ducati monster 821 tft display brands

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 Monster 821 remains an option in the2021 Ducati line-up in certain regions. In Europe, the Monster 821 doesn’t meet Euro5 emissions compliance regulations—hence the introduction of the new Monster. For the USA and Canada, those looking for an older Monster are in luck, as the 821 is available for another year. Though, thisItalian-made motorcycle receives absolutely no updates for the new year.

This older Monster might be on the way out, but it has defined itself as one of the most formidableDucati motorcycles made in recent years. It’s a reliable and versatile urban machine that excels on track, can weather every day humdrum commutes, and can even undertake the occasional long-haul journey.

Unlike the new Monster, the older Monster 821 still uses Ducati’s 821 cc 11-degree Testastretta twin-cylinder engine. Though it’s smaller in displacement, it still produces an impressive 109 horsepower and 63 lb-ft of torque, which doesn’t make much difference to the new Monster in terms of performance.

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.

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 9,000 mi (15,000 km) or 12 months and valve clearance check (Desmo Service) every 18,000 mi (30,000 km).

Over the years Ducati has produced several iconic motorcycles which have withstood the test of time. Many enthusiasts credit Ducati’s 916 as the one that stands above the rest in it’s revolutionary design and styling. But there’s another Ducati that has made its own mark in similar fashion — the Monster — which established the “naked bike” style.

Unveiled at the Cologne show in 1992, designer Miguel Galluzzi said, “All you need is: a saddle, tank, engine, two wheels and handlebars.” Though designated the M900, it became known by its nickname, “Monster.” Like Frankenstein’s monster, the M900 stitched together the steel trellis frame from the 851 Superbike, the air-cooled, 904cc L-twin from the Supersport Desmodue, a “bison-back” gas tank, a low handlebar and a round headlight.

Over nearly three decades of production and more than 350,000 units sold, the Ducati Monster has seen multiple evolutions in terms of styling and technology, and it has been offered in a range of displacements, from 600cc to 1,200cc. The commitment made by Ducati to enhance and keep the Monster relevant is evident from the latest version of this iconic motorcycle, which brings together a Superbike-inspired chassis, a road-going engine and the latest in electronic riding aids.

It’s fitting that the 2021 Ducati Monster was launched in San Francisco because the bike has been a huge hit among urban enthusiasts. The design brief for the latest version was to deliver the best of both worlds — to be “more thrilling for experienced riders” as well as “more accessible for new riders.” The new 2021 Monster maintains the model’s signature minimalist styling and aggressive attitude while delivering increased power, comfort, and maneuverability. Couple this with a new, comprehensive electronics package, and the latest generation is likely to ensure the Ducati Monster remains as popular as ever.

First impressions of the 2021 Ducati Monster can be deceiving. Sure it looks like a Monster with its bison-back tank and round headlight, but there’s something missing. The classic steel trellis frame has been replaced with a new Panigale-style aluminum upper section frame that saves 9.9 pounds and uses the engine as a structural member of the chassis. They didn’t stop there. Updates including a new swingarm and fiberglass-reinforced polymer subframe shave off 10 pounds, and the Testastretta engine and lighter wheels save another 10 pounds. All this tinkering, Ducati says, has reduced the Monster’s curb weight to a lean 414 pounds, a full 40 pounds less than last year’s model.

Firing up the Monster produced a familiar sound that resonated in my ears. Powering the Monster is a version of the liquid-cooled, 937cc Testastretta 11-degree L-twin also found in the Hypermotard, Multistrada 950 and SuperSport 950. Claimed output is 111 horsepower at 9,250 rpm (up 2 from the Monster 821) and 69 lb-ft at 6,500 rpm (up 1.5). Updates to the engine include new cylinder heads, pistons and rods, intake and exhaust system, geardrum, stick coils, alternator and belt covers. A new clutch has 20% lighter pull, and an up/down quickshifter is standard. The new Monster has a 9,000-mile oil service interval and an 18,000-mile desmodromic valve service interval.

