ducati monster 821 tft display pricelist

2023-01-03 12:32:11

AN EASY-TO-HANDLE BIKE: Ducati Monster is able to put anyone at ease even in the most sporty riding. The riding position is now even more comfortable thanks to a special attention to the design of the saddle characterized by an extremely tapered shape in the leg passage area and a foam capable of offering comfort. It is equipped with a 43 mm diameter fork that provides 130 mm of travel to the front wheel. The adjustable rear shock absorber ensures that the rear wheel has a particularly generous excursion: a good 140 mm.

FRONT FRAME: The new Monster brings the engine back to centre-stage. Linked to a front frame ideally derived from the one on the Panigale V4, the new engine is made of aluminum and is 9.9 lb lighter than the 821 model.

SEAT HEIGHT: The height from the ground of the seat of the new Monster is 32.8 in. This, combined with the narrow sides of the bike, allows the rider to put his feet on the ground very easily. A seat is available as an accessory that reduces the height from the ground to 31.5 in, while still maintaining good padding. And, for those who wish, a kit of springs for the suspension can be purchased, which lower the vehicle by reducing the seat height to 30.5 in from the ground.

HYDRAULIC CLUTCH: The clutch equipping the new Monster is wet anti-patter type and thanks to its particular self-servo system can guarantee a smooth feedback. Thanks to the new hydraulic control results extremely “light” to pull (-20% effort) and perfect in modulating the attack to suit riders of all levels and spirit.

BRAKING SYSTEM: The best possible braking system while maintaining great modulation and light and punctual control in operation: that is the aim of the Ducati engineers who developed, in close collaboration with Brembo, a higher-end braking system. Up front it mounts twin Brembo M4-32 4-piston monobloc calipers that grip 320 mm discs. The new radial pump offers a supreme control feeling as well as guaranteeing a braking power that represents a benchmark in the segment. Clutch and brake levers are both adjustable in distance from the handlebar. At the rear, instead, is a single 245 mm disc gripped by a Brembo caliper; like the front brake, it features enhanced-efficiency sintered brake pads.

TIRES AND WHEELS: Even the alloy-wheels, reduced to a mere 3.7 lb compared to the Monster 821 models, partecipate in the overall new Monster lightness. 3.5 x 17” up front and 5.5 x 17” at the rear, mounting Pirelli Diablo Rosso III tires, 120/70 up front and 180/55 at the rear. A special choice to support the sportiness of the Monster, both on dry and wet surfaces.

STEERING ANGLE: The new frame but also the careful positioning of some parts, such as the radiator, have made possible a great improvement compared to the previous Monster 821, namely 36° steering angle and, to be more precise, 7° more than the existing version. Thanks to this technical formula, the Monster has never been so agile in urban riding and also when changing direction, thus resulting easier and more intuitive.

ENGINE: The Monster is powered by the Testastretta 11° 937 cc twin cylinder L-shaped engine, with desmodromic distribution. Compared to the previous 821 it increases in displacement, power, torque and decreases in weight (-5.3 lb) to contribute to the lightness of the bike and offer better rideability.

ducati monster 821 tft display pricelist

This is a detailed guide to buying a Ducati Monster, from the first Ducati Monster 900 in 1993 to the latest Ducati Monster 937 SP, including known issues, what to check and the best models of Monster to get (Spoiler: there are many “bests”).

I have a confession: I have a love affair with the Ducati Monster. My first, a Ducati Monster M900, had a dent on the right hand of the tank, but I didn’t care.

I’m not alone in loving the Ducati Monster. It is the largest selling Ducati model of all time, and at time has led the naked bike sector. Gear Patrol named the Ducati Monster one of the most iconic motorcycles of all time. It was credited with reviving the Ducati brand in the mid-nineties.

The Ducati Monster was my third motorcycle (after a learner and then my first ‘real’ motorcycle, a Honda CB900F). But the Monster was the first motorcycle I regretted selling. I regretted it from the moment I heard it be ridden away.

My first Ducati Monster M900. Side view this time. Not a speed hole on the side; it’s a huge dent. I got this from a nice guy on Craigslist and learned a lot about buying Monsters, the hard way!

It’s safe to say I’ve looked at at least one of every kind of Ducati Monster available on the market. In fact, I’ve probably looked at every similar Ducati out there (e.g. SuperSports of their time, and modern Scramblers).

If you like this, you might also like my guide to buying and loving the Triumph Scrambler — embodying so much of what the Ducati Monster originally was designed to be.

Note 1: This review has some subjective elements, like discussion of the spirit of what makes the Monster a Monster, or the best models to get. To the extent possible I’ll keep my thoughts objective (e.g. by making sure they align with thoughts in reviews by authoritative magazines), but I’ll note a subjective element when there is one.

Since Ducati produced the first Monster 900, they’ve released many more — big and small, pedestrian and extreme, vintage and modern. Ducati gradually added different capacities to the range (from the downsized 400 through to the comparatively extreme 1200), updated the engine design (four valves per cylinder, liquid cooling, and a wet clutch), and improved the ride technology (fuel injection, traction control, and eventually an IMU).

So little has remained constant in the Ducati Monster other than the core concept of a naked sport bike with handlebars rather than clip-ons and a minimal fairing — if any.

The original Ducati Monster was designed by a designer named Miguel Galluzzi, who sketched it together while working at Honda and making fully-faired CBRs (another motorcycle worth loving).

As Signor Galluzzi tells the story, he saw a photo of a Ducati 851 stripped to its engine and chassis and drew over it, adding only the bare minimum to make it a motorcycle. “In the mind of a motorcyclist,” he said, “you need a gas tank, a seat and a motor.”

