Model Evaluation
Although the 600 Monster was Ducatis best-seller in Europe, it has been thoroughly upgraded for its introduction in America. The latest Marelli 5.9 engine management/fuel injection system is fitted in place of carburetors, the stroke has been increased 3.5mm to boost displacement from 583cc to 618cc, new cams, a larger airbox and bigvalve heads increase the rev range from 8000 to 9500 rpm, and help to produce 54.3 hp9 more than before. Vibration is low and with a broad torque curve, and close ratio five speed, it makes for a very satisfying powerplant
2002 Ducati Monster 620ie Dark
SPECIFICATIONS AND PERFORMANCE DATA
ENGINE Type:.air-cooled, 90 L-twin Valvetrain:.desmodromic, two valves per cylinder, shim-on-valve-stem Size:..618cc Bore/stroke:..80.0mm x 61.5mm Comp. ratio:..10.7:1 Fueling:.Marelli 5.9 EFI with two 45mm throttle bodies Exhaust:.212 DRIVE TRAIN Transmission:..5-speed Final drive:.No. 530 O-ring chain, RPM @ 65 mph/redline.4890/9500 DIMENSIONS Wheelbase:..56.7" Rake/trail.24.0/3.54" Ground clearance:.4.4" Seat height :..29.9" GVWR:..881 lbs. Wet weight:.424 lbs. Carrying capacity:.457 lbs. SUSPENSION PERFORMANCE Measured top speed.116.0 mph 01/4 mile.12.52 sec. @ 104.24 mph 060 mph..4.31 sec. 0100 mph.12.29 sec. 600 mph.113.7' Power to Weight Ratio.1:7.81 Speed @ 65 mph indicated.62.5 M/C RATING SYSTEM
EXCELLENT VERY GOOD GOOD FAIR POOR
No longer do the Monsters come with partial instrumentation. Everything you need is there along with a few extras: oil temp, clock, time for service alert (time to check those pesky valve clearances) and low fuel light. An anti-theft Immobilizer is also standard, which requires a coded key to start the bike. Even the instrument lighting intensity is adjustable.
Below: The matte black paint on the tank and chassis is not a flat black, as on Hondas new 919, but a more durable satin finish that can be waxed without fear of changing its appearance. Were still partial to Ducati red.

ERGONOMICS TEMPLATE

24.75"

60.0"

A: front of bike to rear most seating position. B: front of bike to center of handgrip. C: front of bike to center of footpeg.

36.7"

50.25"
D: ground to center of handgrip. E: ground to center of footpeg. F: ground to lowest point of seat.
The large 320mm disc and excellent Brembo Goldline caliper feel up to the job in everyday riding, but overheated after one hard stop and increased stopping distances dramatically during testing.
You can chose either from two different seats when you buy. The standard is ??? off the ground, and the optional lower version brings the seat down to just ??? The pillion accomodations leave something to be desired for size and slopes backwards. The riders perch is more comfortable than it looks, but still quite firm.
Front: 43mm inverted cartridge forks, non-adjustable, 5.1" travel Rear:.Sachs monoshock damper with progressive rocker linkage, adj. preload and reb. damping, 5.8" travel BRAKES
Lightweight Standard Engine Transmission Suspension Brakes Handling Styling Riding Impression Instruments/Controls Attention to Detail Value OVERALL RATING

High/low/avg. mpg:.47.7/56.0/51.9 MISCELLANEOUS Instruments:.speedo, tach, odometer, tripmeter, Indicators:. hi-beam, t/s, neutral, oil pressure, immobilizer, LCD clock MSRP:.$6495 Valve adj. interval:.6000 mi. Warranty:.2 years, unlimited miles. Color:..matte black

13.25"

29.9"
DYNAMOMETER DATA Low end Mid-range Top end
SAE CORRECTED REAR-WHEEL HORSEPOWER SAE CORRECTED REAR-WHEEL TORQUE, LB. FT.