The Monster’s new electronics package includes three fully customizable riding modes (Sport, Touring and Urban), IMU-based cornering ABS, cornering traction control, as well as wheelie and launch control. Starting off in Urban mode, which reduces engine output to 75 horsepower, the softer throttle response and increased level of intervention for ABS and TC make the Monster highly manageable. The tamed throttle response is sufficient enough to get the job done when negotiating lane changes or avoiding sketchy situations, but after a few miles of exploring the busy streets of San Francisco, Urban mode felt too corked up and I was eager for more.

Tapping a button on the left switch cluster allowed me to sample Touring and Sport modes, both of which offer full power, more direct throttle response and less electronic intervention, with Sport mode being the most aggressive. An up/down toggle scrolls through the various settings within each mode; just push the button, close the throttle and the change takes effect. Changes to default settings can only be done while stopped. Everything is displayed on a new 4.3-inch, high-resolution TFT instrument panel.

As our test ride continued, I came to appreciate the Monster’s agreeable riding position and agile handling. The Panigale-style frame, new bodywork and a new seat make the Monster narrower between the legs. Height of the stock seat is 32.3 inches, but the accessory low seat ($160) reduces seat height to 31.5 inches and the low seat plus the accessory low suspension kit ($300) reduces seat height further to 30.5 inches. Ducati also changed the bar/seat/peg configuration, with the handlebar moved 2.6 inches closer to the rider and the footpegs moved back 1.4 inches and down 0.4 inch compared to the Monster 821. Not only are the ergonomics more comfortable, but a 7% tighter steering angle reduces the turning radius by 3.75 feet, simplifying U-turns and slow-speed maneuvering.

Riding around town, the Monster hits all the marks, but how will the changes translate out in the twisties, while giving it the berries? On the handling front, Ducati kept it simple. Suspension is made by KYB, with a non-adjustable 43mm USD fork with 5.1 inches of travel and a preload-adjustable rear shock with 5.5 inches of travel. The basic setup worked quite well, with good bump compliance and exceptional midcorner stability. Compared to the Monster 821, the wheelbase is slightly shorter thanks to a tighter rake (24 degrees, down 0.3) but trail is unchanged at 3.7 inches. Revised chassis geometry, less weight and a narrower 180/55 rear tire make for a more maneuverable platform. While lighter wheels, reduced unsprung weight, and grippy Pirelli Diablo Rosso III tires combined to give a planted feeling during quick transitions.

The highway separating me and the new Monster from the sublimely twisty roads of the Santa Cruz Mountains, south of San Francisco, provided an opportunity to feel out its cruising abilities, and in 6th gear, at around 75 to 80 mph at 5,500 rpm, there was plenty of roll-on power in reserve. As soon as I exited the highway, and headed into the mountains, I really started to flog it. I thought for sure the suspension would give it up, but the Monster handled pretty much everything I threw at it. Tight switchbacks, long sweepers, decreasing-radius corners, uneven pavement and even those mystery bumps hidden in the shade of redwoods were all kept in check. The effort Ducati put into designing a more compact, agile, and friendlier riding position has really paid off. Transitioning back and forth was fairly easy in the fast stuff, but needed some increased effort in the tighter sections. The front-end feel at corner entry and mid-corner was reasonably good, allowing me to feel the road adjust to the conditions with confidence.

The Monster also has good front-to-rear balance and minimizes weight transfer on exits. I did some experimenting with the TC and ABS settings to gauge their effects at full tilt. There is definitely some intervention in the upper ranges of the 8-level TC, especially when traction is questionable. I found that peculiar sensation like a rev limiter kicking in several times on hard corner exits. In the lower levels of the TC the Monster’s response is more measured and precise. You’ll feel like a real pro, barely noticing that it’s working.

Braking wise, the Monster is equipped with Brembo’s latest M4.32 monoblock front calipers and 320mm rotors, along with a Brembo radial master cylinder. Together they offered a superb braking feel with plenty of stopping power. The ABS is well sorted and even though I’m not usually a fan, it stepped in to save the day a few times.

Everybody sampled the 4-level wheelie control and launch control at nearly every stop light. Where it counted for me was on low-speed corner exits. In Level 4 it’s very apparent as the motor starts to cut out in order to keep the front wheel on the ground. Level 1 and 2 seemed most agreeable with minimal intervention. The good thing is the wheelie control can be independently adjusted from the other control systems or turned off. Ducati’s quickshifter worked well in both up and down directions, adding to the fun, but felt clunky at lower speeds.