He later joined Cagiva (which then owned Ducati) and convinced executives to build some prototypes. He built the original model from the company’s parts bins, pulling a frame from a Ducati 888, an air-cooled L-twin motor from the Ducati 900SS and front suspension from a 750SS, and so on.

When Galluzzi showed those prototypes to Ducati heads at the time, he recalls the managers asked, “Are you bringing the rest of the motorcycle later on?”

The dry clutchon the larger (or non-“small”) Ducatis giving the distinctive Ducati rattle and clatter that makes many riders swoon, and many car drivers thinking your engine is about to break into a thousand pieces.

The combination made for something unique on the market and it exploded. It created imitators too, most notably the Suzuki SV650 (the “poor man’s Ducati”), also equipped with a naked design, trellis frame and burbling 650cc V-twin.

Many aspects of the Ducati Monster have changed since the original launch, but it has kept the V-twin engine in a naked sportbike concept — so far. (There’s no Ducati Monster V4 yet.)

It’s a bit messy, I know, as you can’t clearly see which motorcycle evolved from which. And several of them randomly share the same motor, like the Monster 800 has the same motor as the Monster 797. What gives? What’s with the naming convention? I don’t know.

The first Monster was the Ducati Monster M900, a 904 cc V-twin. The original Ducati Monster 900 breathed through carburettors, was air/oil-cooled, and had two valves per cylinder.

The original Ducati Monster M900 set up the template for Monsters for the next two decades. They were all to be powered by an air/oil-cooled (or sometimes air-cooled, for the smaller models) L-twin (a V-twin on its side) with two valves per cylinder, Desmodromic valve actuation, and belt-driven camshafts.

The original Ducati Monster 900 isn’t a terribly powerful bike. And it’s quite heavy. It makes a claimed 54 kW / 73 hp at 7250 rpm. It has a dry weight of 185 kg per Ducati, which doesn’t sound so bad… but with the forward bars and quite shallow turning circle, it’s a bit of a handful. Many of them (like mine) have a dent in the tank from an inevitable drop.

From 1993 until 1999, Ducati released a few more smaller capacity Ducati Monster models. Ducati released a 600cc and a 750cc model, both as lower-capacity, less intimidating, and less costly variants for those who wanted to dip their toes.

The Ducati Monster 600 and 750 have a few different features from the 900. They both only have a single disc front brake, and the 600 doesn’t have an oil cooler.

Notably, the smaller Ducati Monsters in the range had — and have always had — a wet clutch, rather than a dry clutch. This means that if you’re after the classic Ducati dry clutch “rattle”, or a cool exposed open clutch, you need to opt for the larger Monster (900, 1000, 1100, but not the 1200, which adopted a wet clutch).

The Ducati Monster 600 and its successors have been popular for the Monster line-up, and thus they follow a slightly different schedule to the other models in the Ducati Monster generations.

Ducati even made a 400-cc model released in a few markets, a product of regulations where the tax or license system was harsher on larger capacities. People loved them (some still do), but given the smaller capacity, they don’t retain the iconic status of the M900 and are thus in lower demand. There are better 400-class motorcycles, and there are better learner-legal Ducati Monster, where learner regulations are present.

The fuel-injected Ducati Monster 900 i.e.. It looks the same as earlier ones because it otherwise is the same. Cool little fairing over the headlight. In 2019 they’d call this “cafe racer-style” because everything is.

Ducati added fuel injection to the Ducati Monster for the first time in the year 2000. There were a few models with it in the name, like 900 i.e., but they’re still Monsters and looked almost identical.

On and by the way, the “i.e.” in Monster 900 i.e. or Monster 1000 i.e. isn’t Latin for id est (“that is”), but stands for iniezione elettronica, which is Italian for “dieses Motorrad hat ein Kraftstoffeinspritzsystem”. You’re welcome.

There’s nothing wrong with earlier carburettor-fuelled Monsters. They’re great! Yes, you sometimes have to clean them, and re-jetting them is harder than reprogramming fuel injection, but service and jetting is something home mechanics can do, at least.

After the 900 i.e., Ducati also upgraded the smaller variants, releasing fuel-injected versions of the 750 and the 600, which became the 620 (with a 618-cc engine). Similar to the other lower-spec, lower-power bike, the 620 i.e. lacks an oil cooler… but it has twin disc brakes!

OK, now we’re in the vanity phase of Ducati Monsters. Ducati realised they were onto a good thing with the Monster aesthetically, so they did what every kid wanted to do: shoehorned a superbike motor into the same chassis.

Ducati released the Ducati Monster S4 in 2001, starting a new path for the Monsters of the future. The S4 was the first Ducati Monster with a liquid-cooled four-valve-per-cylinder engine.

Eventually, Ducati made the entire Ducati Monster line liquid-cooled, causing some to cry sacrilege, but these ones did it under the guise of sticking the superbike motor from the Ducati 916 (and its successors) into the same chassis.

Ducati also gave the Ducati Monster S4 better brakes and front suspension. The fork is fully adjustable, and the brakes are axial-mount Brembo calipers with 30/34 mm pistons. It’s a great machine!

The S4 does have more hoses though, and that giant radiator up front, which Ducati hasn’t taken any pains to hide away. This takes away slightly from the aesthetically minimalist appeal of the earlier air-cooled Monster design, without the benefits of the improved visual design of the S4R. Maybe that’s why they gave it a single-sided swing-arm. “Don’t look at the radiator! Look here! Look at this wheel, *drool*“.

