ducati monster 821 tft display made in china

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.

With traction control dialled right down, the front wheel will crest easily under hard acceleration. When it does the "bars will shimmy briefly, so a steering damper would be a nice addition but unfortunately, there isn"t one available in the options catalogue. The incredibly powerful Brembo M4.32 brakes will easily overwhelm the front forks which feel slightly oversprung, resulting in lots of diving and weight transfer when braking hard for tight corners. While the forks let the otherwise capable chassis down, everything else is spot on, and once you"ve settled the Monster 821 into a corner, it"ll go exactly where you point it.Milagro and Aljesida c/o Ducati

It"s fairly obvious that the previous Monster 821 was already a very good bike to begin with, and the new Monster 821 is more about refinement than all-out change. With the electronic upgrades, tweaked design and top-notch build quality, Ducati hasn"t rocked the boat - and that"s just fine, because it didn"t need rocking anyway. If you"re after a naked middle-weight bike, you"d be daft not to consider Ducati"s Monster 821. Undeniably there are more exciting, higher spec bikes in its peer group, but none of them get to wear the Monster badge or come with such heritage - nor that yellow paint job.

When it comes to naked bikes it can be argued that the Ducati Monster is the bike that started it all. Often imitated but never replicated, Ducati Monster has cemented its spot in the motorcycle Hall of Fame, and will go down in history as one of the most popular motorcycles the world has ever seen.

Very few other motorcycles of the modern era are as instantly recognizable as the Ducati monster. Coming in all shapes and sizes, this motorcycle is largely responsible for the modern day recipe of a naked motorcycle. Ducati’s formula for creating this motorcycle was simply removing the fairings of its performance oriented sport bikes. While today’s Ducati monster is far from just a sport bike without its fairings, the rowdy, sporty, performance oriented nature found in Ducati"s sportbike lineup is very evident in this bike.

In many ways, it can be said that the current generation Ducati Monster is by far the most performance-oriented Monster to ever roll out of the House of Borgo Panigale. You can bet that if and when Ducati decides to launch the new Monster in the Philippine market, the bike will roll off showroom floors in droves. Indeed, the new Monster is a game changer in the naked motorcycle scene. Here are a few reasons why we think this is so.

Ducati Monster aficionados will notice one glaring fact about the current generation Monster. That is, Ducati has done away with its iconic trellis frame found in every single other Monster to have ever been produced. In its stead, Ducati has opted for a more traditional backbone chassis which makes use of the engine as a stressed member. This presents itself with two main benefits. The first being increased torsional rigidity which directly results in a sharper handling feel.

The second main benefit is, of course, a lighter overall weight. Thanks to Ducati‘s new engineering revisions to the monster, the bike now weighs just 188 kg with a full tank of gas and ready to ride. This makes the current generation Ducati Monster one of the lightest Monsters to have ever rolled out of Ducati’s factory.

During its earlier years, the Ducati Monster was loved for its simplicity and bare bones, no frills fun. These days, however, the advent of technology has seen even entry-level motorcycles boast premium tech features. The same goes for the new Ducati Monster. It comes equipped with a slew of electronic rider aids, selectable riding modes, and a whole bunch of features designed to elevate the overall riding experience.

The new 2021 Ducati monster features a full-color TFT display, a feature found in many motorcycles of this year. Through this display, the writer can toggle multiple settings found on the motorcycle including but not limited to the riding modes, as well as other selectable features the bike is equipped with.

The Ducati Monster is equipped with a 937cc 90-degree V-twin—or L-twin in true Ducatista nomenclature. Boasting a full suite of modern tech, this liquid-cooled, fuel-injected motor churns out an impressive 111 horsepower in sport mode. Toggling the bike to Urban mode lowers the output to a friendly 75 horsepower—making it similar to middleweight naked bikes in the market.

Ducati has outfitted the engine with a bunch of techie features such as traction control, wheelie control, and even launch control for exciting launches at stoplights. What’s even more impressive is the fact that Ducati has somehow managed to make the engine even lighter despite increasing its displacement when compared to the outgoing Monster 821.

All the features and enhancements Ducati has bestowed on the new monster make the bike an extremely versatile all-rounder that’s sure to challenge some of the premium offerings of the Japanese big four. Given its selectable ride modes, it can be tailored to suit a variety of rider’s capabilities. On top of this, the bike’s lightweight construction makes it manageable as a daily commuter.

To top it all off, Ducati has been hard at work in extending the reliability and service life of its engines. The Monster’s 937cc Desmodromic engine now has a service interval of 15,000 kilometers between oil changes, and an impressive 30,000 kilometers between valve adjustments.

The Ducati Monster is unlike any other modern motorcycle in that it is easily recognizable. This motorcycle, which comes in many shapes and sizes, is partly responsible for the modern-day naked motorcycle recipe. The method for producing this motorcycle was as simple as removing the fairings from Ducati"s performance sportbikes. While the Ducati Monster is far from a pure sportbike without its fairings, it does exhibit the raucous, athletic, performance-oriented spirit of Ducati"s sportbike family.