Overall, the 2021 Ducati Monster performed exceptionally well. It’s the friendliest Monster yet and should satisfy a wide range of riders (and abilities) attracted not only to its performance and style, but also its accessibility. The many updates ensure that Monster legacy will be carried forward by this worthy successor.

The Monster comes in three color options: Ducati Red ($11,895), Aviator Gray (+$200) and Dark Stealth (+$200). And the Monster+ ($12,095) adds a flyscreen and passenger seat cover. An extensive range of accessories allow you to personalize the Monster, from a Termignoni racing exhaust to an EPA/CARB-compliant slip-on, tank cover kits and more.

Over its 25-year history and numerous displacements, variations and colors, the Ducati Monster has been an icon of style and performance. All but launching the naked bike movement in the early ‘90s, the Monster has evolved and matured but it has never strayed from its original design concept. Every model has retained the timeless, signature look—solo headlight, exposed trellis frame, stance like a bulldog—but they’ve been tastefully updated with fresh lines and imbued with new technology.

For 2018, Ducati’s Il Mostro lineup includes five models: the air-cooled Monster 797+, three versions of the Monster 1200 (standard, S and R) and the updated Monster 821.

Three years after its 2015 introduction, the Monster 821 gets a styling refresh that puts it more in line with the Monster 1200—a more streamlined profile, a sculpted tank and tail, a redesigned muffler and headlight, and a new full-color TFT display.

Perhaps due to Euro4 compliance restrictions, claimed output from the liquid-cooled, 821cc Testastretta 11-degree L-twin is down a bit from the previous model, with a claimed maximum of 109 horsepower at 9,250 rpm (down from 112) and 63.4 lb-ft of torque at 7,750 rpm (down from 65.9). As before, the Monster 821 is equipped with throttle-by-wire and three riding modes—Sport, Touring and Urban—that automatically adjust throttle response, engine output, traction control intervention and ABS sensitivity. Power is sent to the rear wheel through an assist-and-slipper clutch, a 6-speed transmission and chain final drive.

Ducati’s signature tubular-steel trellis frame is mated to a double-sided cast aluminum swingarm. Suspension is handled by a nonadjustable 43mm upside-down Kayaba fork and an adjustable Sachs shock, and a pair of 320mm front discs squeezed by Brembo M4-32 Monobloc radial calipers do most of the braking. Cast wheels are 17-inchers shod with Pirelli Diablo Rosso III tires.

The Monster 821 has an adjustable seat height (30.9/31.9 inches), 4.4-gallon fuel capacity and 454-pound curb weight (claimed). A passenger seat cowl is standard equipment, and the bike can be fitted with an optional up/down quickshifter.

As an homage to the original Monster, the 821 comes in three classic colors: Ducati Red, Black and old-school Ducati Yellow. Pricing starts at $11,995. Look for our first ride review in the near future.

There’s no other machine so intrinsically valuable to one brand as the Monster is to Ducati. A timeless classic, the Monster is largely responsible for reviving the heartbeat of the legendary Italian marque in the early ’90s and has gone on to become by far Ducati’s most popular motorcycle, selling a whopping 353,000 units up to August, 2017.

Over the past 25 years, the Monster has gone full circle from being a bare-bones street bike to the naked superbike of 10 years ago and back, returning what made the iconic, original Monster 900 such a hit worldwide.

The $11,995 MSRP 821 is thus the closest motorcycle in the company’s lineup to that 1993 machine, sitting right in the middle of the capacity range between the base 797 and 797+ and the three-pronged attack of the Monster 1200, 1200 S and 1200 R.

And for 2018, the 821 is more a case of “if it ain’t broke, don’t fix it.” That means refining what is already there versus cranking out an entirely new machine, with a few thoughtful add-ons to keep it up to date with the latest competition from Japan, Britain and at home in Italy.

There’s a direct link with the 821 and the original 900 due to the new yellow paint job. That yellow was first seen on Miguel Galuzzi’s masterpiece at the Cologne Motor Show in 1992 and has been used on various models like the 916, 748 and 749 before gradually fading into the past. Ducati has thus bought the color back and made it exclusive to the 821, and they wanted the press to know about it, as the only bikes available for us to ride were yellow ones.