Ducati released the Ducati Monster S4R in 2003, with the same general idea as the S4 except with the 996 superbike engine (making 87 kW / 117 hp), sexy twin high-rise mufflers on the right-hand side and a single-sided swing-arm.

The Monster S4R looks the business. This is one of my favourite motorcycles of the whole series. It’s aggressive like the S4, but has so many nice touches that it’s timeless.

Then Ducati released the Ducati Monster S4Rs in 2005, this time equipped with the 998 cc Ducati 999 superbike engine, throwing out a barely-detuned 96 kW / 130 hp. These things roar. And also, they were/are some of the best-looking Monsters released ever.

To help you tame the beast, the Ducati Monster S4Rs got much better ride gear — radial mounted calipers, Öhlins suspension front and rear, and lightweight Y-spoked wheels.

Probably the nicest of the bunch is the 2008 Ducati S4Rs Anniversary, in “tricolore” regalia. It’s quite rare and these days sells for increasingly high amounts. But look at it!

So what happened to these beauties? They were so different from the rest of the Ducati Monster line that they seem to have inspired the line we now know as the Ducati Streetfighters, which have barely-detuned superbike motors in naked chassis.

The M800 and M1000 models were capacity upgrades for the air/oil-cooled two-valve Monsters (750 and 900), but retaining most of the characteristics of what made the original great (of course keeping the fuel injection added in the year 2000).

The M1000 got a dual-spark engine to ensure better combustion. The Multistrada of the same generation is referred to as a 1000 DS (the Ducati Multistrada 1000DS, which I also owned for a period). It’s the same motor, and can best be described as reliable but unexciting, and at times sounding a bit like a lawnmower. (Well, mine did, no matter what I did to it.)

Ducati also released a M1000 S, which got a few trick parts and some carbon fibre, but nothing special (no changes to the suspension, brakes, or modification).

However, I think it’s interesting that the 803cc L-twin in the M800 has survived for decades — it’s the same block in the modern Ducati Scrambler 800, one of Ducati’s most popular bikes.

People tend to have an affinity for one capacity or another, or for carburettor vs fuel injection, but there are just arguments in every direction, or sometimes just jealousy coming out as “The older one was better!” which evolves into “Well, the older one was cheaper!” — Although prices are definitely rising for these early Monsters.

These were much the same as the earlier 800 and 1000 Monsters, with the same engines, but upgraded aesthetically, earning single-sided swing-arms and mufflers running by the side, but retaining the air-cooled 2-valved engines. The S2R800 has a wet clutch, but the S2R1000 has a dry one.

This has something to do with the engine, but it’s also to do with the combination of the motor and the aggressive ride position of an S2R800. After all, the 803-cc motor in the S2R800 is the same basic engine in the modern Ducati Scrambler (the smaller version), which while no rocket ship, doesn’t feel “slow”.

It’s hard to keep the story of the “little” Monsters in line with the others, because they’re out of sync with the other phases. They always sold well, per dealers — they’re affordable, cool, and cool and affordable.

Ducati sold the original Monster 600 from 1995 to 2001, ending production slightly later than for the other carburettor-fed Monsters (which ended in 2000).

Ducati then sold the Monster 620 i.e. from 2001 to 2006 as an upgrade to the Monster 620. So this little Monster spanned a few different generations of big ones, including the M1000, S2R1000, and even S4R.

The Ducati Monster 620 produced 42kW (57hp). While it’s attractive, nice-sounding and powerful enough to get you into trouble, it’s definitely considered the entry-level version of the bigger monster models.

The Ducati Monster 620 is still a good first motorcycle, especially if you plan on dropping it, which people often express as “I don’t plan on dropping it”.

Ducati released the Monster 695 briefly as a capacity boost over the 620, reflecting the general size increase of the smaller part of the monster stable. It, too, felt like a small version of the 900 Monster, just as the 750 and 620 did, and so is also often a “first” motorcycle (not even a first “big” motorcycle), though it’s plenty capable. The Monster 695 was sold over just 2006 and 2007.

Ducati gave the Monster 696 a more polished build, a refined motor, a small power boost, a different, more aggressive riding position and an altogether unique personality.

The Ducati Monster 696 had at the time the highest horsepower to displacement ratio (an interesting metric) of any Ducati, pushing out 55kw / 74 hp at 9000 rpm out of the relatively compact motor. It remained air-cooled — no oil cooler!

Something about the Ducati Monster 696 is a little edgier than the earlier Monsters. It has a more steady burble and likes to rev a bit more. It makes similar peak power to the original Monster 900, but higher up. This just adds to the fun!

People tend to buy the Monster 696 as a first motorcycle, but a lot of experienced riders would be very happy on it. I personally don’t consider it an ideal beginner’s machine, unless you find one that has been dropped a couple of times already.

Something about the 696 appeals to me. It’s an entry-level Ducati Monster, so you see them everywhere, but overall, it’s not an entry-level motorcycle. Because so many people buy it as their first motorcycle, they often do things to them like modify the exhaust (or buy them with Termignoni exhausts fitted, worth thousands!), add styling elements like custom mirrors, and generally invest into them — all things you can pick up effectively for nothing extra.

I personally think the 1100 series is one of the last truly beautiful Ducati Monsters made — I’d happily own a Monster 1100 S if I found a nice one and I had no bikes at the time (a rarity).

In 2011, Ducati added ABS, traction control and a wet clutch (I don’t know why this last element was added) to the Monster 1100, calling it the Monster 1100 Evo ABS. The engine remained the same, though slightly higher tuned, with the 1078 cc, air-cooled, Desmo L-twin belting out 100 bhp at 7500 rpm, and 103 Nm of peak torque at 6000 rpm.