TESTERS LOG

How much motorcycle do you really need to have fun? The Monster 620ies nimble, well-balanced chassis and tractable V-twin that lays 54+ horses on the pavement will make you feel like a roadracing hero from the Fifties or Sixties. Youre stretched out over the tank, wind in your face, leather boot soles skimming the pavement, effortlessly keeping a surprising pace over a mountain road. As Dick Mann once said, Its better to ride a slow bike fast, than a fast bike slow. When too many sportbikes can intimidate the best of riders, the 620 works with you, offering you the right tools, great road feel, great brakes, and transparent controls to make you and the machine one. The quibblesbetter mirrors, perhaps a softer seat and a bit more wind protectionare simple enough to fix, but the basic package is right there, and justifies making the effort. As someone whos always had a soft spot for Ducatis, I could seriously consider buying the 620ie. It would have to be red, though. The Monster 620ie strips the ridng experience to its essentials and answers the question loud and clearthis is enough! Dave Searle Ive never liked riding Ducatis. I could appreciate their styling and speed, from a distance, but forget about riding one. Too edgy. Too racy. Too uncomfortable. Not to mention that rattly clutch and hair-trigger throttle. Leave it for the young kneepuck draggers in their flourescent leathers. When I was invited to the Monster 620 intro, I didnt even want to go, but everyone else was busy, so I gritted my teeth and relented. What a culture shock to find that the 620ie was a whole different breed of Ducati. Not only were the noisy clutch and twitchy throttle gone, the bike was actually comfortable to ride, and a whale of a lot of fun, to boot. The little 620cc Desmo twin kicks like a hot 750, and the frame and suspension work so well together youd swear the thing was on rails going around corners. Over the next four weeks, Dave had trouble prying my fingers off it so he could finish the testing. It became my all-time favorite commuter ride and weekend playtoy. Finally, a Ducati for the rest of us! Forget everything you ever knew about Ducatis except for that sexy styling. This is a whole new ballgame. Fred Rau

54.3 hp

Front:.single 320mm disc, Brembo four-piston, double-action caliper Rear:..245mm disc, twin-piston, double-action caliper TIRES & WHEELS Front:.120/60ZR17 Dunlop D205 Sportmax on 3.50" x 17" wheel Rear:..160/60ZR17 Dunlop D205 Sportmax on 4.50" x 17" wheel ELECTRICS Battery:..12V, 12AH Ignition:.digital-mapped with throttle position sensor Headlight:..55/60W FUEL Tank capacity:.4.0 gal.

The 620s motor produces plenty of thrust with a wide, torquey powerband. High-tech fuel injection gives excellent throttle response and delivers terrific gas mileage, too. The 90 Vtwin is smooth running and looks good exposed.

36.5 lb. ft.

RPM, THOUSANDS
TEST NOTES PICKS Terrific value for the price, especially for a Ducati Highly tuned engine doesnt disappoint Light weight and good handling adds up to fun PANS Clutch shudders and grabs when hot Mirrors need to be wider and further forward Matte black everything isnt particularly flattering
STANDARD MAINTENANCE Item Time Parts Labor Oil & Filter.0.25..$12.95 + $12 $15.00 Air Filter.0.25..$33.05..$15.00 Valve Adjust.3.0..$71.60.$180.00 Battery Access..0.2.MF.$12.00 Final Drive.0.2..$12.00 R/R Rear Whl..0.5..$30.00 Change Plugs.1.0..$39.80..$60.00 Synch EFI.0.7..$42.00 Totals 6.1 $169.40 $366.00
Note: MCN Labor rate changed to $60/hr. from $54/hr. in May 2002

JUNE 2002

MOTORCYCLE CONSUMER NEWS

Model Evaluation

Ducati Monster 620ie Dark

by Dave Searle

LITTLE RASCAL
HIS IS NOT just another Ducati. This is the bike with which Ducati hopes to convert a whole new generation to its special vision of what a motorcycle should be. Even riders that would never have considered a Ducati before will find its price a pleasant surprise. And despite the low price, the machine is fully equipped, with excellent instrumentation and quality suspension, not to mention its lusty Desmo V-twin and Brembo brakes. Lest you think its modest displacement makes it unfit for experienced riders, you should think again. The motor is in a high state of tune and actually outperforms the 750 Monster we tested back in 1998. Although Ducati may be best known for its sleek sportbikes and World Superbike success12 titles in the 15 years the series has been runmost riders really dont want to ride a hard-core track bike every day on the street. The top-speed enhancing effect of clip-ons is torture in traffic and really doesnt add much to your performance in any meaningful way on a mountain or canyon road, either. The rising interest in naked bikes owes as much to the success of the Ducati Monsters as anything. A visually interesting motorcycle arranged so that the rider is in maximum control at street speeds makes a fine, athletic alternative to the everpopular cruiser genre. And Ducatis, because they doesnt change every year, have strong aftermarket support and, like a Harley, can provide almost endless customizing opportunities. Also like Harley, Ducati USA has its own mouth-watering, 118-page catalog parts and accessories, too, as well as an equally big clothing catalog.