In many ways, the new Ducati Monster is the most performance-oriented Monster the House of Borgo Panigale has ever produced. The Ducati Monster, which is now available in the Philippines for P920,000, is far from inexpensive. It does, however, have the goods to back it up. Let"s look at five things we like about the Ducati Monster, particularly, its 2022 guise.

The Ducati Monster is powered by a 937cc 90-degree V-twin engine, or L-twin in Ducati lingo. This liquid-cooled, fuel-injected motor produces an exceptional 111 horsepower in sport mode, thanks to a full suite of modern technology. When the bike is switched to Urban mode, the output is reduced to a more manageable 75 horsepower, making it comparable to other middleweight naked bikes on the market.

Ducati has included a number of technological features in the engine, including traction control, wheelie control, and even launch control for explosive starts at stoplights. Even more impressive is the fact that, despite increasing the displacement, Ducati has managed to make the engine even lighter than the outgoing Monster 821.

Ducati Monster fans will note one significant difference in the current generation Monster. That is, Ducati has abandoned the classic trellis frame that has appeared on every previous Monster model. Ducati has replaced it with a more typical backbone chassis that uses the engine as a stressed member. There are two key advantages to this. The first is enhanced torsional rigidity, which results in a more responsive handling experience.

The second major advantage is, of course, a reduction in overall weight. The Monster now weighs just 188 kg with a full tank of gas and is ready to ride thanks to Ducati"s new engineering upgrades. As a result, the current generation Ducati Monster is one of the lightest Monsters ever produced by Ducati.

In terms of styling, Ducati has done away with the iconic trellis frame design that has become associated with the Ducati Monster. Instead, Ducati has opted for a slimmer, more athletic appearance. In true Ducati fashion, the new Monster takes the form of a sharp and aggressive streetfighter that clearly flaunts some design cues borrowed from its super sport siblings.

The Monsters muscular fuel tank made the duets streamlined body work gives it an aggressive, almost supermoto-esque appearance which suggests that the bike is more than willing to have a fun, thrilling ride. Its LED lights and TFT color display exude premium quality, too, truly elevating the Monster moniker to the modern era.

All of the new Monster"s features and refinements make it a very flexible all-rounder that will undoubtedly challenge some of the Japanese big four"s premium products. It may be modified to fit a variety of rider skills thanks to its customizable ride modes. Furthermore, the bike"s lightweight design makes it practical as a daily commuter.

To top it off, Ducati has been working hard to improve the engine"s reliability and service life. The Monster"s 937cc Desmodromic engine now has a 15,000-kilometer service interval between oil changes and a 30,000-kilometer period between valve adjustments.

The Ducati Monster was once known for its simplicity and no-nonsense enjoyment. With the advancement of technology, even entry-level motorcycles now have premium tech features. The new Ducati Monster is no exception. It has a number of electronic rider aids, configurable riding modes, and a plethora of other features aimed at improving the overall riding experience.

The new Ducati Monster comes with a full-color TFT display, which is standard on many motorcycles this year. The rider can use this display to change a variety of settings on the motorcycle, including the riding modes and other selected features.

Ducati has taken the wraps off its 2018 Monster. The new bike gets new body panels that draw inspiration from the very first Monster 900 launched 25 years ago. The bike gets a new headlamp design, reshaped fuel tank and a redesigned tail piece that is strikingly similar to the Monster 900. The new exhaust end cans are now larger; a byproduct of the compliance with Euro-IV emission norms. Ducati will also be introducing a new paint scheme called Ducati Yellow for the new 821. However, it will also be available in Ducati Red and matte Black.

Another addition is a new colour TFT screen that looks similar to the one on the Multistrada 1200. Alongwith all requisite information, it will also display your gear position and fuel level; something that was missing in the 2017 model’s digital LCD display. Ducati’s Multimedia System is also offered as an optional extra.

The 2017 Monster 821 made 113.5PS and 89.4Nm of torque. The 2018 version makes a bit less power and torque in order to pass the stringent Euro-IV emission norms; 110.5PS and 86Nm of torque, to be precise. The six-speed gearbox comes with an optional bi-directional quickshifter. Electronics include eight levels of traction control and three rider modes: Urban, touring and Sport.

Suspension duties are handled by 43mm upside down forks at the front and an adjustable monoshock at the rear. For braking, the Monster 821 gets 320mm front discs clamped to Brembo M-4.32 monobloc calipers and a rear 245mm single disc clamped with a single-pot caliper. ABS is offered as standard.

The new Monster 821 is one of the five new models from the company. Four of these will be unveiled on November 5 at the Ducati World Premiere, two days before EICMA. We expect the new Ducati to replace the one sold in India. It was discontinued earlier this year due to BS-IV norms coming in effect. The 2018 Monster 821 is expected to reach our shores as early as 2018.

Sometimes, a test drive just falls perfectly into place. You find yourself on a road twisty enough that speeding tickets aren"t a factor. It"s smooth enough that the motorcycle suspension you"re riding on doesn"t get confused. You"re on a bike with more than enough power, but not so much that it overwhelms other aspects of the ride. You"re challenged, but not exhausted, and there aren"t long periods of waiting to get past cars. When everything lines up, you can get and stay in the zone. Sure, you may not be Mike Hailwood on your way to winning the "78 Isle of Man TT, but nothing reminds you that you"re not, either. Everything certainly lined up last week, while exploring the mountains south of Bologna, Italy, on Ducati"s new Monster 821.

