Ducati Monster 1200 S 2014 – Road test

Ducati Monster, the name of a motorcycle that is a piece of history, the first 900 date back over 20 years ago. At its debut at the Cologne show, way back in 1992, few people talked about naked, a genre that she essentially invented, or in any case brought to levels never known before. Thanks to her, they have become the most widespread and appreciated motorbikes, at least until the more recent success of the maxi enduros, which in recent years have stood out in the sales charts. If from an aesthetic point of view the Monster is liked it straight away and continues to be appreciated, in the very first version as in the subsequent ones, once you got on the saddle things changed. In fact, it wasn't a bike capable of making everyone agree, as much as it knew how to do it at a standstill due to its appearance. For many, so much adrenaline accumulated while watching it did not turn into "driving lust" once it was set in motion. Well, this could have been a true statement until the arrival of the new Monster 1200 S. With her the adrenaline skyrockets right with the throttle in her hand and wide open. To the point that, at times, it almost seems exaggerated, so much malice and so much power that you think that we have gone beyond the real needs of a naked bike. However, a motorbike does not necessarily have to be rational, on the contrary, we are all aware that a two-wheeler is rarely just a means of transport, much more often it is a whim, a little game for older children. And then these wonders, capable of lighting, are welcome a smile every time you open the throttle.

Aesthetics and finishes:

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After having achieved great success at Eicma 2013, it continues to be popular even live

Over 20 years and almost three hundred thousand motorcycles sold, an important quality and a great responsibility for the third generation of Monster. If six years ago the first handover was seen almost as sacrilege by some, the new Monster seems to make everyone, or almost everyone, agree. The news today is even more striking, because we are faced with a completely new bike, which only has the philosophy (at least in part) and the name in common with the first Monster. To make matters worse moves the bar, and by a lot, upwards. Not just for themuscular appearance, but for engines and performances never seen before on the Borgo Panigale fairground. If today they coexist in the Ducati price lists, the two generations owe it to the fact that they do not overlap perfectly. The 1200 replaces the 1100 Evo, even though we haven't seen such a bad Monster since the days of the S4rs. The new 821 just presented, with a look practically identical to the 1200, but with the double-arm rear swingarm, completes the range, which will soon see the 696 and 796 disappear. From 112 to 145 horsepower, while the second generation ranged from 80 of the 696 to 100 of the 1100 Evo. A leap forward that suggests the arrival of something new, positioned under the new Monster. With that very short pigtail, the exhausts that take the sinuous shapes from the Diavel and others muscular elements, such as the tank, the flat and wide front headlight and an exaggerated front end with a fork with 48 mm tubes treated with TiN, the 1200 S seems to recall its first ancestor, that M900 which caused such a sensation when it was presented. The trellis frame, at least in the most visible part, is further reduced and ends up halfway down the tank, joining the engine, which is a load-bearing element, to the front end. At the top it attaches directly to the heads, like on the Panigale. The rear subframe is also attached to the engine at two points. The color choice for the two available colors, red and White, It is different. The first has the frame in the same color as the tank, the second, the one we tested, It has bronze colored tubes. In addition to these two elements, only the small profile that protects the oil radiator and is in the same color the single seat nail (standard), a "must" of the Monster's aesthetics that has always been, with the look that changes radically in single and two-seater configurations. Aesthetically it is difficult to find fault with it, just as it seems impossible that someone doesn't appreciate it. At every stop we found a handful of onlookers around the bike looking at it, just as we felt eyes on us at the traffic lights. Every single detail is studied and well taken care of, nothing is put there by chance. The overall result is a bike that pleases, that gets noticed and admired, without too original solutions, but with a refined and sporty design. It's a shame that from a functional point of view what appears to be perfection doesn't always combine in the best way with comfort in daily use. As for the TFT color display (inspired by that of the Panigale), a lot beautiful and scenic to look at when the bike is stationary and indoors, how much not very visible when riding in the sun. Manca also the gear indication inserted and we believe it is not acceptable to have "detailed" data available such as average and instantaneous consumption, but without the tank level. Without knowing how much petrol we had and thanks to the somewhat imprecise reserve indication, we had to travel a few kilometers downhill with the bike off and without petrol. There seemed like a little 30 km of autonomy since the light came on, but it's part of the artisanal flavor of an Italian motorcycle, knowing this we would have refueled sooner. We also make a small criticism of the mirrors, which are successful in design, but not very convenient to adjust. To end with I unload it, central element of the very perfect appearance of the new Monster, but decidedly "hot" when you drive it in the city with your thigh resting on the bulkhead of the rear cylinder manifold. Some negative details in a decidedly positive picture. The Monster 1200 S, both looking at it and driving it, cannot help but be appreciated an excellent and refined chassis, with prestigious Ohlins suspensions, combined with a truly high-level Brembo braking system, with 4-piston monobloc radial calipers.

