Ducati Monster 1200 R, the monster wants to take to the track [ROAD TEST]

Ducati Monster 1200 R - Already trying the 1200 S we had talked about a repositioning of the Monster model upwards, at least from a performance point of view. The climb began with a long run-up, if we think that the S4 was the first Monster to pass the 100 horsepower threshold (101) way back in 2002, then came the S4R (113 HP in 2003, up to 130 in 2006 ). What radically changes the approach of the third generation is the access threshold, the entry level which becomes the 821 (here is our proof), which has as much horsepower as an S4R from a few years ago, over 30 more than a second generation 696. It is no coincidence that the Monster thus slips out of a dangerous overlap in the "Scrambler area".

It is no longer the cute naked bike that is also ideal as a first bike, but much more aggressive and faster, although still easy to ride and safe thanks to the electronics, therefore not at all reserved for an audience of expert riders only. Monster 1200 S had already set many records, first and foremost that of power, with its 145 horsepower, but the chassis is no joke either, with prestigious Ohlins front and rear. Now an even more extreme object is born, with the "R", track-ready like no Monster in the past, but also great fun to drive on the road. Be careful though, after two bends the desire to put our knees on the ground increased very strongly!

Aesthetics and finishes:

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More and more evil, with details that do not go unnoticed

The most powerful Monster ever focuses on substance, with engine and chassis, but doesn't want to miss out on a good dose of additional nastiness even in the look. As From a distance it looks a lot like the other 1200s, but when you get closer it has very little in common. We find prestigious details with a racing flavour, such as the beautiful ones footrests machined from solid, including those for the passenger, a redesigned tail, taller and slimmer (it also loses the passenger handles), which returns to house the license plate in the "standard" position and obviously with the classic "nail" that covers the rear portion of the saddle when traveling alone, but we also find those Marchesini forged rims which, in addition to costing an arm and a leg (well over 1.500 euros), save precious weight on unsprung masses, a detail that is anything but secondary for those who make curbs their favorite habitat.

The passenger footrests, in addition to being machined from solid, are more easily removable, for those who intend to use the most extreme Monster especially on the track, or in any case never with two. The exhaust also changes, with a completely new double terminal, more than a choice, a constraint dictated byadaptation to Euro 4 directives. We also find the aggressive "R" on the side protective covers of the radiator, while in the front area the innovations concern the carbon mudguard, a small dome above the lighthouse, but above all the very aggressive Ohlins fork, in a total black look. Both the leggings, plates and feet are in fact all finished in a black colour. The color TFT display (derived from Panigale) is confirmed with different data depending on the riding mode, obviously more essential in Sport, where the rev counter is at the center of everything. On the other hand, it has the usual defect of poor readability in bright light, although slightly cushioned by the presence of the fairing. In the saddle the glance of the handsomeOhlins steering damper adjustable is a clear and strong signal of the ambitions of the "R".

Engine and performance:

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Quote 160 HP for the Testastretta 11th DS and it's love at first opening

From many points of view it is close to the Panigale (for example in price the standard 1299 is only around 2.500 euros), but it would be absurd to make a direct comparison between the two. It obviously winks at a public that doesn't disdain a turn on the track, without however becoming specialized like the Borgo Panigale superbike is. The taste of Monsterona R is more raw and old style. She doesn't miss electronics at all (for example it has a 8-level traction control), but there is no inertial platform or other gadgets deemed out of context. Driving it on the road is a very satisfying experience, you understand that it would be at ease even leaning between the curbs, but it is not such a strong requirement as to make it unsuitable for a nice ride in the mountains or for showing it off on the way to the office. In this case the engine follows the path of the chassis, it is aggressive and powerful, without losing sight of the delivery and pleasure even in the first portion of the rev counter. The horsepower rises to 160, delivered at 9.250 rpm (+15 from the 1200 S and + 500 rpm), with a torque of 131,4 Nm at 7.750 (here too the curve shifts upwards by 500 rpm, accompanied by +6,4 Nm).