With the Monster 821 and its bigger brother, the 1200, the Monster line is finally growing up. The biggest Monsters are now water-cooled, with the 821 getting the 821cc, Testastretta 11" V-Twin that motivates the Hypermotard. It kicks out 112bhp and 66lb-ft, figures almost identical to those of the classic 916 Superbike"s 114bhp and 65lb-ft and 25bhp up on the outgoing Monster 796 (and 12 more than the Monster 1100 Evo). That should give you an idea of how far the Monster has come. For further comparison, the original air-cooled Monster 900 put out 80bhp and 59lb-ft from its Desmodue. The 821 is ripped.

Thankfully, the Monster"s looks have evolved with its power growth. Gone are the wacky air intakes built into the fuel tank of the outgoing model, and back are the simple lines of the original Monster. The new bike also loses the split headlight and the pointy little air deflector that sat above it. The 821 might have a controversial double-sided swingarm in place of the 1200"s single-sided job, but the result of these changes is a more naked bike that is less shouty and self-conscious. Hidden within the new design is more room for a passenger, and there are after market seats available that raise or lower the rider"s seat by about an inch. The tank has grown too, to 4.6 gallons, which should increase the range noticeably.

The famed Ducati trellis frame—which stretched from tip to tail on the original Monster—has shrunk over the years, and on this generation, it runs from the headstock to the front of the engine, which now acts as a fully stressed member of the “frame.” The brakes are big radial Brembos, and the wheels have a twist reminiscent of those on the Panigale. The only let down is the prototype-quality hose routing on the bike"s left side, but besides that, the whole package is very attractive.

From the moment we set out, the 821 made a convincing growl and turned heads. The big twin flung us through the city and toward the twisty roads south of Bologna. The subject at every stop was how to disable the electronic gubbins—deep in the menus there is a way to customize each of the 3 riding modes. Turn everything off in the dry, and it is possible to deploy the full 112bhp, pull wheelies, back it in (made simpler thanks to the slipper clutch), and do stoppies. Pulling away from the lights, we learned that the 821 suffers from none of the clutch grabbiness that characterizes the Hypermotard.

It"s this electronic depth that really differentiates modern motorcycles from those of years past—and it"s why the 821 is both faster and safer than the original. With the ability to limit the power to 75bhp, it will even allow Ducati to sell the 821 to new riders and keep a clear conscience. Thankfully, when you change the settings in each mode, they"re saved, and persist even if you turn the bike off. Ducati revers to the whole clever bundle (ABS, DTC, and ride-by-wire) as the “Safety Pack.”

The first thing I noticed was the strength of the engine. It feels more powerful here than in the Hypermotard. Indeed, for fast riding on twisty roads, it"s not even necessary to keep the bike way up in the rev range—the torque provides all the motivation that"s needed. The entire Ducati lineup has excellent brakes, and this bike is no exception. Four-pot radial Brembos grab 320-mm rotors up front, and one or two fingers are all that"s needed to stand the bike on its nose.

The riding position is more upright and spacious than that of the outgoing bike (and comfortable for the 6"4” author). The only issue I had was with the non-removable passenger foot pegs, which, like on the 1200, interfere with heel positioning. The forks are non-adjustable but did a commendable job of coping with everything but the bumpiest section of road. The instrument panel is an easy-to-read LCD number and isn"t as flashy as the TFT display on the 1200.

As you can see in the picture of Bologna, not everyone in Italy rides a Ducati. Fuel costs around $10 a gallon, and so the vast majority of people stick with cheaper, more economical scooters. In Europe anything above about 500cc is definitely getting into big bike territory. They"re not wrong. During our time with the bike, we were never left wanting more power. The roads were, however, twisty—it might be a different story on the big highways of the United States. The only way to find out for sure is to ride one here.

Whether you"re a “Monsteristo” coming back for another round, cross-shopping this bike against your other favorite brands, or a new rider looking to be cradled—at least for a bit—by the electronic safety nets, the Monster 821 is an appealing proposition. Although it is a bit more expensive than its rivals, it"s got an undeniable charm and even non-riders will recognize it as special. To be honest, Ducati has pretty much "solved" power and handling now, and its various bikes are just riffs on the findings. You need only choose your poison. Get a cheaper phone plan if you have to—though resist skimping on your daily espresso—this bike is worth it.

Many credit Ducati with starting the modern naked bike segment when it introduced the Monster in 1993. Over the years, everything from the Triumph Street Triple to the Kawasaki Z800 challenged the Monster’s supremacy, but few could match Ducati’s allure. That is until Yamaha’s MT series burst onto the scene in 2014.

Packing a high-spirited 847cc inline-triple and a checkbook-friendly price tag, the MT-09 took the fight to directly to the aging Monster. At over 20 years old, the category creator looked as attractive as ever, but with Monster 796’s 87 horsepower and $11,695 price tag, the appeal started wearing off. Up to the 2020 model year, the Monster only became more bloated, stubbornly clinging to its pièce de résistance—the trellis frame.

