Ducati Monster 1100 EVO

The Monster 1100EVO perfectly mixes high engine power, a Ducati Safety Pack (ABS + DTC) contained of advanced electronics, a new sports concept and superior riding pleasure to refine the original Monster formula, which makes it an icon of the naked segment.

The Monster 1100EVO further enhances the Monster family’s defining concepts of functionality, style and sport with a full EVOlution of the flagship model. Taking its name from the Desmodue EVOluzione engine, which now delivers a milestone 100hp, the 1100EVO proudly rolls out with a new exhaust system, comfortenhanced ergonomics, Marzocchi front suspension and refined tail-end in addition to the new Ducati Safety Pack (DSP) of ABS brake system and new 4-level Ducati Traction Control (DTC). The Monster 1100EVO also breaks new ground by being the first ever Monster equipped with DTC.

Ducati’s application of the “EVO” treatment now runs deep throughout the Ducati range and its introduction to the ever-improving Monster family was inevitable. It completes a stylish family of lifestyle motorcycles with high attention to user-friendly and safety-conscious detail, while ensuring the Monster’s cult status as a design icon of hand-built, naked motorcycles remains as authentic as ever.

Timeless icon
Ever since its first appearance, the radically styled Monster has been the undisputed icon of Italian flair and the symbol of Ducati’s history. Over the years it has been a source of inspiration to the entire motorcycle industry: its innovative look has encouraged the
development of similar models by other makers, but as the well-known saying goes, “imitation is the sincerest form of flattery”. For anyone with a taste for personalisation, it is a stunning object of desire: you could travel the world and still have trouble finding two Ducati Monsters that are completely alike. The history of the Monster is one of total success, characterised by constant technological EVOlution that has led to this latest version: the Monster 1100EVO, the “Ultimate Monster”.

The Ultimate Monster
The Monster 1100EVO redefines the original formula that has made the Monster the naked icon of the last eighteen years. It is nothing less than the perfect union of power, electronics at the service of active safety, jaw-dropping design and sheer riding pleasure. The supreme performance of the Monster 1100EVO stems from the Desmodue EVOluzione engine, which, with its 100 hp, delivers the hardest-hitting punch ever seen on a 2-valve twin. The new efficient, assertively stylish exhaust and sports-flavoured 10-spoke wheels are a powerful invitation to get going and discover the sophisticated electronics contained in the Ducati Safety Pack (ABS + DTC), not to mention the new ergonomics, which takes riding comfort to a whole new level. All of this has been made even more exclusive by the Ducati Corse stripe running from front mudguard to passenger seat cover. The result? A racier, more enthralling Monster than ever.

Desmodue 1100 EVOluzione
Style, practicality, performance and safety, four words that embody the essence of the Monster 1100EVO. The EVOlution mainly lies in the new Desmodue EVOluzione, the first 2-valve Ducati engine able to achieve 100 hp yet still provide incredibly fluid power. The “Desmodromic heart” that drives the Monster 1100EVO is the result of constant refinement of the air-cooled Desmos; painstaking improvements to air intake and combustion ensure 10.5 kgm of torque at a 6000 rpm, providing full-bodied power delivery right across the range, from city-centre bottom end performance to the thrilling lunges of the open out-of-town road.

Naked. By design
The 1100EVO has been developed in keeping with a ”less is more” philosophy, an integral part of the Monster style right from the beginning. What we haven’t changed, though, are the essential, seductive lines: the sides are narrow, the Trellis frame made of steel tubing and coupled to the rear, cast aluminium subframe. Moreover, with its “Desmodromic heart” proudly on display, the Monster 1100EVO oozes personality like no other.

Even the new exhaust system makes its mark, giving the bike an even feistier look: the sinuous, assertive manifolds hug the right-hand side of the bike before opening out into the two overlapped silencers. In addition to maximising power, they make the tail dynamic and essential, in perfect Ducati style. Another touch of sports flair is added by the 10-spoke wheels. Emblematic of an alluring lifestyle, the Monster 1100EVO is pure naked essence.