After that there’s the 1100 S. The S model has a dry clutch, which the Evo ABS lacks. Dry clutches are becoming rare these days, so you might actually prefer the Monster 1100 S. The 1100 S also has Öhlins suspension.

Unfortunately, as prices go up on these increasingly exclusive machines, the Ducati Scrambler 1100 (which shares the basic engine block) is much easier to obtain.

Ducati released the Monster 796 as the smaller sibling to the 1100. And it’s a fitting end to the small air-cooled Desmodue motorcycles because it’s visually a winner.

Ducati released the Monster 796 in 2010, and it lasted until 2013. It’s like a modern incarnation of the S2R800 (same basic 803cc block), and so nothing special or sought after in terms of its engine, but it would appeal to those people who don’t want a balls-to-the-wall 1100 or 1200 Monster.

Modern elements of the Ducati Monster 796 are that it has a fuel-injected engine, has a nice display, a wet clutch, a more modern design, a single-sided swing-arm and under-seat exhausts.

Those elements of a single-sided swingarm and under-seat exhausts were lost on the Ducati Monster 821 that came later. It might sound like a small difference — 796 to 821 — but the difference is dramatic.

In 2014, Ducati introduced the Ducati Monster 1200 with a very modern engine — four-valved and liquid-cooled. Coupled with its giant 1198 cc capacity, these Monsters push out 101 kW (135 hp) of power.

To tame this power, they got a full electronics package, including a TFT dash, ride-by-wire with multiple ride modes, traction control, and configurable ABS.

For the first-gen (2014-2016) Ducati Monster 1200, Ducati took the unusual step of actually changing the tune in the engine. This isn’t something they do all the time. For example, the second gen Monster 1200 (2017-2020) and Monster S have the same engine. Similarly, the Monster 937 / SP have the same engine.

In terms of other components, the Monster 1200 base model is definitely very high-end, with fully adjustable suspension and sportbike level brakes. The base model is suitable even if you ride aggressively. I’ve definitely had fun on bikes with bikes with less capable suspension and braking!

As the little sibling to the 1200, Ducati released the Ducati Monster 821 in 2015 under a new platform that it had been using in the Hypermotard and Hyperstrada, the 821 cc Testastretta 11-degree engine.

The Ducati Monster 821’s engine is liquid-cooled, has four valves per cylinder, produced much more horsepower than its immediate predecessor, the 796, (112 hp / 82.4 kW at 9250 rpm), and has more stylistic changes.

The Monster 821 is positioned as a more entry-level motorcycle next to the Monster 1200, as well as the successor to the Monster 796. But it’s such a far cry from the Monster 796 that it’s hard to compare the two directly.

ModelMonster 796Monster 821Monster 1200 2014-2016 (base)Engine type803-cc Air/oil-cooled Desmodue, 2 valve821-cc Liquid-cooled Testastretta 11-degree, 4 valve1198-cc Liquid-cooled Testastretta 11-degree, 4 valve

As the little sibling to the 1200, Ducati seems to have intentionally simplified the styling of the 821. So the 821 loses the awesome styling element of the single-sided swing-arm that the 796 had. This really bothers me personally, because it makes the single-sided swing-arm seem desirable by exclusivity.

The motor of the Ducati Monster 821 is sweet.It’s balanced, working from down low to up high in the rev range, and never feels like it’s lugging, unlike earlier monsters. Being a Testastretta design, it also has much wider service intervals of valves every 18000 miles or 30000 kms. That’s massive! The wider valve service intervals are especially important as the engine has a four-valve design, which means 16 clearances to check (two cylinders, Desmodromic).

The Ducati Monster 821 also came in a higher-spec “Stripe” and “Stealth” spec in various years with a fully adjustable fork. So the “Stripe” is not just paint to make it go faster, nor is “Stealth” just to make it more sneaky.

In 2018 Ducati made some updates to the Monster 821. They’re minor, and the uninformed observer would mistake them for the same bike, with some aesthetic modifications to the tail section, tank, exhaust, and light. But Ducati also added a full-colour TFT to the 2018-2020 Monster 821, something which is hard to miss.

The end result is that the Ducati Monster 821 is a modern mid-spec motorcycle with many kinks ironed out. So in some ways, it has the least character appeal of any Monster I’ve seen — and I mean the least in a crowd of bikes with lots of character.

The 821 Monster is fun to ride (that’s a ton of power after all), has a nice burbling exhaust, and would be the pride of many stables, but the gentle purr of the motor, while pleasant, is subdued next to the raspy bark of, for example, the Monster 1100.

In terms of sheer riding ability, the Monster 821 has nothing particular on the Yamaha XSR900 for example (which can come with a little more, as it comes with cruise control from 2022, something that the 937 didn’t). Harsh, I know! Again, they’re both great bikes, but the fact that they’re competitors shows that the Ducati converged a bit on conventional tastes.

This is not to say that the 821 isn’t a great, fun, balanced everyday sportbike — it definitely is. I really enjoy it as a rider’s bike. It just isn’t as raging mad as some of the bigger, older models, nor will it draw as big a crowd, if that’s important to you.

It got even more real in 2016 when Ducati launched the most powerful Monster to date, the Ducati Monster 1200 R. This motor pushed out 117.7 kW (160 hp); now at twice the peak power of the original Monster 900.

A big update for both models was the Bosch IMU from the 1299 Panigale. This meant both 2017+ Monsters benefited from cornering ABS and lean angle-aware traction control.