Engine and performance:

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Performance finally exaggerated!

The first M900, which many will remember for the exit from a hairpin bend on a single wheel in the test of Nico Cereghini, who called it “a bull”, had 78 horses, although curiously there were only 67 in the booklet. The Monster 1200 S which we just tried declares 145, 21 years and an abyss in terms of driving separate them. They have in common the wickedness that is a trademark of Borgo Panigale. The 1198 Testastretta 11° sets new records for the naked Ducati. We are 15 horsepower more than the S4rs, here delivered at 8.750 rpm. Even the standard one that stops at "only" 135 HP would have broken the record. The new 4-valve engine is also richer in torque, with 125 Nm at 7.250 rpm. Though “domesticated”, the starting engine is that of the Panigale who races in the Superbike World Championship and remains very bad. However, he gains one from this transformation Unparalleled midrange boost. The twin-spark L-twin (2 spark plugs per cylinder) is a pleasure, aggressive and ready from 2.000 rpm, it extends up to almost 10 thousand, taking the bike to unprecedented speeds. Actually above 7 thousand rpm the thrust becomes less vigorous, and you end up driving it under this regime. Some may lack the furious thrust when extended, in the limiter area, but on a bike in this segment an engine with an important “back”., and the Monster 1200 S excels at this. In Sport mode the reactions to the accelerator are far too abrupt, on most roads the Touring is more appreciated, with all 145 horsepower always available, but with more fluid delivery and reactions. Without intervening on the standard configuration the Ducati Monster 1200 S gets up to first, but also to second and third. Not infrequently you find yourself coming out of a hairpin bend and opening the throttle as soon as the bike is straight, with the front wheel looking up at the sky. We remember that the riding modes are freely configurable by changing the default throttle response settings ride by wire (on 3 levels)and engine mapping (full power or 100 HP), the traction control (8 levels) and ABS (3 levels). The three configurations, as set up by the company, already seemed excellent to us. The Urban, even if it may seem like heresy to some, is exceptional. It allows you to drive without too many mental worries when traveling on roads with funds full of dangerous disconnections, like the rails and cobblestones of the cities, making the twin-cylinder docile it drops to “only” 100 HP, with a round and regular dispensing, without tearingthe. The display radically changes appearance based on your choice, with each of the 3 riding mode options customized both graphically and in terms of available data. In the Urban, for example, the tachometer disappears. The exhaust is always audible, Sport, Touring or Urban, on release the pops are guaranteed. Awesome to listen to when driving on the open road enjoying the qualities of Most powerful “Monsterone” ever, which makes you want to make a few more shifts, accompanied by a nice double downshift, but perhaps a little too indiscreet when you don't want to be noticed by passers-by. It goes without saying that this much power, if not managed, can cause problems Pirelli Diablo Rosso II, with which the Monster 1200 is supplied as standard. Just open the throttle, even without opening it completely, with the bike still tilted, to leave a nice black mark on the asphalt. However, we didn't find it to be too demanding a bike, you can have fun configuring theelectronics according to their capabilities. The clutch is always perfect, except in city use, where it makes itself felt due to the heaviness of the lever and for the difficulty of engaging the neutral gear. From a standstill you have to play with the accelerator and clutch to remove the gear. The gearbox is excellent, also in terms of ratio, but be careful for those who like to drive without using the clutch: if you are not very precise it is not uncommon to find neutral even between fourth and fifth, and it is better to avoid this if you want to preserve the life of the gearbox of the motorbike.

Ride and handling:

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Even in terms of chassis, the relationship with the Panigale is not very distant.