“The tank is the essential element of the Monster,” says Stefano Tarabusi, Project Manager for the Monster line up. “From the tank, you can see the design lines that helps draw a very muscular profile, one that makes the Monster shape unmistakable. The Monster is our most iconic motorcycle, so it was extremely important to keep the look of the bike and make it instantly recognizable, regardless of the engine size.”

In doing so, the 821 also gets the same rectangular muffler as found on the 1200 range, replacing the smaller circular muffler of the 2015-‘17 model, as well as new passenger footpegs that sit on a separate bracket to the rider’s.

The biggest addition to the new 821 is the TFT display digital dash which has allowed the mid-size Monster access to the Ducati Multimedia system, so you can pair your phone to the bike and receive calls, messages, play music, etc via your connected Bluetooth headset and the Ducati Multimedia app. The dash itself is one of the easier digital units out there and a massive step up from the 2015-17 version, which had graphics that looked like they were swiped from the first-generation Nintendo Gameboy. The indicator switch doubles as the access link to the various modes within the ECU, allowing on-the-fly changing of the three preset engine modes of Sport Touring and Urban. Sport mode will give the rider the full hit of a claimed 109 horsepower at 9250 rpm and 63 lb-ft of torque at 7600 rpm; Touring will also allow full access to the 11° Testastretta V-twin motor’s power but with a more subdued throttle response, with Urban really dumbing down the available throttle response and engine output.

I was happy for the addition of the traction control as we navigated a 100-mile loop from the Rimini beachfront to the breathtaking castle city of San Leo and back, dicing over patchwork tarmac that bordered on an enduro track at times. “Sadly, we don’t like to put money into our roads,” one Ducati employee said to me after the ride.

Starting out in Touring mode, the Monster was an absolute delight as we navigated our way out of the city located about 25 miles south of the Misano MotoGP venue. The Ducati engineers have worked tirelessly over the last few years to improve the bottom-end throttle response, and the 821 is proof their efforts are paying off. In Touring mode, the engine is a delight to experience, so much so I end up using the middle mode for the first 30 miles of the ride without feeling the need to up it to Sport mode until we really start increase the pace and attack the route. Changing to Sport mode gives a little more snatch from closed throttle, especially in the many tight hairpins we encountered, yet the ride is still miles better than Ducatis of only a few years back.

The Monster is one of the best traffic-chopping steeds you can buy thanks to the slim chassis and an engine that will encourage you to squeeze more out if it rather than intimidate you into shutting off. The motor loves to rev, and oddly for a V-twin is more than happy sitting at the higher ends of the rev range of 8-9000 rpm. The 11° V-twin is certainly an engine of two halves, with excellent table manners below 5000 rpm with a penchant for partying above 8K. At that engine speed, you’ll be gently lofting the front in the first two gears and maybe the third if you get on it hard enough, although if you’re either the second or third ABS mode the ECU will cut the fun quickly indeed. For the record, if you want to carry the one-wheeled salute you can do it in ABS mode one, but you didn’t hear that from me.

One of the aftermarket additions an 821 customer can now have is the Ducati Quick Shift system, which, I feel, should be made a standard fitment. The gearbox is nonetheless still good, but it’s not the smoothest out there and a DQS system should be at the top of any discerning 821 buyer’s list. Project Leader Giuseppe Caprara told me later that one of the reasons they didn’t fit the DQS as standard was because the higher-spec, more expensive Monster 1200 doesn’t come with it, either, and they didn’t want to spec the 821 higher than the 1200 for a cheaper price—which I guess is easy to understand.

The 821 is a physically small machine for someone like me at 6’1,” and even with the tallest seat height of 31.89 inches (the smallest seat height is 30.91 inches) I found the ride to be a little cramped when I wanted to really get moving. This is due to the seat shape in that instead of it being flat with a pad at the rear, it’s a continually upward curving design, so when I moved back on the seat to enable myself to slot into the tank indents with my knees I actually raised myself up and backwards, instead of just backwards. This problem shouldn’t manifest itself if you are under the six-foot mark, but was still worth noting for the taller riders out there.