Frankly, these Monsters are now so powerful and high-spec they’re well and truly beyond the “back to basics” concept that Galluzzi imagined. They’re great, and the rider aids make it easier to tame all those horses, but they are now super-nakeds, not minimalist bikes.

In 2017, Ducati decided to go back to the drawing board to introduce new and comparatively inexperienced riders into the Monster family with the new Ducati Monster 797.

Yes, you thought the 796 was the last air-cooled Monster. Well, Ducati surprised everyone with the 797! Despite just a difference of “1” in the model name, the Monster 797 is quite different aesthetically.

The Monster 797 gets the 803-cc air/oil-cooled L-twin from the Ducati Monster 796 of a nearly a decade prior (and in the contemporary Ducati Scrambler), tuned to put out a slightly milder 55 kW (75 hp) at 8250 rpm, the same as in the Ducati Scrambler.

The 797 just gets basic ABS, no traction control, and no riding modes, but you get a fairly decent, good-looking Monster which is easily accessible, even to riders with little experience (though I wouldn’t suggest it to most as a first motorcycle).

You couldn’t get the Ducati Monster 797 everywhere. It was made available in the US and in Europe, and I’m not sure where else. In the UK/Europe, it was available with a restrictor to make it A2-legal.

The Monster 797 is basically a callback to the original Monster 900, but with slightly wider service intervals, high-quality electronics, a gentler wet clutch, a less insanely shallow turning circle… but still with the simple engine of the original. It contains the spirit of the original.

In 2021, the Ducati Monster 821 and Monster 797 were both replaced by the Ducati Monster. Just “Monster”. That’s it! There’s also a Monster+, which is pronounced “Monster plus sign”.

In reality, many publications (and even the URL on Ducati’s web page) already refer to the new 2021+ Ducati Monster as the “Ducati Monster 937”, after the displacement of the engine.

So the Ducati Monster doesn’t have a single-sided swing-arm. Big whoop, the mid-size version lost that with the 821 (replacing the 796). So it doesn’t have a round headlight… ok… and no trellis frame. What? The good news is that it still has a V-twin engine, even if it’s a liquid-cooled one with a wet clutch.

And speaking of which, the new Monster is 18 kg / 40 pounds lighter than the 821, weighing in at 188 kg or 414 lb — fully fuelled, ready to rock. That is LIGHT. It wheelies easily in 2nd gear… maybe 3rd but I haven’t tried.

For the 2023 model year, Ducati released the Ducati Monster SP, which shares the same 937 cc Testastretta engine. But like the other S or SP models, the Monster SP gets uprated suspension, brakes, and some lighter-weight components.

The main let-downs for me are that the 2021 Monster doesn’t have adjustable suspension (I was hoping to see something like full adjustability, just lacking Öhlins), and that neither has cruise control to save me from speeding tickets in school zones on the way to the fun roads. But those are minor quibbles — if your heart is set on a Monster, you won’t be disappointed.

If you want an old Monster, focus on the 900 or 1000. The sweet spot is 2001-2003, when they were 900 cc, had fuel injection (just better reliability and easier maintenance!), but were still air-cooled and with a dry clutch.

If you want a tad more intrigue… buy a Monster 1100 Evo or an 1100 S, which I think is the greatest of the air-cooled Monsters. Just don’t buy one unless you’re outside a 1000-mile radius of where I am, because I want it! (I kid, it’s all yours, all’s fair.)

If you want a newer Monster and are OK with it being a reincarnation, get a Monster 797. You get many of the benefits of the original (air-cooled V-twin with modest horsepower), but all the benefits of modern technology – a TFT display, optional ABS, a gentle wet clutch. You’ll still have to service those valves every 7,500 miles (12000 km) though.

Should you get a liquid-cooled Ducati Monster? Look, horses for courses. I wouldn’t over-simplify and say “classic Ducatis must be air-cooled!”, because while the original Ducati Monster was air-cooled, the S4 versions were liquid-cooled.

Finally, there’s a lot to be said for the lack of service that a modern liquid-cooled Ducati engine has — service intervals for those from the Testastretta generation (821 and 1200 onward) are noticeably wider.

So yes, there are so many liquid-cooled Ducati Monsters, and they have significant enough benefits, that I’m in favour. But then you’ll have to worry what coolant to get…

Should you get a smaller Monster? Like a 620, 696 or 750? Because they were positioned as ‘entry level’, there won’t be as rabid-hot demand for these models.

There’s nothing wrong with the smaller Monsters, and you’ll likely love riding them. If liquidity is low in your area and one comes up in good condition (well-maintained, with the valves serviced and no dents in the tank) then it might just be a great buy. The smaller Ducati Monsters (below 900 cc) all have wet clutches, and from the 2014 Ducati Monster 1200 onwards, all Monsters (of all capacities) have had wet clutches.

It’s a common refrain to claim that Ducati motorcycles are unreliable and expensive to service. It is what usually steers the less die-hard away from a Ducati and over to something like a Suzuki SV650.

The Suzuki SV650, often considered the reliable (and cheaper) alternative to the Ducati Monster. A wonderful motorcycle in its own right with no need to compare it to something else, in my opinion.

The most unreliable part of old Ducati Monsters is the electrical system. The wiring loom can fail at some points (usually connectors, from corrosion), and diagnosing them can be troublesome. On my own Ducatis, I had to replace the regulator/rectifier on two, and a stator coil on one. One my Monster, the instrument cluster never worked quite right.

Electricals, however, are unreliable on many old motorcycles — Ducati certainly isn’t alone. Regulator/rectifier units will always fail after a while — they turn excess voltage into heat, after all. And wiring looms are inherently more complex than modern CAN bus systems.