The engine is a load-bearing element and guarantees double torsional rigidity compared to the 1100 Evo. The geometry used is the same as its SBK sister, with the frame trellis fixed directly on the heads and on the lower part of the engine, while the single arm is hinged on the rear part of the crankcase. Compared to the "old" Monster, the wheelbase grows by 60 mm, while the center of gravity moves 20 mm downwards, and 43 backwards. The result is a bike capable of handling the huge increase in power, but with increased agility. The weight is only 182 kg dry. In this Ducati is certainly second to none. The saddle is height adjustable with a system that provides two positions for the front support, using the lower one it is necessary to dismantle two profiles attached to the side panels and remove the 4 feet under the saddle. In doing so the Monster "goes down" from 810 to 785 mm from the ground and becomes accessible even to those who are not too tall. On request you can have a saddle that reduces the distance from the ground by a further 40 mm. The “S” is mounted on the front end a beautiful Ohlins fork, fully adjustable, with 48 mm stanchions and TiN surface treatment, combined with monobloc calipers and 330 mm brake discs. The standard 1200 has a completely different front end, with a Kayaba fork with 43 stanchions, Brembo M4-32 calipers and 320 discs. The rear mono is also Ohlins adjustable on the 1200 S, while the base is fitted with a Sachs. In the saddle the surprise is that the new Monster is more comfortable, both due to the greater space, thanks to the increased wheelbase, but also due to a softer and more welcoming saddle. Once the nail covering it has been removed, even the passenger seat is not at all uncomfortable. All the controls are in the right place, and the perceived sensation is of a refined motorbike, with top-of-the-line components, such as the valuable front brake and clutch levers and master cylinders. We also liked the footrests, driving it with boots we never had any difficulties with the brakes and gears, not even in the first few km. In tight mixed terrain and on not too fast curves it is a spectacle, though she doesn't go down to the fold alone, but must be accompanied and guided with wisdom, while when the speeds rise, in addition to the absence of aerodynamic protection, discounted for a naked, a gradual lightening of the front end is noticeable. Perhaps it is burdened by the absence of the steering damper, which it entails a few too many blows, although, it must be recognized, only at speeds far exceeding what the highway code does not allow. At more "civilized" speeds the front end is solid and encourages you to seek the limit, thanks also to the generous ground clearance. He bends a lot before reaching the footrests, without ever having the fear that the front might betray us. The brakes, exaggerated on paper, end up being perfect, modular and gradual in their action, they are never too aggressive as we feared they might be.

Price and consumption:

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Price in line with contents and competition

They are There are two colors available for the Monster 1200, the very classic red and the white of the tested example, exclusively for the "S". Prices start from 13.490 euros for the “base” 1200, while it is of 15.990 that of the 1200 S. In addition to 10 more horses, the differences are substantial and the most important concern the chassis, with prestigious Ohlins components and Brembo M50 monobloc calipers with larger discs at the front. The rims are also different, as well as the arrangement of the weights. We are not faced with a banal increase in power, enriched with a few details, but with two different bikes. The Monster 1200 S, with 17,5 liter tank capacity (grows compared to the past) has a decent autonomy, in light of a more than acceptable consumption, when compared to the performance of the motorbike. We have recorded a data of over 15 km/l at decidedly high speeds, while on the motorway at code speed you get close to 20 with a liter of petrol, not bad! Performance rises, management costs fall, with Ducati moving the valve clearance adjustment interval to 30.000 km.

PROS AND CONS
We like it:
Bad to look at and drive, perfect engine where you need it, with monstrous power and torque
We do not like it:
Some details are nicer to see than in everyday use, absence of the steering damper which penalizes it in extreme use

Ducati Monster 1200 S 2014: the Motorionline Report Card

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Test clothing:
Jacket: Dainese AVRO C2 LEATHER
Trousers: Dainese DELTA PRO C2 LEATHER
Gloves: Dainese Druids S-ST
Boot: Dainese TR-COURSE OUT AIR
Helmet: X-Lite X-702GT

A heartfelt thank you, for giving us your space for some photos, to the Aero Club Como, "the oldest hydro flight organization and school for seaplane pilots in the world" having been founded in April 1930, in whose hangar guarded a Caproni CA 100 from 1935 in perfect flying condition. The seaplane is nicknamed "Caproncino", it is not owned by the Club, but by its member Gerolamo Gavazzi, who restored it and it is the oldest seaplane in the world in its original configuration and in flying condition.