Priority No 1: safety
Ducati’s commitment to safety is stronger than ever. The Monster 1100EVO comes, as standard, with the Ducati Safety Pack, a concentrate of powerful electronics that improves control and enhances safety whatever the situation. The pack features two complementary systems: the awesome ABS Bosch-Brembo braking system, which ensures secure, effective braking under all grip
conditions, and Ducati Traction Control (DTC), which makes use of Ducati Corse’s vast experience in the precise, high-speed detection and control of rear wheelspin. DTC helps riders enjoy the mind-blowing joys of the Desmodue EVOluzione safely by providing four different control levels for different road conditions and riding styles.

Inimitable riding pleasure
Rider and passenger can enjoy the thrilling sensations of the new Monster 1100EVO to the max. A redesigned seat and 20 mm higher handlebars have enhanced ergonomics considerably. The new wet clutch, which combines reduced on-lever effort with anti-patter performance, provides a perfect balance between precision control and riding pleasure. Thanks to a new, progressive self-servo mechanism, the clutch disc friction coefficient is higher and the clutch spring load lower. This gives outstanding control with low lever effort, a must when it comes to the stop-start of inner city riding or on long journeys, while in ‘anti-patter’ mode it counteracts any destabilisation of the rear wheel during even the most aggressive down-changing. The Monster 1100EVO also boosts passenger comfort thanks to the new exhaust, positioned away from the legs, and attachment points for handles, available as a Ducati Performance accessories. Pure, uncompromising riding pleasure.

Ducati Monster 1100 EVO Model Highlights
EVO exhaust

The new exhaust system design follows a completely revised 2-1-2 routing to ensure the EVO’s powerenhancing and efficient power delivery and dedicates a lambda probe to each header to ensure precise fueling. While the stylish cannon-style, vertically stacked silencers carry catalytic converters to provide Euro 3 conformity, an electronically controlled mid-section valve optimises exhaust pressures throughout the revrange.

The revised positioning of the aluminium silencers leaves the rear-end of the Monster looking sharp and minimalistic and ensures uncompromised passenger comfort.

Monster quality
With more experience in twin-cylinder high performance engines than any other manufacturer, the air-cooled L-Twin remains central to Ducati's philosophy of motorcycling. This experience, plus constant investment in quality by design, advanced materials and engineering techniques has enabled a distance between service intervals of 7,500 miles (12,000km) making Ducati ownership even more enjoyable.

1100 chassis
Exceptional handling, combined with 75.9lb-ft (10.5kgm) of torque from the Desmo engine, results in a pure, adrenalin-filled ride and at just 169kg (373lb), the Monster 1100EVO is the lightest bike in its class.

An immensely strong but light tubular steel Trellis frame with aluminium rear sub-frame is the visual and structural backbone of all Monsters. Delivering unparalleled rigidity with minimal mass, the frame design is pure Ducati in its ingenuity and simplicity and enables a very useful 64 degrees of lock-to-lock steering travel.

The Trellis frame, developed in conjunction with Ducati Corse uses the same tube diameter and thickness as the 1198 SP. The brand new lightweight aluminium sub-frame maintains visual continuity with the singlesided swingarm and aluminium footrest hangers, which are now rider and passenger separated. The passenger footpeg hangers are redesigned to attach directly to the rear-frame, which also accepts the passenger-friendly grab-rail kit available from Ducati Performance. The new footpegs and grab-rail kit provide increased passenger riding comfort and further enhance the EVO’s stylish lines.

New 43mm fully adjustable Marzocchi forks and Sachs rising-rate rear suspension unit, with adjustable spring pre-load and return damping, offer sufficient personalisation to suit all riding styles and provide the perfect ‘feel’. The steeply angled rear unit compresses in a movement non-linear to the rear swingarm radius, which achieves progressive characteristics, enables easy access to the spring pre-load and rebound damping adjuster, and eliminates the weight of any rocker-arm mechanism.