Meanwhile, the MT-09 secured its grip on the segment, gaining a reputation for its pound-for-pound performance all the while. Preparing for the 2021 model year, Yamaha and Ducati needed to implement Euro 5-compliant updates on both middleweight nakeds. Team Blue also used the opportunity to address the MT-09"s smooth out the fueling, stiffen the suspension, and update the styling.

In Bologna, the company hit the reset button on the elderly Monster. It ditched the trellis frame for a monocoque unit and adopted some very MT-esque styling cues in the process. The overhaul reset the stage for the naked bike battle of the eras. In one corner, the long-established Monster. In the other, hard-hitting upstart MT-09. For the foreseeable future, both roadsters will battle it out on the dealership showrooms, but who takes the cake on paper?

For 2021, Ducati put the Monster on a diet plan. Shaving weight from the engine, clutch, frame, swingarm, and wheels, the House of Borgo Panigale got the Monster back in fighting shape at 414 pounds. Yamaha had the same thing in mind, however, lopping 8 pounds off the MT-09 for a 417-pound wet weight. You may not be able to tell the weight difference in the saddle, but the Ducati still edges out the Iwata naked bike by the slimmest of margins.

The Yamaha springs for a fully adjustable 41mm front end while the Ducati delivers a non-adjustable 43mm USD fork. In the back, both models employ a preload-adjustable shock, but the MT-09 also offers damping adjustments. The Yamaha may edge out the win in suspension, but the Monster’s dual Brembo M4.32 calipers mated to 320mm rotors towers over the MT-09"s 298mm discs and four-piston calipers setup. Both models host a 245mm rotor at the rear but the Monster emerges victorious again thanks to its Brembo binders.

The MT-09 and Monster both wear a 120-section tire at the front and a 180 at the rear, but Team Blue goes for dedicate hypersport rubber with the Bridgestone Battlax S22 while Ducati adds some touring capability with the Pirelli Diablo Rosso III. Both models have their own strengths when comparing the MT-09"s 56.3-inch wheelbase, 25-degree rake, and 4.3 inches of trail to the Monster’s 58-inch wheelbase, 25-degree rake, and 3.7 inches of trail. As a result, the rubber might be the deciding factor for riders. Whether you prize agility or stability, there’s an option to fit the bill.

Superbike-worthy electronics have started to trickle down to the middleweight naked category, and both the Monster and MT benefit from their respective manufacturer’s technological advances. Ducati flexes its muscle with the Monster’s 4.3-inch TFT dash displaying a Panigale V4-derived interface. The brand backs up that brawn with brains too, packing traction control, cornering ABS, and ride modes into the system. Ducati even equips the Monster for the track with launch control and four-level wheelie control.

In 2021, the MT-09 also earns a superbike-worthy electronics suite by adopting a downsized version of the YZF-R1"s IMU. Team Blue’s traction control, slide control, and wheelie control come along for the ride. Of course, the six-axis IMU also unlocks lean-sensitive ABS and ride-by-wire provides numerous ride modes. Unlike the Monster, the MT only features a 3.7-inch TFT display, but Yamaha favors a simple layout while Ducati crams as much information into the available screen real estate.

Both models come with quickshifters, but the Monster’s Quick Shift Evo 2 takes lean angle into account before smoothly transitioning to the next gear. Due to premium features like launch control, multi-level wheelie control, and the same quickshifter found on flagship bikes like the Multistrada V4 S and Panigale V4, the Monster delivers a decisive blow in the electronics category.

While the Ducati Monster and Yamaha MT-09 are nearly identical on paper (ahem, and in the styling department), price will also be a deciding factor for potential buyers. As expected, the bLU cRU delivers outstanding bang-for-buck with the MT-09 $9,399 MSRP. Ducati demands a little more pocket change with the Monster’s $11,895 price tag.

While both bikes eke out narrow victories by the slimmest of margins, Ducati justifies its higher retail price with top-shelf rider aids and superbike-derived electronics. In the end, there’s something for everyone. Those looking for a wheelie-happy yet reliable middleweight naked with impeccable handling and a budget-friendly price tag, the MT-09 is for you.

Conversely, if you prize a lighter middleweight with an advanced electronic suite and sharp braking system, the Monster has your name on it. The 2021 Yamaha MT-09 and 2021 Ducati Monster may be a blow-for-blow battle on paper, but with such heated competition, the customer ultimately wins.

The Ducati Monster has produced a very unique and consistent riding experience ever since being introduced nearly 25 years ago. Ducati set this trend of naked sportbikes (AKA “streetfighters”) back in 1993 and other manufacturers have been following suit ever since. The highly-popular Triumph Speed and Street Triple, recently-released Suzuki GSX-S1000 and the highly-anticipated Yamaha MT-10 and FZ-10 are all testament to the timeless Ducati Monster product line. The MV Agusta Brutale and Aprilia Tuono further represent Italy in promotion of the naked segment.

The Monster’s sweet spot is definitely at an aggressive riding pace through favorite roads. The large Brembo brakes shed speed in a hurry with minimal lever input, suspension provides excellent feedback and support in the corners, the motor digs out of the turns and pulls smoothly all the way to the top of the tach. The chassis feels light, flicks into corners and transitions through switchbacks then holds a line very accurately. ABS interaction is a little distracting when entering a corner extra hot, but the traction control system is very discreet on the way out.