What’s special is that Ducatis are generally kept longer than many motorcycles that are thrashed, so the perception that the electricals go bad is more common.

Leaking clutch slave cylinder (apparently almost guaranteed) (discussion here, here) — I had this problem on my Ducati Supersport, which shares a foundation with the Monster

Oil pressure sensors leaking (easy to replace, can wait until it happens) — this happened on my Multistrada 1000DS (shared a motor with a later Monster)

Probably the most contentious claim is that you shouldn’t ride a Ducati Monster in the rain because of the risk to the electricals. This occurs most commonly when a gauge’s sealing has failed and water enters through them. Water enters, the LCDs go nuts, etc. The fix is to take the gauges apart, add sealant and then close it.

Firstly, regular services (oil and filter changes) are no more expensive than any other motorcycle if you don’t take it to a Ducati dealer. There’s no black magic in a Ducati motorcycle’s oil or filter.

The word “Desmodromic” scares many people away from doing their own valve service. It also lets unscrupulous Ducati mechanics charge more if they want to. It doesn’t need to, and they shouldn’t.

But you might have to service Ducati valves more often than non-Ducati motorcycles. An old Monster with a two-valve engine needs to be serviced every 6,000 miles (or 10,000 km).

A newer Ducati only needs service every 18,600 miles (30,000km), but it’s a more involved job because there are more valves, and if you’re special and have a V4, more cylinders.

Servicing valves needs a couple of special tools, plus buckets to put over the shims, and about 4-6 hours of your time. I did mine under the supervision of an experienced Ducati mechanic, Lucy, at MotoGuild in San Francisco. It took me a few hours (and I added on some more time to replace the belts plus change the oil and do a few other things).

If there’s a bad connector, loose wire or other fault in the wiring loom, diagnosing and repairing is kind of a nightmare on almost any motorcycle. Also, these problems are super common on old Ducati motorcycles. Failed rectifiers are probably the most common, and luckily, the easiest to fix.

If you have a plastic tank and are in North America: Check for swelling in the tank, like bumps and blisters, or the tank bulging asymmetrically. If the latch is hard to open, or if the tank is too close to the ignition shroud, it’s a sign of swelling. Swelling in the plastic tanks was caused by ethanol mixed into North American gasoline. It was a known problem, and for a while Ducati were offering replacements. If your tank has no swelling, it may have been replaced (which is good). Of course, if the owner has evidence of this, all the better.

Does it have a Termignoni exhaust? The stock Ducati mufflers under-serve the Ducati motorcycles. Termignonis cost over $1,000 new, and people slapped them on (and can get almost nothing for them now, used), so buy one already equipped. It’s worth waiting for.

The price for old Ducati Monsters used to be fairly reasonable. But Monsters are now being considered classics. On top of that, prices fluctuated a lot over the last few years.

In 2018/2019, you could get Monsters in the US for $2,500-4,000 for one in good condition and that has been maintained. Similar prices were available in the UK.

In the US, a friend of mine runs a tool called MotoHunt that makes it easy to search all the local dealerships ads nationwide (in the US). Give it a try to find your Monster — it’s so easy to find good deals, you may just end up planning a fly-and-ride! (And read my interview with the creator.)

ducati monster 821 tft display pricelist

The new engine is the 939 Testasretta 11° that is used in the Hypermotard, Supersport, and the Multistrada, with 2hp more than the 821 and 6 lb-ft more torque at peak, which comes in 1250rpm sooner than previously at 6500rpm.

With just one monster in the line-up now instead of the 797, 821, 1200 and 1200 of 2020, the Monster has moved away from the old iconic steel trellis frame, and we can now see the new Panigale V4-inspired aluminium front chassis.

The new monster is smaller than the 821. The wheelbase is down to 1474mm from 1480mm, the bars are now 70mm closer to the rider, and although the seat is a little higher than before, at 820mm (from 810mm) it is also narrower to make the reach to the floor easier.

The Monster is powered by the Testastretta 11° 937 cc twin cylinder L-shaped engine, with desmodromic distribution and Euro 5 homologation (for countries where this applies). As previously stated, this is the same engine that is used in the Hypermotard, Supersport and the Multistrada.

The new Monster has gear shift control—up and down quick shifter. I don’t have this on my personal bikes, but many of my test bikes come with it these days. I can see the appeal of this on your bike as it does save a lot of effort for your left hand and gives a smooth gear change, but I am not sure I would pay extra to have it.

If you’re into modern features, then you will love the instrument panel on the new Monster—which is a 4.3” colour TFT display. The graphics come from the Panigale V4 and offer an array of information.

Prominently displayed is the rev counter, speed and selected gear. If the side stand is down, a red square box that can be clearly seen will tell you so. The air temp and fuel level are both clearly visible, along with mileage and the temperature of the bike. A clock is also displayed in the top right corner.

Available as an accessory you have access to the Ducati Multimedia System (DMS), which will allow you to connect your smartphone to the bike via Bluetooth. Once this is done, you can also manage some functions via the buttons on the bars.

Ducati Traction Control (DTC) acts as a smart “filter” between the accelerator and the rear tyre. You can select one of 8 (yes, eight!) different intervention levels. Each of the urban, touring and sport modes have default DTC levels, but you can then personalise these to better suit your unique riding style and the road conditions.

The new Monster is a breath of fresh air compared to the 821, and I absolutely love it. It’s sleek and modern-looking, and I would say it has the looks of a streetfighter.

The Monster I had came in the Aviator grey, which comes with the wheels in red. The combination of the grey and the red is striking and, personally, I think it is the best of the three colours available.