The Appeal

The Monsters have been popular choices among female riders for some time. The combination of their light weight and low seat height makes them easy to handle and they have a look that flatters the feminine sense of stylejust as Italian fashions have always done. For the men, the Monsters stripped-tothe-essentials quality brings home a distilled riding experience that never fails to remind you why you started riding in the first placebecause its so much fun. So, lets take a closer look, and see just how serious Ducati is about its plans for the Monster 620ie. Although the previous 600 Monster accounted for approximately 25% of Ducatis world-wide sales, making it their single biggest selling model, it couldnt be sold in California, Americas biggest single market, because it couldnt pass CARB emissions standards. So the carbs had to go (the fuel mixers that is). The ie in 620ie designates fuel injection, a feature that you usually dont expect in this price range. And this is no clumsy bargain basement injection, either, but exactly the same Marelli 5.9 integrated engine management system used on the companys top-of-the-line 998 Testastretta. To make sure the 620ie would be taken seriously in America, the land of long straightaways and stoplight grands prix, the older 600 Monsters 51 hp motor has been given 17% more power, according to Ducati, and is now rated at 60 hp. Heres what they did: First off, the engine was stroked 3.5mm to 61.5mm, while the bore remained at 80mm, raising its actual
displacement from 583cc to 618cc. The new stroke figure is now the same as the 750 Monsters, and it doesnt take too much creativity to image the M750s larger pistons and barrels would be easy to fit. Big-valve heads have also been fitted, and the increase in valve sizes is enormous. Where the 600 Monsters intake and exhaust valves were 33.5mm and 30.5mm respectively, the 620s are now 41mm and 35mm. Where the 600 wore large 38mm Mikunis, the 620ie wears huge 45mm Marelli throttle bodies. A new airbox, nearly the same size as the one fitted to the powerhouse S4, assists with high-rpm breathing and helps to allow a rev limit 1400 rpm higher at 10,400 rpm. More than just a 9-hp increase, the extra rev range greatly increases the area under the power curve for a whole lot more usable thrust. Our dyno noted the peak of 54.3 hp at 8750 rpm, but from 8250 to 9750 the power stayed within 1 hp of the peak. The torque spread is also very good, with 35 lb. ft. or more available from 5500 to 7250, with just a bit of dip at 3800the same type of broad, usable powerband that Ducatis have always employed. An improved exhaust system is also on board, fitted with catalytic convertors, to deliver improved performance with greatly reduced emissions. The headpipes are stainless steel, the canisters aluminum. The power improvements would be reason enough to rejoice, but just as important, a new chassis, suspension and revised ergonomic layout complete the package. Until the arrival of the Bad Boy 916engine S4 Monster in 2001 (see MCN Aug. 01) we had never been happy with the handling of the Monsters. The older 750 model had terribly nervous handling, as if it didnt have enough trail, and the last Monster 900 City we tested (Spt. 99) developed a disconcerting weave at elevated speeds that could not be cured by removing its windscreen or saddlebags; it was something in the chassis, probably beyond an owners ability to fix. Steering dampers would be a good band-aid, but nothing more. The S4 Monster chassis was actually an adaptation of the ST4 sport-tourers frame, which although it looks virtually the same, was actually built with thicker-walled tubing and was therefore much stiffer than the earlier Monsters. The S4 chassis is now shared throughout the Monster range, and the family wheelbase is now 56.7"20mm longer than the M600. In addition to the greater trellis stiffness, the steering head is now much stronger as well, with a cast headstock in place of a welded-up unit, and it carries a much larger steering stem, now 40mm vs. 25mm before. Overall, chassis stiffness is up by a whopping 34%. The suspension changes are equally sig-