The 24-month/unlimited-mile factory warranty for the entire package, 12-month/9,000-mile service interval and 18,000-mile valve adjustment spec for the Monster 1200 R are all rather impressive, especially for a Ducati.

Rider aides make up the majority of the tech package on the Monster 1200 R. Multi-level ABS and traction control (DTC) settings accompany three main riding modes: Sport, Touring and Urban. Like most OEM riding mode systems on the market, each mode has preset ABS and DTC levels, but each can be fine-tuned through the main menu on the instrument panel. The main instrument panel is very sharp and detailed, capable of displaying an overwhelming amount of information and graphically representing data through a high-resolution TFT screen.

Throttle communication from the twist grip to the ECU is channeled through a ride-by-wire system. In the past, these systems have proven to be finicky, unresponsive and/or numb. However, the system on the Monster performs very well. Throttle response is immediate, precise and action feels just like a cable-operated system. Throttle transition is also handled in excellent fashion by the electronic controls system. Smoothly transitioning from closed to open throttle around a corner or modulating down the freeway has been a challenge with the large Ducati V-twins, but the system on the Monster does a great job at smoothing this out even with abrupt inputs.

The TFT instrument display panel is a very capable unit. Data is displayed in vibrant color and sharp detail with cool graphic menus. The display layout changes depending on the riding mode selected (for example, only critical info such as engine rpm, gear position and speed are boldly displayed in Sport mode) and the background changes from bright white in daytime conditions to a dark silver when low-light situations are sensed. However, even this bright TFT display becomes difficult to see on sunny days, especially with the sun at your back. This may be a result of the angle of the display mount, as other models with the same technology do not suffer from this adverse side effect.

One piece of technology the Monster (even the 1200 R) is missing is a quick shifter unit. For some reason, Ducati has been depriving us of this incredibly useful tool on many of the bikes in its product line. A quick shifter would definitely add to the aggressive riding performance and might alleviate the transmission shifting issues as well.

However, one must truly appreciate the Ducati craftsmanship and support the exotic Italian brand when there are bikes like the $15,000 Triumph Speed Triple R and the $10,000 Suzuki GSX-S1000 out there. Even the Aprilia Tuono V4 1100 Factory ABS will run you a (slightly) less salty $17,000.

Ducati is on its third decade perfecting the Monster and the 2016 1200 R definitely lets that show. The solid chassis, stout motor, dialed brakes and gnarly suspension bits make the “R” package one not to take lightly. Aside from the suspension feeling a bit much for the street, the rest of the bike makes for a capable commuter. The bike really hits its stride in the canyons, however, and there’s not much to complain about performance-wise when riding the 1200 R at an elevated pace.

Some tweaking to the instrument display, ABS, ergos and transmission dogs would round out the majority of the minor issues we experienced. Regardless, the Monster 1200 R is an excellent representation of the naked sportbike segment and definitely lives up to its name and legacy.

Ducati has unveiled the all-new Monster, which has received the biggest change since its inception in 1993. The Italian manufacturer’s best selling product has been completely reimagined from the ground-up and has even dropped the numerical suffix – something Ducati’s have always been known for. The most prominent update comes in the form of a new chassis. The naked street has always used a steel trellis frame for the last three decades, which gave the motorbike its handling character and acted as a significant part of its distinct and easily recognizable styling. However, for the very first time, Ducati has replaced it with a cast aluminum frame inspired by the Panigale V4 superbike. Ducati was able to shave 9.9 pounds of weight with the new frame. In addition to that, the Italian marque has swapped the metal rear sub-frame with a cutting-edge, super-lightweight replacement that’s made out of glass-reinforced polymer. This helped the motorcycle drop 4.2 pounds. Continuing with the weight-saving measures, Ducati has equipped the new Monster with a lighter swingarm and wheels, which further contributed to a weight reduction of 7.25 pounds.

Replacing the outgoing Monster’s 821cc engine is Ducati’s 937cc Testastretta 11° L-twin unit, which is Euro 5 compliant and boosts output to 111 horsepower and 69 pound-feet of torque. Despite the bigger displacement, the engine is lighter by 5.5 pounds, taking the total weight reduction to a whopping 39.7 pounds as compared to its predecessor. The design changes to the Ducati Monster are also significant. The most noticeable of them is a new headlight design with a LED ring DRL. The front indicators have been integrated into the body, placed right below the fuel tank. Ducati has also made a significant effort to make the new Monster accessible for people of different sizes. The stock seat height stands at 32.3 inches, while an optional lower seat brings that down to 31.5 inches. For shorter people, Ducati will also offer an optional spring kit for the suspension, which further brings down the saddle height to just 30.5 inches. In terms of equipment, the new Monster gets a 4.3-inch TFT display with a similar layout to the Panigale V4. The Ducati Safety Pack adds rider electronics such as ABS, traction control, wheelie control, launch control, and a standard up/down quickshifter. The new Monster will be available in two trims: Standard and. The latter adds a small flyscreen and a cover for the passenger seat. Pricing starts at $11,895 for the standard model and $12,195 for the Plus version in the US.