If you think that "all the game" is in this area, you are very wrong. At 3.500 rpm the 1.198 already develops 75% of its torque. It is surprising that the Monster 1200 R is even a bit more enjoyable and regular in the mid-bass than the "S", when instead one would expect that the greater nastiness at the top would be paid for with a rougher delivery below. The traction control, however it is set, seems to be happy not to act as boring anti-wheeling, and such abundance of the engine brings the front wheel upwards with extreme ease, without ever making the thing too complex to manage. The delivery is full and mean, but not hysterical. It essentially maintains the spirit of the "S", without distorting it, but enriching it with a healthy dose of nastiness at high revs. The interventions that have led to the increase in performance concern the compression ratio, which rises to 13:1 (it was 12,5:1), thanks to the thinner cylinder crankcase gasket, but the exhaust manifolds also increase, by as many as 8 mm (58 in total), while the larger terminal is a choice that now also takes Euro 4 directives into account. On the opposite side, intake is guaranteed by 56 mm (+3) throttle bodies which become oval rather than circular. Despite the extra power step, the maintenance intervals remain at 15.000 kilometres. Also in this case the "badder, but not extreme" rule is confirmed.

Ride and handling:

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Track animal, but not only

Two simple changes and the bike changes character. No sentence would be more accurate in the case of the Monster 1200 R. The chassis is in fact substantially that of the "S", the fork changes color to become more aggressive, but the hardware remains the same. Not that more than was needed splendid multi-adjustable Ohlins with 48 mm upside-down stems and TiN treatment, or the rear mono of the same origin. The settings change e an adjustable steering damper, also from Ohlins, makes its debut. The main changes, without prejudice to the chassis dimensions, concern a height increased by 15 mm (as mentioned serves to increase the light and reach a maximum bend angle of 50°), and one 200 rear tire, as original equipment we find the aggressive ones Pirelli Diablo Supercorsa SP. On the scale the “R” loses weight by 2 kg dry (I'm now 180 rounds), a diet whose credit goes entirely to the forged rims and the new tail. The result of this very expensive fine tuning (Marchesini rims alone are worth most of the listed distance between the “S” and the “R”) however, it is very surprising.

A motorbike that had to be accompanied on the descent in bends, like this it becomes quick and agile making people believe it is shorter, without losing stability on fast speeds. What makes you fall in love with the "R" is its ability to be perfect even off the track, where the only thing that pays is the slightly stiff suspension settings on bumps, combined with that desire to put one's knee down that already came to us at the second corner. Maybe it's the first time we've found ourselves with our butts out of the saddle, in non-technical clothing, as we round the bend around the supermarket near our house! The concept is that you can go to the track with any bike, but there are some with which the desire is much stronger, the Monster 1200 R is certainly one of them. For the rest the brake compartment it is confirmed and it could only be otherwise, given that the "S" is already fitted a system common to that of the Panigale 1299, with the same ones Brembo M50 monobloc calipers and 330 mm brake discs (245 behind), managed byBosch 9MP ABS (configurable on 3 levels and possibly also excludable) and which also controls the lifting of the rear wheel when braking. As usual everything can be managed on the move with the 3 Riding Modes (Sport, Touring and Urban, the only non-full power mode with "only" 100 HP) which recall the pre-set configurations of DCT, ride by wire response and ABS.

Price and consumption:

rating:  

We are at the top in everything, including price

The Monster 1200 R is available in the classic red or black, we prefer it dark, like the sample being tested, even if for the photos the red would have made everything easier. However, the total black look really suits her. You charge a few euros more because the price list includes 18.490 euros for the Ducati red motorbike, 200 more for the Thrilling Black. We are 2.500 euros more than a Monster 1200 S, 5.000 more than a "base" 1200. Many, very justified by the many fine details, including all the magnificent Marchesini-branded forged aluminum rims and the design inspired by those of the Panigale, but still many. We are dangerously close to the price of a Panigale 1299 (it seems like a coincidence that 2.500 euros are almost a standard measure for measuring the differences between Ducati models). Consumption, however, is practically in line with that of the less powerful "S", with around 15 km/l when driving badly, which rises to at least 18 with more logical driving, even 20 on the motorway. at code speed. We said gods maintenance intervals which remain at 15 thousand km, as many as 30 thousand for adjusting the valve clearance.

PROS AND CONS
We like it:
Performance and fun, very well looked after and enjoyable on the street as well as on the track

We do not like it:
The price is dangerously close to that of a Panigale 1299, with the absence of electronic shifting for those who use it on the track

Ducati Monster 1200 R: the Motorionline Report Card

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Test clothing:

Jacket: Spidi Evorider Tex
Gloves: Spidi STR-4 Coupe
Trousers: Spidi Ronin Pants
Boots: Dainese TR-COURSE OUT AIR
Helmet: X-Lite X-1003 Ultra Carbon