The beautifully shaped single-sided swingarm gives the Monster 1100EVO a “pure sports” look while ensuring higher rigidity, reduced weight and enhanced road holding. The swingarm is made in chill-cast aluminium, achieving optimum mechanical characteristics while reducing final weight for improved handling.

Brand new, stylish and lightweight aluminium alloy 10-spoke wheels reduce unsprung weight and improve agility and are fitted with a 120/70ZR tyre at the front and a 180/55ZR at the rear, both Pirelli Diablo Rosso.

The result is lightweight, precise steering that is extremely responsive at all speeds while giving the vehicle exceptional stability. The sports character of the bike is further accentuated by aluminium tapered handlebars.

The power of the Monster 1100EVO can rely upon a best-in-category braking system that provides excellent, precise and controllable braking performance. The impressive Brembo system features radial pumps with adjustable levers feeding four-piston radial callipers which grip twin 320mm discs. The rear brake uses a 2piston calliper operating on a 245mm disc. As an integral component of the new Ducati Safety Pack, ABS comes as standard equipment on the Monster 1100EVO.

Monster instrumentation
Looking clean and minimalist in true Monster style, the brightly illuminated display provides all essential data by default, and even more by scrolling with the left-hand switchgear. Data includes speed, revs, time, scheduled maintenance, oil temperature, ABS status, DTC status and battery voltage, while warning lights illuminate for oil pressure, fuel reserve, turn indicators, high beam and neutral selection. In addition, the instruments present a reserve fuel trip, immobiliser status and automatic light-off function after 60 seconds with the key on as well as a memory to store lap times recorded by using the high-beam flash button as a stopwatch.

The display also doubles as a control panel for the 4-level Ducati Traction Control system included in the Ducati Safety Package (DSP), in addition to the Ducati Data Analyser (DDA) system, which is available as an accessory from Ducati Performance. All Monsters are built ‘system-ready’ for the data acquisition kit, which consists of a special DDA software and memory key that slots into USB style plug under the seat. The same plug also doubles as the connection for a handy ‘battery maintainer’ available as an accessory from Ducati Performance.

 MONSTER 1100EVO – The ultimate Monster
The brand new Monster 1100EVO takes everything great about the new generation Monster family and adds an EVOlution of upgrades that take the Monster concept to the next level. The Desmodue EVOluzione engine is Ducati’s first 2-valve motor to hit the 100hp mark and its super-smooth power delivery is sure to delight riders the world over. Add to that a fully redesigned, power-enhancing exhaust system with low level cannon-style, vertically stacked silencers that leave the tail-end looking sharp and minimalistic and the introduction of DSP, consisting of a new user-friendly, 4-level DTC that supports the ABS system in enhanced rider control, and it’s plain to see that this really is an “EVOlution” model. But it doesn’t end there.

Quality by design
Part of Ducati’s approach to Quality improvement was to blend owner feed-back into the design process of new models, and the Monster 1100EVO is an iconic example. Ergonomics have been totally revised with the a reshaped seat and 20mm higher bar-risers for the rider and a rear sub-frame ready to accept the confidence-inspiring Ducati Performance grab-rail kit for the passenger, whose comfort is further enhanced with a low-slung, rerouted exhaust system. Add to these enhancements rubber-mounted rear indicators and a more compact number plate holder with LED lighting, and it is clear that Ducati have listened to every last detail.

The ‘less-is-more’ philosophy behind all Monsters underlines Ducati’s continuous pursuit of genuinely compact, high performance motorcycles and with the EVO’s dry weight at 169kg (373lb) it represents the lightest, most compact bike in its category. The Monster 1100EVO is the result of constant EVOlution in design and technology. The powerful and breathtaking top-of-the-range model boasts attractive ergonomics and presents pure style and charisma, while preserving the essence of the original naked bike concept. The EVO design perfectly balances sports performance, stunning looks and safety-conscious riding pleasure and its seductive lines are the product of a Ducati philosophy where form and function combine to create the quintessential naked bike.

