Ducati Monster 821 ABS – 2014 road test

Ducati Monster 821 ABS: The third generation of one of the most successful models ever has raised the bar, and by a lot. We had seen it with the 1200S that we tested, the most powerful Monster in history with its 145 horsepower, we have confirmation of this with the one that today becomes the new entry level, thanks also to the arrival of a new model in the family, the Scrambler, which will be positioned just below the new Monster 821. Entry level so to speak, however, because if the price reduction is substantial, in fact it starts from 10 thousand approximately euros, compared to 13.500 of 1.200 (which rise to 16 thousand in the case of the "S"), the power is 112 HP, 25 more than the "old" 796 which essentially sends you into retirement. They disappear, or rather they will disappear given that for 2014 there are still 696 and 796 on the list, the air thrusters after over 20 years of Monster without radiators. It shares its appearance and chassis with its older sister, with the exception of the rear swingarm, which becomes double-sided, and for some details, such as the simpler (but also much more readable) instrumentation.

Aesthetics and finishes:

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A 1.200 with a double-sided swingarm

Swingarm aside, it's difficult to distinguish it from its bigger sister. The differences are in fact limited to details, such as the narrower rim and rear tire (180 instead of 190), or the instrumentation. The flashy one of the 1.200, a close relative of that of the Panigale, was abandoned for a cheaper one with Traditional LCD, but in practice solves readability problems in case of direct sunlight on the instrument panel. It's just a shame for the absence of some data that has now become essential, such as fuel level and gear engaged. It may be personal taste, but if the second series of the Monster didn't particularly excite us on an aesthetic level, we find the third series splendid. The lines are clean and essential, the structure is based on an architecture with a load-bearing engine (which also gives it exceptional qualities of torsional rigidity), with the steel tube trellis frame that develops in a small portion of the motorcycle, because it only serves to join the engine to the front end. He does everything else exactly the engine, a central element both from an aesthetic and chassis point of view. In fact, the rear subframe is fixed to it and the rear swingarm is pivoted. The shapes of the exhaust are confirmed, with the sinuous curves of the two manifolds that join under the engine to continue in a single tube up to the split terminal, but grouped in one piece and cut like a slice of salami. As on the 1.200 there are very few elements in the same colour, the tank, in addition to the frame tubes, the front mudguard and the single seat nail supplied as standard. This is if you have chosen a "standard" red one, because the white one always has a red frame (while on the 1.200 the combination is white - bronze). The Dark version, with which you save a good 500 euros, is, as per tradition, all black and does not include the accessory to make the saddle solo. The height-adjustable saddle allows you to go further down from the base 810 mm, which in itself is already a rather small height, to the delight of those looking for a motorbike with a low seat, also excellent for starting out, thanks to its support on the ground very safe. The general level of finishes is excellent, the big difference in the price list from the 1.200 is given solely by the different technical choices and does not affect the quality of the product in the slightest, which remains very high. Most of the components are exactly the same, including the frame, just to mention the most important element that the 821 and 1.200 share.

Engine and performance:

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Virtue lies in the middle

To put it in Latin “in medio stat virtus”. The choice of the 821 engine seemed obvious, given that it was already ready at home and that the path was already written. The Monster 696/796 will in fact remain the last with an air-cooled engine, unless there are decidedly unlikely second thoughts. The adoption of the 821 Testastretta 11° engine from Ducati required, for the occasion, not even too detailed updates. Let's start with those who give them gifts 2 more horses, that is, thecrankshaft mounted on bushes and no longer on roller bearings and thenew electronics, developed by Continental instead of Marelli, which improved its characteristics. The heads were then redesigned, because in this case the cylinders are the stressed part and central element of the motorbike's structure, to which the frame and subframes are fixed. The horsepower is now 112, delivered at 9.250 rpm, 89,4 Nm of torque at 7.750. If reading the data it may seem that "the interesting part" is all at the top, in reality the optimal range of use is very wide, even wider than 1.200, from certain points of view. Thanks also to the new electronics, the 821 also turns very well at low speed, with a decent boost from 2.000 rpm. Excellent news for those who want to use the new Monster even in the city, without being forced to constantly reel off gear changes. The only negative note is given by the heat that rises especially from the side of the exhausts when the bike is stationary or at very limited speed. For those who don't do much urban driving, it will be a minor detail, given that in other contexts it isn't really noticed. Even the "small" Monster is equipped with the best electronics from Ducati, in addition to the adjustable ABS as standard, we find the three Riding Modes selectable on the handlebar, as usual with the bike at a standstill or in motion with the throttle closed, with which to define the output and response of the engine as desired, as well as the intervention of the traction control. The Urban limits power to 75 HP, while Touring and Sport are the two "full power" alternatives, with different settings of ABS, DTC and accelerator response. The latter always remains manageable even when using Sport mode on open roads, unlike other bikes, where it is preferable only when you want to get really serious or on the track. You just need to pay attention to the absence of traction control when you open the throttle, especially if you do so with the bike still leaning and in contexts where even the excellent original equipment Pirelli Diablo Rosso II do not allow optimal grip. There are a lot of horses, but not as bad as you might expect. Only if you exploit the engine fully will you understand how much it is capable of giving, and this is where the maximum torque and power values ​​come into play, both expressed at high rpm. On the road, however, it is more appreciated for its good back and elasticity, which increase enjoyment at more "civilized" paces.

Ride and handling:

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Less monster, but more enjoyable and manageable

The wheelbase is shorter and you can feel it, 30 mm less, thanks to the dedicated swingarm, combined with a Sachs monoshock adjustable for both preload and rebound. If aesthetically the double-arm gives up the charm of the mono mounted on the 1.200, when driving the handling is significantly better. In front of it 43 mm upside down fork It carries out its task very well even in the absence of adjustments. She seems way too soft, but in the second part of its excursion it becomes more progressive and slowed down. Just below the threshold of 180 kg is the dry weight, which become 205 approximately in running order. If, as we said, the shorter swingarm makes the 821 more manageable and quicker on narrow roads, the surprise is given by the stability on fast speeds, with even a few less swings than we had noticed with the Monster 1.200 S. This is also thanks to a less impetuosity of the engine, which increases enjoyment even on the most driven sections. Note a "gem" about this bike: the rear tire seems to be a "classic" 180, but the new choice is the high shoulder, "/60", which binds Pirelli, at least at the moment, also for a replacement, being the only company to produce them. The choice is not an absolute novelty, because a similar size is mounted on the Streetfighter 848. In addition to the adjustable ABS with which it is equipped as standard, the Monster 821 features a double 320 mm semi-floating disc at the front, combined with M4-4 32-piston calipers radial mount from Brembo. Just one finger on the lever is enough to find yourself braking on just one wheel, such is the power available. The same is not true for the rear brake control, which lacks modulability. It brakes little if you "put your foot down" and you need to put a lot of force into it to obtain a more noticeable deceleration.

Price and consumption:

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Definitely interesting price, in light of what it offers

Let's start with consumption, which we would define as “honest”, given the engine performance. If we have done the calculations well, the data in our test it was around 17-18 km/l, without skimping too much on gas. For new drivers, the Ducati Monster 821 ABS is also available in a detuned version at 35 kW, with the possibility of subsequently updating the booklet, bringing it back to full power. The list price starts from 9.900 euros for the Dark. Few, if you think about the 6 thousand euros more than a 1200 S, or the price list of a Monster 796 ABS, "only" around 200 euros lower. However, 25 HP "dance" between one and the other, just to mention one fact. The standard version, which can be purchased in two shades of white or red, is listed at 10.490 euros. The new Ducati Monster has set records, with the exaggerated performance of the 1.200 S, which we were thrilled to ride in our test, with the 821 Ducati makes things worse, because the entry level is capable of giving another interpretation to these two words, thanks to a lower price, combined however with performance and riding pleasure that remain very high.

PROS AND CONS
We like it:
An excellent compromise between performance and price: the 1.200S is not very far from the former (the 821 is also more drivable), but it is much further from an economic point of view.

We do not like it:
Engine heat when the bike is stationary, rear brake modulation

Ducati Monster 821: 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