The Shape of Style The Ducati Diavel 1260 Lamborghini was born from the collaboration between two prestigious brands that have their roots in Motor Valley, the land in Emilia-Romagna within which can be found many of the world’s most significant companies in the automotive sector, made in a limited and numbered edition of 630 units […]

The encounters of two opposite worlds: the relaxing cruiser low speed riding typical of a cruiser and the emotion of a sporty ride, in a Ducati Style. This is XDiavel.

The Power of Opposites Ducati renews the XDiavel range by introducing two new versions for 2021: the XDiavel Dark and the XDiavel Black Star. XDiavel, the Ducati cruiser that combines the best of both worlds, is renewed, still remaining true to its philosophy. The new sports version, the Black Star, and the matt black total […]

Just Fun! The new Monster represents all the essence of Ducati in the lightest, most compact and essential form possible. You can already guess it from the name: Monster, nothing else.

Creative, youthful and spirited, the new Ducati Scrambler is more than just a motorcycle, it is a new brand that enhances creativity, self-expression and the sharing of positive emotions. It is a universe of fun, joy and freedom made of motorcycles, accessories and apparel.

Nonconformist, affordable and essential, the Ducati Scrambler® is the perfect blend of tradition and innovation. The renewed Ducati Scrambler is more contemporary, more comfortable and safer, ensuring even more carefree ‘Land of Joy’ fun!

“Ducati is a global brand with a strong Italian soul: sporty spirit, design excellence, love for beauty, capable of giving thrilling emotion and building unique experiences” Claudio Domenicali

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 standard equipment, which includes adjustable fork and Ducati Quick Shift up/down, makes it even more effective on the road.

The volumes, silhouette, tank and headlight characterise 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.

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.

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.

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 15,000 Km (or 12 months) and valve clearance control (Desmo Service) every 30,000 km.

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The first of five new Ducati models for 2018 has been unveiled, folks. The red Italian manufacturer from Borgo Panigale has unveiled their latest 2018 Ducati Monster 821 in conjunction with the model’s 25th anniversary.

The updated Monster 821 is heavily inspired by Ducati’s first ever Monster 900 which was introduced way back in 1992. This new model promises improved performance, riding agility as well as overall experience for any rider in the high-performance naked motorcycle segment.

Inspirations were also taken from their most powerful Monster as well; the Monster 1200. The overall shape, design and other highlighted features have been adopted into the 821 which makes the new Monster super sleek but aggressive at the same time. These new features include a brand new racing-inspired silencer and headlight design.

Going into the future, the 2018 Monster 821 now carries the futuristic TFT display that will show all important information including a gear indicator and fuel level. Those who want to take their 2018 Monster 821 to a whole new level can opt for the Ducati Quick Shift up/down and the Ducati Multimedia Systems which will now be available as extras for the new Monster.

The liquid-cooled twin-cylinder Testastretta engine has been further refined to offer better overall performance and friendliness to all riders new or experienced. Punching out a total of 109hp at 9,250rpm and 86Nm of max torque at 7,750rpm, the new 821 promises nothing but excitement.

Taking the whole package even further, the latest addition into the Monster family features some Ducati Safety Pack goodies such as Bosch ABS, Ducati Traction Control and Riding Modes to name a few. At a push of a button, the 821 allows for three different riding experiences to ensure that the ride is always safe and exciting.

The 2018 Ducati Monster 821 will be available in three different colourways; Matte Black, Red and the iconic Ducati Yellow which will only be available for the 821 and no other models.

Ducati will be unveiling the rest of the new 2018 line up during this year’s EICMA Milan Show beginning of November. Stay tuned to Bikes Republic for more updates.

The all new Monster 821 comes with a fully redesigned tank and tail, an all-new exhaust and a headlight, it also comes with new colour TFT display with an indicator of the current gear, fuel level and the revered Ducati yellow paint job. The bike will also be available in Ducati Red and Black colour options.

Italian super bike maker, Ducati India on Tuesday announced the launch of the all new Monster 821 in India at an introductory price of Rs 9.51 lakhs (Ex-Showroom India).

The bookings for the new Monster 821 are now open and deliveries will start by the first week of June across all Ducati dealerships in Delhi – NCR, Mumbai, Pune, Ahmedabad, Bengaluru, Kochi & Kolkata.

The Monster 821 also features the Ducati Safety Pack, which comprises of Bosch 9.1MP ABS system and Ducati Traction Control, both of which have adjustable intervention levels. Similarly, maximum power and throttle response can be adjusted via the Power Modes. The bike also comes with optional Ducati Quick Shift (DQS) which is Ducati lingo for quick shifter.

Completing the impressive equipment array on the Monster 821 are the Brembo brakes, with dual 320 mm discs and M4-32 monobloc radial calipers up front. A refined suspension system includes a 43 mm fork at the front and a rear monoshock with spring preload adjustment. The new Monster 821 comes shod with a Pirelli Diablo Rosso III 120/70 tyre on the front and 180/55 on the rear.

in every situation, high-quality spring elements, noble details, but aggressive throttle response and poor readability of the TFT display in sunlight.