Ducati Safety Pack (DSP)
The Monster 1100EVO is the first model to introduce the new Ducati Safety Pack (DSP), configured to enhance rider control on Ducati’s lifestyle models. DSP consists of the ultra-dependable Brembo-Bosch ABS braking system and brand new user-friendly 4-level Ducati Traction Control (DTC). Both systems are now supplied as original equipment and complement each other to provide a major contribution to safer motorcycling.

Accessible from the left-hand switchgear and displayed on the digital instrumentation, the DTC system offers a choice of four levels, each one programmed with an increasing level of interaction graded from one to four. While level four administers a confidence-building, high level of interaction from the system by activating upon the slightest amount of wheel-spin, level one offers a lesser amount of intervention for more competent, sport-oriented riders. When the level is selected and DTC activated, the level is displayed on the instrumentation.

Front and rear wheel sensors then compare speed differential to sense when rear traction is being broken (wheel-spin) and DTC decides the best combination of two different types of instant electronic adjustment, calculated with data supplied from multiple sources. The first 'soft' stage of system interaction is executed by high speed software that makes instant electronic adjustment to the ignition timing, administering varying amounts of ignition retardation to reduce the engine's torque.

If the DTC software detects that the first 'soft' stage of system interaction is inadequate to control the wheelspin, it continues to administer ignition retardation and, in addition, instructs the engine ECU to initiate a pattern of constantly increasing injection cuts until, if necessary, full injection cut. During all stages of interaction, the two warning lights – normally used to signify the over-rev limiter – illuminate to indicate that DTC is being applied. As soon as the system recognises the gradual return of equal wheel speeds, it incrementally re-establishes normal power delivery. This seamless interaction is key to the super-smooth operation of the system and represents a considerable increase in performance safety during mid-corner acceleration.

Monster ABS
The Brembo-Bosch ABS developed by Ducati is one of the most sophisticated versions available for motorcycles and combines with top quality brake system components to deliver outstanding performance and confident control.

Designed to reduce the risk of wheel-lock under heavy braking or when braking in low grip conditions, the system reads wheel speed data from phonic wheel sensors to detect potential wheel lock. If the wheel speed differential falls below a specific safety limit, the control unit immediately reduces the brake system pressure to the appropriate calliper to avoid wheel lock. The pressure reduction on each individual braking circuit is activated by electronically controlled valves, which then close as the wheel speed differential moves away from a locking scenario.

The Desmodue 1100 EVOluzione
The lightweight, L-Twin stands at the pinnacle of more than three decades of Desmo air-cooled development and its torquey power delivery has excited riders worldwide. Its latest EVOlution combined with the Monster’s airbox capacity and new exhaust configuration marks a milestone for Ducati’s 2-valve engine as the first to reach 100hp.

The 1100cc Desmodue EVOluzione power unit continues to use a bore and stroke of 98 x 71.5mm, but its long list of refinements have boosted its power to 100hp (73.5kW) at 7500rpm with 76lb-ft (10.5kgm) of torque at 6000rpm giving it smooth power delivery from city-like low rpm to exhilarating open road performance at redline.

The 1100's crankcases are vacuum cast using the same Vacural® technology employed for the Superbike engines, a process that achieves significant weight saving and ensures consistent wall thickness and increased strength. But the crankcases are only one part of the EVOlution. In addition to the new magnesium alternator cover, the 1100 now has a lighter crankshaft assembly, using an 848-style Superbike flywheel and the search for further weight reduction even went as far as using lightweight rare-earth magnets for the
generator assembly.

Power gains have come not only from the new lightweight crankshaft assembly, but also from an EVOlution of the top-end of the Desmodue power unit. The cylinder head, which now has improved lubrication and cooling performance, also has a redesigned inlet port shape for optimum flow and a modified combustion chamber shape for improved burn efficiency. This improved efficiency is the result of increasing the compression ratio from 10.7 to 11.3:1 and the change to a single spark per cylinder ignition now managed by high-speed Siemens electronics.