That said, the rear light is stylish and finishes off the rear seat area nicely. It’s compact and sleek with the seat cowl, which has the Ducati branding neatly at the front.

I am a fan of the single headlight, and the one on the Monster is no exception. It’s not the traditional round shape; it’s more oval and comes equipped with the daytime running light system. All the lights are LED, including the indicators, which offer excellent visibility in both daylight and the dark.

When I had the Monster, the temperature was around 20 degrees celsius. I didn’t have any rain during the time I had the bike, so I am unable to say what the tires are like in the wet.

For a standard exhaust on a new bike, I love what comes on the 2022 Monster. The end cans are really stylish and are Euro 5 compliant (in countries where this is applicable). I would like to keep these on the bike, as I think they are in keeping with the style of the bike and ooze that cool factor.

I had a lot of positive comments about the styling of the Monster when parked up. It is a pretty bike to look at, and when sitting on the bike, you can just feel the quality it has about it. The move away from the traditional trellis frame of the previous Monsters has been met with mixed reactions, but on the whole, most were positive.

I have to say, I was really impressed with this bike. I really loved the way it felt and how it made me feel when riding. It’s a lovely, very easy-to-ride bike with great handling. The Monster definitely loves corners and soaks them up beautifully, and I would find myself coming out of each corner with a big grin on my face.

The more I rode the Monster, the more I liked it. The Monster just wants to be ridden, and it keeps tempting you to get it back out the garage. I, for one, would be more than happy to keep obliging. In fact, I was very reluctant to give the bike back.

The 2022 Monster is definitely very worthy of consideration for a test ride if you are looking for a bike in this sector. You can also add accessories and personalise the Monster to suit your budget and requirements.

I loved the Monster. It’s such a fun, easy bike to ride—and because it is light, it is nimble, too. I really couldn’t get enough of riding this bike, and I kept finding excuses just to go out on it.

I also loved the way the Monster made me feel when riding; it gave me the confidence I crave when riding a bike—especially in the corners. I love the styling and riding position. For the style of bike it is, it’s very comfortable to ride and a huge amount of fun, too. I definitely had a blast with the Monster.

I would love to have the Monster in my garage, not just because it’s cool to say you have a Ducati, but also because as a Ducati, it has the feel and build quality you would expect from a premium brand. It’s worth repeating here that I really did not want to give the Monster back.

ducati monster 821 tft display pricelist

The Monster 821 pays homage to the legacy of the Monster 900, which over 25 years ago revolutionized the motorcycle world. Agile and featuring sporty performance, it was designed for maximum riding enjoyment, at all times and in all conditions. The Monster 821 range has been rejuvenated with a new stealth version: matte black livery, updated graphics and front fairing give a unique character to the naked Ducati par excellence.

The volumes, silhouette, tank, and headlight characterize the design of the Monster 821 and remain true to the original lines of the bike born in 1993 while revisiting them with a modern flair. The iconic tank comes with a fastening hook, just like the first Monster. The new stealth version features new graphics and the windshield: elements that give the new Monster 821 a unique and unmistakable character.EngineTestastretta 11° engine

Thanks to high maximum power and torque values, fluid delivery and a full torque curve at all speeds, the new Monster 821"s Testastretta 11° engine can guarantee performance and agility to the rider. The Monster 821 is also available for those with a restricted licence, as a version with 35 kW of regulated power.TechnologyThe pleasure of a safe ride

In perfect harmony with the road, the new Monster 821 is capable of conveying pleasant riding sensations, supported by advanced technology and the specially designed ergonomics of this model.MaintenanceEndless excitement

The advanced materials and technologies of the Ducati Testastretta 11° engine allow for particularly long maintenance intervals and reduced running costs, calling for an oil change every 9,000 mi (15,000 km) or 12 months and valve clearance check (Desmo Service) every 18,000 mi (30,000 km).

ducati monster 821 tft display pricelist

In our second segment, I chat with Steve Rapp. An ex-factory Suzuki and Ducati rider in the Moto America race series, Steve, among many other accomplishments won the prestigious Daytona 200. He also competed with real credibility in a couple of MotoGP races for Richard Stanboli of Attack Performance.

ducati monster 821 tft display pricelist

Ducatis are not faultless, but they have shed their bad reputation for dodgy electrics and mechanical issues in recent years. In addition to the desmo V-twin engine, which is derived from the Hypermotard and now found its way into the Monster, all Ducatis are covered by a two-year, unlimited mileage warranty. However, if you’re worried about the maintenance costs of the Ducati Monster, the Triumph Trident 660 is probably the better option.

The Ducati Monster 821 is the more powerful model, and has the same basic maintenance requirements, so a comparison of the two is inevitable. A comparison of the maintenance needs of a Ducati Monster 821 and Triumph Trident 660 is a good idea, but it isn’t a match made in heaven. For the most part, the Trident is simpler to maintain and requires less maintenance than the Monster.

The eight-cylinder engine has the same power output as the one on the Monster 821, but with a slightly richer power delivery curve. The resulting power is more easily felt at low to mid-revs, which are primarily used on the road. With this, you can expect more instant response from the engine and, therefore, get more enjoyment out of your ride. The Triumph Trident 660 is far more dependable when it comes to maintenance, and its TFT display will show you more information than the Ducati.

Despite the similarities between these two bikes, the Monster 821 is more compact than the Trident 660. Its tank is shorter, footpegs are lower, and handlebars are more closely spaced. It is more tractable and agile in traffic. The Monster also has ABS Cornering and Traction Control. The latter’s engine is more powerful, but the Monster is lighter, faster, and more fun to ride.