Regardless of that little issue, the 821 is still plenty of fun when things get twisty, the un-adjustable 43mm Kayaba forks offering better handling character than their spec would lead you to believe. The ride is smooth for the most part, but you will begin to find the outer limits of the Kayabas if you really start pushing on rough roads. There’s only preload adjustment of the rear, carried out by the old-school ring and collar adjustment system, but it too is up to the task of providing good damping and ride quality for most of the ride conditions you’ll encounter.

One area that I would have liked better performance is the front brake, which consists of dual Brembo M4.32 four-piston calipers and a conventional Brembo master-cylinder. My personal preference is for the braking power to be immediate—I’ve never been a fan of set-ups that require a long lever pull before braking power is applied—but the 821 is lacking in this regard. There’s too much lever pull before power comes in, something that could be fixed with a higher-grade master-cylinder because I have ridden bikes with the M4.32 calipers and better master-cylinders that have far superior braking power than what the 821 has. Around town this problem is not as in your face as it is when riding hard through canyons and you want all the braking power you can get, and is surely a matter of price point over performance for a bike sitting square in the middle of the Monster family’s performance range.

Brake issues aside, the Monster 821 is one of those bread and butter bikes Ducati relies selling tones of to keep the Borgo Panigale concern cruising along. It’s a bike anyone of any skill level will be able to enjoy, and will be an especially good steed for riders under the six foot height barrier. The Monster’s importance to Ducati cannot be understated, and this 821 is as true to the original design ethos as that first Monster 900 of 1993, which is a very good thing indeed. CN

“The community of Monsteristi is one of the biggest communities in the world of motorcycle enthusiasts,” Tarabusi told Cycle News. “When we started thinking about the launch of this new Monster, we wanted to make a call to action to the communities of Monsteristi of the world, so we sent out a newsletter. The response was incredible—in less than two days we received more than 1000 responses. We received many, many stories, and it is incredible what the Monster means to people across the world.

“The Monster is 25 now—its 25th birthday was less than one month ago and at the end of August, we had sold 353,000 Monsters around the world. This is a huge number for us. It’s incredible to see 350,000 Monsters of all different models and variations riding around the world.

“For 2018, we wanted to create the most balanced Monster yet, because today the Monster family is quite wide—it ranges from the base bike of 797 up to a racetrack bike in the 1200 R. The 821 Monster is right in the middle and is a bike that is very easy, very enjoyable to experience.

“The Monster 821 is getting more beautiful because we have changed many elements of its design: the fuel tank, chain, headlight, footpegs, TFT display, and the addition of the yellow-paint scheme. This is a very traditional Ducati yellow. It is iconic, obviously, because the Monster is probably the most iconic bike of Ducati. There are many designs that make this Monster instantly recognizable—even if you don’t read the name on the fuel tank. How many bikes can you recognize without reading what’s written on the tank? The Monster is one of them, for sure.”

Gauge cluster design is a dying art. Speedometers and tachometers used to sit at the front of motorcycles like single-handed mechanical watches, projecting only the most pertinent information to the rider: vehicle speed, engine speed and the odometer. Then, like most analog things, digital became the preference and, for the most part, still is the preferred way to display even more information to riders like time, temperature, ride modes, traction control and any other minute pieces data the manufacturer deems necessary.

No one is saying having access to all that data is unnecessary or overbearing — quite the opposite. The more you can know about what’s going on with your bike the better, but, on a modern bike, all that information is more than an analog gauge can handle. So digital displays are a necessary evil, but their principal downside is they lack style, character and they all seem to look the same. However, it seems like the motorcycle industry is at a crossroads and the opportunity for unique, yet modern design is on its way back.

Thin-film-transistor liquid-crystal — or full-color TFT displays — are gaining popularity in the motorcycle industry. TFT is merely a more refined version of the well-known liquid crystal display (LCD), whose potential is already on display in the Lexus LFAand Audi’s Virtual Cockpit. And now, motorcycle manufacturers like Ducati are bringing that technology to the two-wheeled universe to exploit the benefits of a TFT display even further.