Because of small – with measured 107 hp, the 821, from now on the entry into the monster world, sends more power to the rear wheel than the old, air-cooled 1100 Evo. Should be enough for the speedy roadster.

The two finally herald the new era for Ducati’s bestseller: Ducati Monster 821 and Ducati Monster 1200 push the Monster series into a new performance class thanks to water cooling and four-valve technology. Only: which one offers more monsters for the money?

Because of small – with measured 107 PS sends the D.ucati Monster 821, from now on the entry into the monster world, more power to the rear wheel than the old, air-cooled 1100 Evo. Should be enough for the speedy roadster. Does the Ducati Monster 1200, which is 2800 euros more expensive, even need? This question is entirely justified, especially because at first glance the two water monsters are like one egg to the other. The same powerful lines, the same beefy proportions. The Monster series has remained true to itself for over 20 years, and the two newcomers continue this beautiful tradition, regardless of the loss of cooling fins and water pump hoses.

As the twin optics suggest, the ergonomics of the Ducati Monster 821 and the Ducati Monster 1200 are similar. This sporty, forward-sloping seating position, the handles are far apart – that’s still typical Monster, but now that the driver is much closer to the Handlebar sits, much more relaxed and comfortable. Both L-Twins are controlled completely electronically via ride-by-wire and offer three freely programmable driving modes if required: Sport (full power, direct throttle response), Touring (full power, smoother throttle response) and Urban (reduced power, smoothest throttle response) – with a suitable setting for ABS and traction control.

What is immediately noticeable: Except in Urban mode, both machines are overly biting on the gas. The Ducati Monster 821 in particular makes a good leap forward with normal throttle application. That suggests a lot of power, but city trips become a skill exercise. They would not need this dazzling work at all. Even the Testastretta twin known from the Hypermotard 821 and heavily modified for the Monster 821 is a great propellant. Offers great running smoothness, can be driven in the lower gears from 2000 rpm, pushes hard up to 6000 tours, and from then on clicks towards the horizon with great greed and an extra shovel of power. That turns on and is always completely sufficient for courageous gasping.

And the Ducati Monster 1200? If your reactor only really breaks away from a drive beyond the legal speed of country roads, it accelerates similarly early and a bit more well-mannered than the Ducati Monster 821. For those who need it, more is simply more.

The gearboxes don’t help you decide whether you’re big or small: Both are precise, but dry to hard, want to be operated with authority and only allow idling for experienced shifters. But who will dwell on such trivialities with such a soundscape? Ducati Monster 821 and 1200 celebrate all registers of the Vau-Zwei sound construction kit: hammering, roaring, blasting and sizzling that your heart will open. The 821 a tad angrier and louder, the Ducati Monster 1200 with the power of full displacement. In both cases, happiness hormones for the pilot and earplugs for the dear neighbors.

Up to this point, the not-so-small of the big ones is sticking close on the heels. And it stays that way in the curve, at least as long as the road is halfway flat. Here the Ducati Monster 821 pleases with neutral turning and good stability. If the surface gets worse, the Ducati Monster 1200 swings the scepter of superiority on the chassis side ice cold. Golden Ohlins dampers are reserved for the S model, which is again 2,500 euros more expensive, but the adjustable USD fork of the 1200s is much more sensitive to unevenness than the simple, non-adjustable counterpart of the 821.

This also dips far when braking hard and thus ensures the righting moment in an inclined position. In connection with the Ducati-typical hard hindquarters, which is overdamped even when the rebound stage is fully open, the Ducati Monster 821 is left behind in the chassis category, and the rear tire with a 60 mm cross-section doesn’t change that either. Slight advantages for the Ducati Monster 1200 also in the section on brakes: The Brembo radial calipers installed on both bikes provide first-class deceleration, but in terms of controllability and lever position, the radial pump of the 1200 series is ahead.

Parallel flight: The power and torque curves of the two eleven-degree Testastretta L-Twins are very similar. This is also reflected in the character of the engines. The engine of the Ducati Monster 821 does a little hitch between 4000 and 6000 rpm, but inspires with wonderful revving. The drive of the Ducati Monster 1200 cuts a brilliant figure thanks to its full displacement and corresponding torque in every speed range.

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Exiting turn five — the hairpin — on Shannonville Motorsports Park’s “Pro Track” configuration, I bury the chinbar of my Arai as deeply as I can into the void between the 2021 Ducati Monster’s sculpted tank and wide flat bars while simultaneously cranking the throttle. In no time at all second and third gears have been used up by speed and spit out by the quickshifter.

In what feels like milliseconds, I’m alerted to fourth’s fast-approaching redline by the blinking lights on the TFT dash. Fifth engages as I eclipse 180 km/h on the back straight and fight to keep tucked. At the second cone on my left I pop up, forward, and shift to stick out my right knee to slow the bike, maximize grip on the Pirelli Rosso III and begin my dip into the 120 km/h sweeping right hander that leads into the chicane.

Despite how this all feels, I know this all-new Monster will happily go faster, transition quicker, lean deeper, and brake harder. If only the same could be said about the meatsack in the saddle, we’d both be truly quick.