The performance of the Triumph Street Triple S is much more similar. Although the Ducati Monster is the baby of the group, it is still a top performer in the numbers department. The Ducati Monster 821, on the other hand, is an icon of Italian engineering. While the Monster 1200 is available only to the rich, the Triumph Street Triple S is the perfect blend of usability and sporty riding. Unlike the Trident 660, the Ducati Monster has much more horsepower and a longer-recognized history.

The Ducati Monster is equipped with a nine-37-cc twin-cylinder engine. The engine’s weight has been reduced by two kilograms, which is crucial to the overall lightweight of the motorcycle. The Euro 5 homologation didn’t prevent the manufacturer from giving the Monster higher horsepower. It is capable of delivering 111 hp (81.6 kW) at 9250 rpm, which is a decent figure. Its torque is adequate for short trips and long trips.

When it comes to Ducati Monster 821 performance and maintenance, the brand has really upped their game. The new engine and exhaust system are much more powerful than the older models, and they deliver an even more impressive torque curve. The bike also has new styling and a revised exhaust silencer, just like the higher displacement Monsters. Here’s what you need to know to keep your Monster 821 performing at its best.

For the average motorcyclist, the Ducati Monster 821 is a top-tier performance bike. This sporty motorcycle is designed for maximum fun in any conditions. Available in black, red, yellow, and black, the Monster 821 is an agile sports bike that offers plenty of performance and handling. The bike is available in both a red and stealth version, and its front fairing is adjustable. Ducati claims that its Monster 821 is the best bike in its class.

The Monster 821’s rider’s position is much more comfortable than previous Monsters, with a range of three-to-nine inches of leg room. However, the lower riding position can be a little cramped for tall riders due to reduced leg room. Seat comfort is also generally good. The Monster 821’s clutch requires moderate effort to engage. Gear changes are smooth and predictable. And the bike has a slipper clutch.

Regardless of whether you choose a race track or a dirt track, it is important to know the proper way to maintain your Monster. A proper service schedule is essential for your bike to run at its best. And it is a good idea to stick to the service schedule that comes with your bike. Avoid modifying the bike or making any major changes. Modifying its engine will reduce its lifespan. While changing the suspension puts extra stress on its engine, it can also lead to damaged parts, causing the bike to break down.

The plastic tank of the Ducati Monster 821 has long been a cause of concern. The motorcycle was made of the same material as many other sport bikes, and the manufacturer foolishly thought that it would be compatible with fuel composition. Unfortunately, this wasn’t the case, and the bike ended up with a leaky gas tank. Fortunately, it is not too hard to fix the problem yourself. Just be sure to follow these guidelines to ensure that your Monster 821 tank is free of any leaking air.

If the tank leaks, you’re not the first one to experience this problem. Many Ducati Monster 821 owners have reported difficulty bleeding the rear brakes. Air bubbles in brake lines grow when a motorcycle sits for an extended period of time, and can reduce the hydraulic pressure, causing a loss of brake power. Bleeding your brakes properly is an easy process if you know the steps.

The Ducati Monster 821 was revised for 2018 and benefits from the trickle-down engineering of the Monster 1200. The motorcycle’s tank and exhaust have changed from the model’s predecessor. Its headlight has been changed to resemble the Ducati Monster 1200. A new TFT display is also included, displaying the selected gears, fuel level and other information. Ducati is also releasing five new models in Milan next month, and the Monster 821 is one of them.

The Ducati Monster 821 is a great mid-range motorcycle. It is fun to ride and a great bike to buy. However, this bike can be pricey if you buy it new. However, if you’re looking for a high-performance bike without breaking the bank, then the 821 may be perfect for you. Aside from the price, the bike’s versatility makes it an easy choice for any rider. If you’re considering a sporty bike, the 821 is one of the most fun and exciting. The Ducati Monster 821 has more than enough of both.

The Ducati Monster 821 price and maintenance is less of a concern than those of the 1200. This is a budget motorcycle with impressive electronic features and a low price. It also has more advanced components than its predecessor, such as an electronically controlled suspension and traction control. The engine is well balanced, offering excellent power and torque from low to high revs. The 821 also features wider valve service intervals, which should mean fewer repairs.

The Monster 821 is available in two different color schemes: a stunning Ducati red and a stealth version with original graphics. It has an adjustable fork and adjustable front fairing. It also has a rear brake to accommodate different types of riders’ riding preferences. It also comes with a two-year unlimited mileage warranty, so you don’t have to worry about the expense of regular maintenance. A Ducati Monster 821 price and maintenance is not an issue, and should be covered by the manufacturer’s warranty.

The Ducati Monster 821 price and maintenance are similar to that of the older model. The most significant maintenance interval is the valve clearance, which is required every 30,000 kilometers. It is also reasonably easy to service, so regular maintenance is not a problem. This motorcycle has excellent reliability and accessibility. The average cost of ownership is $7,500. So, you may as well get one if you love the sporty look and feel of the Monster.

The Ducati Monster 821 isn’t cheap. Even without extras, the basic model can start at PS12,895 without accessories. Nevertheless, the optional carbon fiber Termignoni exhaust system costs an extra $1650. It’s not as cheap as the mighty 1200S. Compared to the 821, Yamaha’s MT-09 triple and Triumph’s base-model Street Triple S both cost less than the standard version. MV Agusta’s Brutale 800 cost a lot more than the 821.

ducati monster 821 tft display pricelist

HYDRAULIC CLUTCH: The clutch equipping the new Monster is wet anti-patter type and thanks to its particular self-servo

ducati monster 821 tft display pricelist

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