Ensuring a sufficient feed and maximum volumetric efficiency to the higher compression set-up is a 5% increase in inlet valve lift and 4% for the exhaust, safely enabled by Ducati's unique Desmodromic system, where valve closure is activated mechanically. At high rpm it would be almost impossible for the valves to follow the steep closure profiles of the cam lobes if they were relying upon normal valve springs. With the Desmo system, the valves are closed mechanically with the same accuracy as they are opened, enabling steep cam profiles and radical cam timings. This system is used on every single Ducati power unit including the race-winning Superbike and Desmosedici MotoGP engines.

The Monster 1100EVO uses a new style of slipper-clutch specially designed for the “wet” clutches of larger capacity engines. It features an oil bath system with ‘slipper’ function and super-light feel at the lever. Its design uses a progressive self-servo mechanism that presses the plates together when under drive from the engine, enabling the reduction of the clutch spring rates. This results in a much lighter clutch lever at the handlebar, ideal in traffic or long journeys. When the drive force is reversed (over-run), the same mechanism reduces the pressure on the clutch plates, enabling them to provide a race-like ‘slipper’ action which reduces the destabilizing effect of the rear-end under aggressive down-shifting and provides a much smoother feeling when closing the throttle or down-shifting under normal riding conditions. An additional cush-drive damper mechanism also smoothes the repeated transition from drive to over-run during stop-start traffic. The clutch and alternator covers are finished in a sophisticated looking carbon grey.

Review

Just over a year ago, in the go-go-boot hip-hop sensory overload of Milan’s humongous EICMA motorcycle show, Ducati showed a heavily updated Monster off to the press, a bike that was maybe a bit overshadowed by the 848 EVO and love-it-or-hate-it Diavel. But the new Monster deserves another look.

It’s the first air-cooled Monster to make 100 claimed horse at the crank—not bad, when you consider the six-figure NCR Leggera (which I got to ride last year) only makes 30 percent more power. That’s thanks to re-worked heads, camshafts and pistons in the EVO, and the cooling has been improved to bump reliability. The shotgun dual exhausts are new, as is the addition of the Ducati Safety Pack, which includes ABS and Ducati Traction Control. To make it even more civilized, the clutch is now bathed in oil (“Sacrilege!” shriek the Ducati faithful in their chat rooms. As for us, we really don’t get the appeal of the dry clutch, although it does sound cool at stoplights) and equipped with a servo mechanism to reduce lever effort.

The chassis is much the same—only there’s a bit less of it. Ducati’s engineers managed to shave four pounds off the bike, getting it down to a claimed 373-pound tank-empty weight (other publications report air-cooled Monsters weigh in at about 50 pounds more than the claimed dry weight with a full tank). The standard ABS adds back four pounds, which really means you get the ABS at no weight premium. The 43mm fully adjustable fork is now Marzocchi instead of Showa. The brake calipers are still the cast Brembos, sadly, instead of the monobloc racing units the 848 EVO sports. Rake stays the same at 24 degrees, as does the 57.1-inch wheel base. The ABS takes up a bit of fuel tank troom, leaving only enough room for 3.6 gallons. But best of all, pricing also stays the same at $11,995.

But like all Ducatis, the Monster is more than a sum of its spec sheet. Thanks to the ever-friendly and indulgent Samson at Munroe Motors in San Francisco, we got to spend some quality seat time with the new bike. Here’s what we thought.

Alan Lapp (6′2”, 245 pounds, 46 years old): Monster (s)Mash
I was so stoked to throw a leg over the Monster, I didn’t get any quality time with the owner’s manual to familiarize myself with the ample and generally well-working electronics package. So I left the traction control on in the least intrusive setting for my test ride. New bikes are—love it or hate it—very dependent on electronics, and I don’t see that changing any time soon; we had better get used to the idea that our vehicles are controlled by more processing power than Apollo 13.