nificant. Inverted 43mm Marzocchi cartridge forks are now fitted, and the stroke is 10mm longer for 5.1" (130mm) of travel. Although the forks are not adjustable, the valving has also been retuned. At the rear, the progressive rocker linkage is the same design as used on the 851 Superbike, with 5.8" of travel (148mm) and the monoshock offers 25mm of preload adjustment and 36clicks of rebound damping. Ducati says the suspension changes allow for smooth compliance when riding around town and also adequate stiffness when ridden at a sporting pace in the country. Wed have to agree. The riding position has also been changed. The seat is now a low 29.9"(the same as the 750 Monster, but 1.2" lower than the M900). A new handlebar bend places the hands about level with the top of the gastank, for a stretch out forward lean that balances the riders weight nicely on the tires and counteracts the windblast at freeway speeds well. But it also puts considerable weight on the wrists in slower going and that could be tiring for those who like a more upright position. However, with its simple tubular handlebars, altering the 620s ergonomics will not be cost prohibitive. A refined handlebar control layout fits the riders hands very well, but the placement of the mirrors is poor. The forward riding position places the mirrors well to the side of the riders head, requiring that you take your eyes off the road to look at them, and when you do, you see almost nothing but your jacket sleeves. Wed feel compelled to change them for safety reasons. The clutch is hydraulically operated with a very comfortable effort, and lo and behold, the clutch is not a clattering drytype, like most Ducatis, but a 17-plate wet unit. Although we commend the change, the clutch springs may not be strong enough for the job. After relatively little use, the clutch becomes grabby. And its definitely not up to the demands of repeated drag race starts, and hindered our 14-mile numbers, producing hopping starts. Weak clutches seem to be an old Italian tradition, unfortunately. Our last Moto Guzzi was no exception. The transmission is a five-speed, and except for a slightly short shift lever, worked very well. The gear ratios are also identical with its 750cc sibling, save for the rear sprockets, which have a 15/46 ratio to the 750s 15/41. As usual for Ducati, the ratios are rather tall, and the bike would have generated better quarter-mile numbers with lower gearing, but obviously, drag-racing is not an Italian pasttime. On the road, the closely spaced ratios give you the gear

you need for every corner and allow strong passing power when necessary. The braking system on the 620 Dark includes a single large, 320mm front disc and generously sized 245mm rear disc. Modualtion and feel are excellent with both, and even though you imagine theyd be plenty for the relatively light-weight machine, we found the front disc quickly faded in our performance testing. Our first stop was a good 113', but practice usually allows them to improve considerably. However, subsequent stops increased to 130', with the brake smelling overheated. A pad change might remedy the situation, but in more normal use, we never had any complaints. The more expensive Monster 620ie, which is not bathed in matte black, but
when hotwired. As another nice touch, the instrument panel lighting brightness is also adjustable. Lastly, the sidestand cut-out switch has been eliminated so that you can now warm the engine on the sidestand. And, happily, the kickstand is no longer selfretracting.

Riding Impression

Overall, the machine feels very compact and light and aboard the 620, you feel like a jockey on a racehorse. The ergonomics dont look particularly inviting, with the short seat-to-pegs distance and firmly padded seat, but after a long ride, you dont find yourself complaining, either. The suspension is relatively firm, but actually is not so firm as on the larger Monsters. Perhaps Ducati was anticipating primarily lighter riders on the 620ie. But, as we often find Ducatis to be too stiffly sprung, we found the 620s spring rates and damping near perfect, as least for the local roads, which are good, but not perfectly smooth. The handling balance, with your weight low on the machine is extremely confidence inspiring and you find yourself easily able to keep up with what should be faster machinery because you can carry high speeds so easily through the corners. Although the Dunlop D205 tires are not especially sticky, the bike doesnt seem to care and youll quickly be dragging your boots unless you get the balls of your feet up on the pegs. Also, despite our fears that the 620 wouldnt have enough passing power for tight canyon roads, with a little momentum management, we had no problems. Besides, its fun being able to hold the throttle to the stop now and then. Throttle response, with the high-tech injection, is excellent too, and although the engine is not so smooth runnning that it disappears, its vibration level is never annoying eitherjust enough so you know youre on a real motorcycle. We had a chance to try a 620 fitted with Ducatis carbon fiber pipes, and the sound was delicious without being obnoxiousbella!

comes in six attractive colors, is also fitted with an additional front disc.Its chassis is painted a metallic dark silver and it has a shapely cowl over the passenger seat and rubber-covered footpegs for $6999. If youre seriously into performance, we think the extra disc alone is money well spent. It would not be cheap to add afterward, as not only the extra disc and caliper would need to be purchased, but also a different handlebar master cylinder as well.

Details

Also like the premium S4, the 620 receives the latest instrumentation package, which is now standard across the line. Not only does it include a tachometer, which didnt used to be standard equipment, but also a clock, oil pressure gauge, low fuel light and even a time for service alert in addition to the usualy odo- and tripmeters. To keep your precious Ducati from falling into the hands of theives, an immobilizer is also standarda coded ignition key without which the bike cannot be started, even

Bottom Line

As you can see, the Monster 620ie is a real Ducati, visually indistinguishable from its bigger brothers and with enough Superbike DNA to confirm its paternity. On one hand, its $2100 cheaper than the BMW F650CS, and more than the Beemers match in terms of performance and features. But its toughest competition is from Suzukis SV650, $700 cheaper and 10.9 hp stronger. But the SV wont buy entr into the proud ranks of the Ducatisti. Its your call.

JUNE 2002

MOTORCYCLE CONSUMER NEWS