or cold. It also has a very slight judder on
take-up, which we adduced to a slightly warped steel plate somewhere in the
pack. However, during the course of the test this symptom disappeared almost
entirely, so more likely it was due to nothing more than glazed friction plates.
Certainly, once home the clutch showed no signs of slippage.
The five-speed transmission is one of the slickest I've ever tested, sliding
lightly and smoothly between cogs with no notches or resistance whatsoever,
although the lever movement is a little too long for comfort. The gearbox does
however suffer from that most typical of Ducati problems, a narrow and elusive
neutral position, coupled to a neutral light which lies like a politician.
Let the clutch out slowly, no matter what it says. Due to the space requirements
of the monoshock linkage, the 520 final drive chain is rather long, with an
ineffectual cush drive and there is a faint but definite clonk on take-off, as
well as a slight snatching on the transition on and off the throttle.
The tubular steel frame follows Verlicchi's tried and tested trellis layout,
dating from the late seventies and still in use by Suzuki among others, on their
latest SV 650. Identical to the M600 chassis, it's probably a lot stiffer than
the smaller version requires, but it contributes not a little to the Monster's
surefooted roadholding. Completely exposed on this naked streetbike, the frame
becomes an element in the styling package; the long rectangular-section swingarm
is pivoted on the back of the gearbox, so all the frame members lie above the
powerplant, throwing strong emphasis on the beautifully styled motor.
Styled as a streetfighter it may be, but the M400 is still a Ducati and the
suspension package is top-drawer; the forks are 40mm upsidedownies sourced from
Marzocchi, adjustable for preload and damping, while the rear monoshock is by
Boge, on the up-and-over linkage which is standard on all air-cooled Dukes, and
also tuneable through all three parameters. Given the quality of the running
gear it should come as no surprise that the little Monster is as surefooted and
agile as a cat, with razor-sharp steering - in fact you don't steer a Ducati at
all, Cyril, where you look is where you go.
Despite the bike's light weight, the worst bumps don't upset its composure; it
refuses to shake its head and never once went off line during the duration of
the test.
Braking is provided by Brembo; also sourced from the M600, once again it's
almost too much. At low speeds two fingers on the lever are enough to elicit
protests from the front tire. With careful choice of rear master cylinder, the
footbrake is a little less oversensitive and the instant response makes it easy
to hammer up to a corner with the throttle nailed against the stop, hit the
anchors and turn the bike on its ear. The upright seating position and
relatively wide handlebars add to the agility of the Monster, although it
becomes a little sensitive to sidewinds, simply because the buffeting of the
rider's shoulders is transmitted to the 'bars.
Ducati's baby Monster is a little too slow to mix it on the mountain passes,
despite its superb chassis, but its light weight and agility help it cut through
traffic with aristocratic authority in spite of a somewhat limited turning
circle. The upright seating position is absolutely right in an urban setting and
the truly unique styling makes it a commuter with class.
On Sunday, everything will pass you on the straights, but look for the twistiest
backroads - there you'll surprise everyone, including yourself.
Source Motoring.co.za
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