Ducati Monster Line Product Manager Stephano Trabusi explained, “TFT is more visible during the day, even in direct sunlight, the resolution is much higher than normal LCD so that you can have much more information on a display.” Given that the cockpit of a motorcycle doesn’t have the benefit of shade from a roof, more common digital and LCDs fall victim to severe glare. The Bosch system Ducati runs even goes one step further with a night mode that can tell if it’s night time, if you’re in a tunnel or a low light environment and flips the display background to black and the font white, so it’s easier to read.

Night vision is just the tip of the TFT iceberg, though. The complex levels of traction control and ride modes that come along with the Bosch system mean the screen has to be able to cycle through numerous menus and pages and display the traction control, engine modes and ABS settings once programmed. “Given that the bikes are so much more complex nowadays, they have more and more functions and more electronics; we need that higher resolution to display all that information.” And not only that but Trabusi justifies Ducati’s use of the display in the most modern way possible, “you always see the display when you’re riding, and it has to have a premium feel for a premium ride. Today, we are so used to our smartphones with color displays — it has become just so familiar. And to have this level of resolution and color on our bikes — it was common sense.”

Therein lies the problem with the Bosch system. Because it’s from a third party electronics and software company, and because it’s so close to a complete plug-and-play package, a handful of other manufacturers — BMW, KTM, Aprilia — use similar if not identical systems. So we wind up with cookie cutter displays no better than the uninspired digital systems they replaced. But thumbing through, pages, levels, toggling ride modes and taking calls via Bluetooth, it’s undoubtedly intuitive, but there’s an overwhelming sense that no one is exploiting the display for all it can do. It’s the same as getting an iPhone X and only using it for dim-lit selfies and tri-color wallpaper.

There’s no reason Ducati couldn’t create its own version of Audi’s Virtual Cockpit — between the maps, different gauge cluster layouts and creative displays, it would be like nothing else on two wheels. The creative potential is there, but until someone unlocks it, we’re stuck in this dull purgatory of right angles and primary colors.

TESTASTRETTA 11°: The nuovo Monster 821 is driven by the twin-cylinder Desmodromic Testastretta 11° with a displacement of 821 cm³, designed to be a structural element of the chassis. " "The engine ""breathes"" through Ride-by-Wire commanded throttle bodies, is Euro 4 approved (only for countries where Euro 4 standard applies) and ensures a maximum output of 109 hp (80 kW) with 9,250 rpm and a maximum torque of 8.8 kgm (86 Nm) at 7,750 rpm. Developed to ensure a delivery of full and progressive torque at every speed, this engine guarantees fun and usability that are within reach of all. Furthermore, long maintenance intervals calling for the control of valve clearance every 30,000 km make the Monster 821 a reliable and accessible bike.

ANTI-HOP CLUTCH: The anti-hop wet clutch on the Monster 821 is cable-driven and requires little effort on the lever. Thanks to a progressive control system, the spring load is automatically increased. The result is a much greater sensitivity of the lever, which guarantees excellent comfort even in the event of frequent gear changes, in city traffic or on long journeys. When the torque on the wheel has an opposite effect, the same mechanism reduces the pressure on the clutch plates, allowing them to work in the anti-hop sport mode that counteracts the destabilisation of the rear end during aggressive downshifts while always ensuring safety and control.

EXHAUST SYSTEM: The Testastretta 11° 821 engine is coupled with a type 2-1 exhaust system leaving no room for doubt about the performance it can deliver. The primary exhaust ducts, with a 50 mm cross-section, were designed with equal lengths to maximise engine power and efficiency of delivery. The system is equipped with a lambda sensor for each cylinder in order to autonomously and optimally manage the fuel supply. The silencers, combined in an overlapped and fully redesigned configuration, have a catalytic converter to ensure compliance with Euro 4 regulations, while the electronically controlled regulation valve optimises the exhaust pressure throughout the full range of use.

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.

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.

CREATED FOR YOUR ENJOYMENT: Precise through the turns. Stable along the straight. Completely at ease whether in city traffic or on track. The new Monster will trace your every movement, thanks to an advanced yet intuitive chassis that ensures a fun and fulfilling ride.