My initial impression was that the ergonomics are very humane compared to a sport bike. The bars are a moderate bend, and the reach is reasonable. The seat is firm, but supportive. I didn’t notice any “hot spots” in the saddle or rub points that would become uncomfortable on a long ride. While the levers and pedals on the test bike were out of whack for me, it was clear that they could be adjusted in a wide range of motion to accommodate nearly any size rider.

Firing it up requires a brief wait while the computer does a self-check. It starts instantly and settles into a slightly ragged idle. The shifter has a pleasantly short throw, and clicks gratifyingly through the gear box. I did find a couple of unauthorized neutrals, but I trust that with properly-adjusted controls this would be a non-issue. The only other gearing quirk is that 6th gear is so tall, it’s pretty much useless unless you are well in excess of most speed limits.

The motor is awesome. It makes great noises, and is very responsive and torquey. The fueling, once underway, is very nice without any latency or touchiness, and even over bumpy roads, there was no tendency to ‘whiskey throttle.’ Only a few years ago, extracting this much power out of an air-cooled motor would have required full-on race tuning, resulting in a thoroughly uncivilized motor. The fuel injection and ignition timing computers make this high state of tune not only possible, but livable.

The suspension is quite nice as well: the high-end, fully adjustable components are firm but quite well-damped without being excessively harsh over bumps. The spring rate and damping are well matched front and rear. Combined with the Pirelli Diablo Rosso Corsa tires, I found the handling to be extremely predictable and confidence-inspiring. It holds a line very nicely, but squirms a bit if you touch reflectors on the center line. I’ll admit to not flogging it terribly hard on my test ride: my willingness to risk balling it up is inversely proportional to the MSRP.

Oh, and let us not forget that it’s a gorgeous bike in a way that only the Italians do. I don’t see this as a do-everything bike—I wouldn’t use it to ride to say, Alaska—but for 85 percent of the riding I do, it would be ideal. The torquey motor would be a hoot in the city. The narrow, light chassis is great for lane sharing. The outstanding handling would be a pleasure on the Sunday Morning Ride.

Now, I just wish my house weren’t $200,000 upside down, with my credit swirling the bowl…

Gabe Ets-Hokin (5′6.999”, 160 pounds, 42 years old): Monster? Maybe.
Oooo, I do love me some Ducatis, improbable products that could only come from Italy, products that have never left Borgo Panigale in a fully finished state. Sure, they’re rideable as is, but who leaves them as is? Ducati just starts building your bike before it gets sent to the dealer for you to pick up, and no wonder—if you waited for the company to actually finish building it, you would probably never take delivery. As it is, you just take it home so you can finish the job.

If you (not unreasonably) feel like you should get a completely developed, no-warts motorcycle for your $11,995, you may not be a Ducati person. You may not understand the appeal. You may not like this Monster EVO. I can’t blame you.

For the rest of us, though, the Monster’s rough edges are its charm. Like all Monsters, the seating position is comfortable, but sort of wrong, unless your arms are longer than your legs (note that Alan liked it). Fueling is okay, especially when the bike is WFO, but is surge-y at lower cruising speeds. The suspension is, of course, set up too stiff, and build quality is great if you’re used to Ducatis, but would result in a Honda QC inspector being sent to repair shut-off valves in Fukushima if that kind of fit and finish rolled out of the Kumamoto plant. In an era where even inexpensive Chinese-made products are universally expected to possess a kind of bland perfection, the fact that you can own something handmade—and slightly imperfect—is comforting, reminding me that we still live in a world where not quite everything is made by desperate robots. Yet.

Let me give you some less-esoteric impressions, lest you think I’m a paid apologetic shill. On a twisty road, this little bike is all you need, and it works well. The motor’s torque and throttle response make it easy for a less-experienced rider to go fast, or an experienced rider to go fast without working as hard as usual. It’s very light and nimble, but its compactness makes it feel sharp and aggressive. The motor is everything a sporting motor should be, with good pulling power from three or four thousand rpm until you shift or the engine explodes. For an air-cooled Twin, it hauls ass, and more importantly, feels like it’s going faster than it is, important when you’re talking power-to-weight ratios that you’d have to use a time machine set for 1992 to impress middleweight sportbike riders with.