Thundering away beneath me is the 937cc Testastretta 11°, V-Twin engine. This is the same motor that powers Ducati’s hooligan bike, the Hypermotard, so you know it likes to party.

Power has increased by a pair of ponies over the outgoing Monster 821, to 111 horsepower. Torque is up from 65 lb/ft to a healthy 71 lb/ft and this mill is a full 2-kilos lighter. It’s also more responsive. That extra twist also hits earlier in the rev range, so this Monster is quick to squirt from apexes but also more civilized in day-to-day settings.

In those commuter landscapes, ride-by-wire throttle inputs can feel a bit choppy in the Monster’s Sport mode, but selecting Touring calms things down. There is also an Urban setting available that will chop HP down to 75, but I only toggle it on for the deluge I’m forced to tackle on my way home from Shannonville. After a steamy-hot day at the track, Ma Nature’s pressure wash is appreciated.

Despite that lighter, more powerful engine most of the Monster’s attention will be garnered by its looks. This is completely understandable, given the standing Miguel Galuzzi’s trellis-framed original has achieved in the pantheon of motorcycling. The 1993 Monster M900 was an absolute work of art. It’s the bike that launched the naked genre of motorcycles and, in most rider’s eyes, the first generation Monster ranks among Ducati’s highest of watermarks in terms of style. Hell, it was even inducted into the Guggenheim.

But let’s be honest here. The last generation — the Monsters we’ve seen since 2010 or so — looked kinda meh, right? Like the Monster was trying to play in too many pools? That gorgeous rib cage just kept getting shorter and fatter and became less a stylish functional element than a hindrance to overall design. In my eyes, the second gen Monsters have always looked muddled.

The 2021 Monster bolts both a front-frame and polymer rear subframe to its engine to deliver a focused, superbike derived effort. Losing those iconic ribs helped shave some 6kg in frame mass alone. The rake is tighter, the wheelbase shorter, and the rear tire is narrower.

Everything is sleeker, more refined. Less showy, more go-y. The complete package is an impressive 18kg lighter and, more importantly, you can feel that in all riding conditions. The 2021 Monster is a wholly modern naked bike, again.

Now, I will grant you that (thanks largely to its shapely, LED-rimmed headlight) the Monster does bear a striking resemblance to another Italian nudist out there (the MV Agusta Brutale), but I wouldn’t dare call either unattractive. In the Shannonville paddock, resting between sessions, this Ducati Red Monster is equal parts aggression and minimalism — defining traits of Galuzzi’s original — that both look and feel right at home.

Much of that feel is helped by the ergonomic changes this new Monster boasts. The rider triangle is roomier and more relaxed, with the handlebars sliding 66mm closer to the rider and the footpegs shifting rearwards 35mm, and down 10mm, too. The tank is scalloped and slim where it meets the saddle and provides a comfy spot to lock your knees.

On the highways and byways, all of this combines to deliver an easier ride. The positioning helps keep weight off of the wrists and ease lower back strain. In my 215km trips both to and from Shannonville (as well as the 100 or so I logged on track), I didn’t feel any real discomfort and the seat was wide enough to shift weight when I needed to. In and around the city, the same could be said, meaning the Monster also makes a comfortable commuter.

Everything is easily accessible via buttons on the left side of the handlebar and communicated via the 4.3-inch TFT display. The colour, contrast and presentation of that dash is spot on. It communicates everything you need both clearly and concisely.

From the moment I fired up the Testastretta 11° engine, this Monster felt decidedly lighter and more carefree than the bikes preceding it. Weaving through Durham back towards the city, the Monster felt equally happy when trundling or bolting. Sure, there is a bit of vibration when the engine is loping but it rides smoother and less manic than the Monsters of yore.

Tip-in feels natural and progressive, regardless of speed. The chassis feels communicative and responsive. Holding a line on the Monster is easy stuff and working through high(er)-speed transitions felt absolutely fluid.

However, for a rider who hasn’t put a knee down in over four years, the Ducati Monster delivered everything I could have wanted for a day chasing speed. It was ferocious when called upon but forgiving when I needed it to be. Spending my day in the “C” group (novices), I felt progression from session to session and even scored a few compliments on my increasing speed by day’s end.

In my week with the Monster it saw time as a daily mount in downtown Toronto. It ferried me and my Power Ranger gear up to my cottage, along dirt roads, no less.  And it happily let me persuade it around a fairly rough and rugged racetrack before hopping on to hammer it home through a torrential storm.

It’s rare that I get the chance to ride a bike in as many settings as I did this Ducati Monster. Typically, if a track session is on the agenda, an OEM will have a fleet of bikes prepped, complete with extra sticky rubber and tire warmers. For any on-road session, either a second set of bikes sit in wait or at the very least a tire swap is done, usually overnight, before that portion of testing begins. Here, Ducati simply gave me a key to their all-new motorcycle and told me to have fun.

While we’ve all been perfecting sourdough and having craft beer delivered to our houses, Ducati’s engineers shed 11% of the Monster’s body fat. While adding both muscle and agility. And they made it more comfortable and easier to ride — both at speed and around town. This is the best Monster Ducati has ever built.