FRONT FRAME: The new Monster brings the engine back to center-stage. Linked to a front frame derived from the the Panigale V4, the new engine is made of aluminum and is 10 lbs (4.5 kg) lighter than the 821 model. Other distinctive features include the new swingarm, also made of aluminum, which retraces the pattern launched with the new Multistrada V4 and marks a significantly reduction of weight by 3.5 lbs (1.6 kg) compared to the previous Monster 821. All this, combined with the considerable to detail, has set a record setting weight of the new Monster within the category: 414 lbs (188 kg) in running order, which means a solid 40 lbs (18 kg) less than the existing model. Dry weight is set at 366 lbs (166 kg).

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.

TIRES AND WHEELS: Even the alloy-wheels, reduced to a mere 3.7 lbs (1.7 kg) compared to the Monster 821 models, participate 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 great improvements compared to the previous Monster 821, namely the 36° steering angle that is 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.

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.

AN EASY AND HANDLING BIKE: To ensure maximum maneuverability at low speeds and facilitate maneuvering from a standstill, the steering angle has been increased to 36° (+7° compared to the 821). The handlebar has been brought closer to the rider"s torso by about 7 cm to have a more upright riding position that guarantees greater comfort and control. The position of the feet has also been changed, and the legs are now less curled up. All this translates into greater riding ease, even in city traffic.

The Monster 821 pays homage to the legacy of the Monster 900, which over 25 years ago revolutionised 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.

Back in 1992 Ducati presented that first, iconic Monster at the Cologne Motor Show. Now, 25 years on, the Monster 821 has received an impressive upgrade. The 821 inherits all the authenticity of that first Monster 900, combining perfect performance with outstanding rider-friendliness. Superb standard equipment, low ownership costs and an extensive accessory range make the Monster 821 the perfect everyday bike, yet give it that unique Ducati sport naked feel that is shared by every Monster.

Now, the Monster 821 has been upgraded to include aesthetic and functional features first introduced on the Monster 1200: a more streamlined, agile look with fully redesigned tank and tail, an all-new silencer and a headlight that is both classic and contemporary. Also making its debut on the mid-size Monster is the colour TFT display with selected gear and fuel indicators, while available accessories include the Ducati Quick Shift up/down system.

The Euro 4 compliant liquid-cooled Testastretta 11° engine delivers a maximum power of 109 hp (80 kW) at 9250 rpm. Thanks to its 8.8 kgm (86 Nm) of torque at 7750 rpm, the 821 offers exciting performance, easy riding and unmatched fun.

The Monster 821 also features the Ducati Safety Pack, which comprises Bosch ABS and Ducati Traction Control, both of which have adjustable intervention levels. Similarly, maximum power and throttle response can be adjusted via the Power Modes. Riding Modes allow easy adjustment of ABS, DTC and Power Modes, letting riders transform the 821 into three different motorcycles, each with a distinct personality.

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 an adjustable shock absorber at the rear.

The Monster 821 comes in three different colours: Ducati Red, Black and the classic Ducati Yellow which many a Monster fan has fallen in love with over the years.

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.

The new Monster 821 was designed with the aim of creating a slim, simple and sporty motorcycle to highlight the original concept of “sport naked bike”.

The front headlight of the new Monster 821, contemporary and technological, recalls the circular shape that has always characterised the design of each Monster.

The Monster 821 is available in the unmistakable Ducati Red color and in the stealth version featuring new graphics: two unique liveries for a true Monsterista’s bike.

The front headlight of the Monster 821 is modern and contemporary, while recalling the circular shapes that have always characterised the front end of the Monster of each generation.

One of the accessories available for the Monster 821 is the Ducati Quick Shift up/down, an electronic system derived from racing that makes it possible to change gears without the use of the clutch and without closing the throttle when shifting up, and shifting down without using the clutch, but only with a closed throttle.

The new Monster 821 is driven by the twin-cylinder Desmodromic Testastretta 11° with a displacement of 821 cm³, designed to be a structural element of the chassis.

The new Monster 821 is equipped with a 43 mm diameter front fork and a rear monoshock with spring preload adjustment and hydraulic brake extension that utilises progressive linkage by fastening directly to the vertical cylinder on one side and the die-cast aluminium double-sided swinging arm.

The Monster 821 is equipped with 10-spoke light alloy rims measuring 3.5″” x 17″” on the front and 5.5″” x 17″” at the rear, mounting a Pirelli Diablo RossoTM III 120/70 tyre on the front and 180/55 on the rear.