The electronics did what properly designed electronics should do—work properly and only when needed. The traction control didn’t interrupt my riding, and the ABS system, when activated, felt as seamless as a modern ABS system could. The brakes felt a little weak and mushy compared to the monobloc calipers, but you expected that, right?

So yes, this bike is flawed, as are we all. The seat is painful, the engine surges and flames out occasionally, the turning radius is wider than an ‘urban’ bike’s should be, and the motor is noticeably buzzy at certain rpm. Oh, and seeing your low-fuel warning come on at under 100 miles is disappointing on a bike this fun to ride. Happily, aftermarket fixes to almost all these problems are out there.

And that’s Ducati’s evil genius—giving the right consumer a bike he or she needs to improve will make that consumer bond to your bike—and to your brand once that bike is custom-tailored to the rider. Don’t believe me? Count the Ducati T-shirts the next time you’re at your local moto-hangout. I’m guessing the number will come in second only to another purveyor of air-cooled, two-valve Twins. You may like to ride more than “improve” your bike, and prefer something perfect for your needs right off the showroom floor. I hate perfection—nothing is more certain to cause me to get rid of a bike in a relatively short time. I think this is the best air-cooled Monster yet, and although it’s not perfect—because it’s not perfect—I’d consider getting one.

Lucien Lewis (6′3”, 210 pounds, 45 years old, very grouchy): Monster? Meh…
The success of the Monster is a strange phenomena. Ducati’s best-selling bike, one that has at times accounted for more than 2/3rds of the company’s annual sales, is not a motorcycle that was carefully planned out and designed, component by component, but was built on a budget out of the parts bin, with an 851 Superbike frame, a 750SS front end, and a 900SS mill (the same basic motor design it has used since its initial inception in 1992). The bike has morphed over the years with different engine sizes and refinements, but is, at its core, still not that far from its original roots.

Despite the latest generation of Monsters being purpose-built and not an amalgam of different bits, I found the bike rather a chore to ride. It seems you should be able to ride it hard like a hooligan bike, but it fights you if you do, quickly tiring the upper body. Let up a little on it and it complains less, as do the hands, wrists and shoulders. Because of its light weight and modern suspension components, the bike gets down the road fairly quickly, but it is not comfortable, and after 45 minutes the seat is reminiscent of a medieval torture device (why can’t Europe produce a seat built for a human rear end?). My passenger fared no better, giving the seat zero stars and a raspberry. She also complained of the footpegs being so far apart that the seating position reminded her of squatting over a hole in a third-world country.

This is a modern, sub-400 lb 1100cc bike, but it only makes 100 hp and feels rough and unrefined. Below 2500 rpm it chunks and coughs, then starts picking up strongly until, before you know it, you are bouncing off the 8500-rpm rev limiter. Let off on the throttle and a pleasant burble comes barking out of the ‘love it or hate it’ oversized side-mount muffler. The motor has the feel of a vintage bike—unsurprising from a basic design that’s more than 20 years old. Yes, it goes, but there is nothing smooth or modern about it.

The traction control system, while a cool safety feature, seemed more invasive than necessary, completely choking power delivery when the rider even thinks about getting a holeshot, and you can forget about lofting the front wheel. I ended up being much happier with it turned off. The ABS, however, seemed to work well front and rear, engaging when it was supposed to with minimal pulsing.

The standard controls are well laid out, but the digital display could be a lot better thought out. The tach makes up the bulk of the display, and for some unknown reason the speed is displayed in relatively small numbers at the lowest point on the unit. Not exactly conducive for quick mph monitoring.

They do have the look, sound and feel that’s unmistakably and purely Ducati. That’s enough for tens of thousands of Ducati guys and gals all over the world; just not enough for me.

Source motorcycledaily.com