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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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.

Monster 821 stealth: ABS Bosch 9.1 MP, DTC, DQS, LED position light and tail light, USB power socket, flyscreen, passenger seat cover, TFT colour display.

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.

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 “Monster 821 stealth”, instead, sports the exclusive black colour scheme with dedicated graphic, Adjustable 43 mm Kayaba forks, Nose fairing and DQS up/down.

Like the Monster 1200, the 821 has been redesigned to create a sleek, compact bike with true sporting character, to get back to the “sport naked bike” concept but without making drastic changes to the lines of the existing motorcycle. Considerable attention has been given to the tank, now “lighter” and more modern: a fully overhauled design that nevertheless remains faithful to the first ever Monster from the year 1992. To highlight this link with the past even further, the classic anodized aluminium attachment clip is also back.

The short, compact, sleek tail, supported by the steel Trellis subframe, lets riders set a seat height of 785 or 810 mm and supports the passenger footpegs, now separated from the rider’s pegs. This configuration gives the Monster 821 a sporting line while improving ergonomics. The new, Euro 4 compliant silencer draws its inspiration from the exhaust on the Monster 1200 R.

Twenty-five years on, then, Ducati continues to develop this incredibly successful model. A bike that has, over time, been remoulded and reinvented, become a customisation/personalisation favourite and exerted a huge influence on the entire motorcycle industry for well over two decades.

The Monster 821 is powered by the 821 cm³ twin-cylinder Desmodromic Testastretta 11° engine, designed to be a stressed member of the chassis. Euro 4 compliant, it delivers a maximum power of 109 hp (80 kW) at 9250 rpm and a maximum torque of 8.8 kgm (86 Nm) at 7750 rpm. Designed to ensure outstanding pulling power throughout the rev range, this engine is suited to all riders and makes for breathtaking fun. Moreover, lengthy maintenance intervals mean that valve clearance only needs checking every 30,000 km (18,000 miles), making the Monster 821 both reliable and affordable.

The 821 cm³ twin-cylinder power unit “breathes” via throttle bodies with Ride-by-Wire control. What’s more, the engine, cooled by a concave radiator mounting two high-efficiency fans, uses the secondary air system to optimise performance by reducing combustion cycle dispersion, but without affecting emissions.

The Monster 821 clutch is of the oil bath anti-patter type with ultra-low effort cable lever control. Spring load is automatically increased by a progressive self-servo system. The outcome is much better fingertip “feel” at the lever, ensuring excellent comfort when frequent gear changes are needed (e.g. in city traffic) and on long rides. When the rear wheel exerts back-torque, the same mechanism reduces pressure on the clutch discs, activating the anti-patter function and so preventing rear end destabilisation during aggressive downshifting.

The Monster 821 exhaust ducts, with a cross-section of 50 mm, form part of a 2-1 system designed with equal lengths for both cylinders to maximise power and delivery efficiency. This system features a lambda probe for each cylinder so that fuelling control is both autonomous and optimal. Stacked dual silencers feature a catalytic converter to ensure compliance with Euro 4 standards while the electronically controlled adjuster valve optimises exhaust pressure throughout the rev range.

On the Monster 821 the engine acts as a load-bearing element, the Trellis frame being attached to the cylinder heads. A racing-derived concept, this was first applied on a factory bike with the Panigale project. This configuration results in a highly compact, light frame, while large cross-section tubing gives the high torsional rigidity that is perfect for bringing out the motorcycle’s dynamic performance. Lastly, the double-sided swingarm on the Monster 821 also ensures a compact 1480 mm wheelbase.

The rear seat-carrying subframe – also attached directly to the engine – has been redesigned to provide a compact structure that also supports the new passenger footpeg struts. These pegs are separated from the rider’s to ensure greater freedom of movement in sport-style riding. Both rider and passenger footpeg attachments are made of die-cast aluminium and mount aluminium pegs. To underline the Monster 821’s sport pedigree, the rider’s pegs also feature aluminium heel guards.

Up front, the Monster 821 is equipped with a 43 mm fork and, behind, a monoshock with spring pre-load and rebound damping adjustment that makes use of progressive linkage; the shock absorber is attached directly on the vertical cylinder head at one end and on the die-cast aluminium double-sided swingarm at the other. Thanks to firm yet comfortable suspension and an agile chassis geometry, the Monster 821 allows fast changes of direction, putting pure riding pleasure within everyone’s reach.

The Monster 821 is equipped with light 10-spoke alloy wheels, 3.5 x 17” up front and 5.5 x 17” at the rear, mounting Pirelli DIABLO ROSSO™ III tyres, 120/70 up front and 180/55 at the rear. The rear bi-compound tyre contains high percentages of silica. Whatever the road conditions, whether dry or wet, grip is excellent, which means outstanding sport-style handling. DIABLO ROSSO™ III tyres offer unmatched performance and long-lasting quality, ensuring constant performance throughout their life cycle.

The Monster 821 features top-drawer brakes. Up front it mounts twin Brembo M4-32 4-piston monobloc calipers that grip 320 mm discs and an axial-pump brake lever with incorporated fluid reservoir. 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. These components ensure top-notch braking performance, a feature that has always been a Ducati hallmark.

The Monster 821 features Ducati Riding Mode technology. This incorporates the 3-level ABS system and 8-level DTC that, together, make up the DSP (Ducati Safety Pack) which optimises vehicle control and enhances ride safety.

To ensure ‘monstrous’ yet safe braking power, the Monster 821 is equipped, as standard, with the Bosch 9.1MP ABS system with integrated pressure sensor. A key element of the Ducati Safety Pack (DSP), it combines state-of-the-art safety with superlative stopping power.

An integral part of the Ducati Safety Pack, the DTC system acts as an intelligent “filter” between the rider’s right hand and the rear tyre. It lets the rider select one of eight different intervention levels. Each of the three Riding Modes has default DTC levels but these can be personalised to suit individual riders’ styles and road conditions.

Ducati Riding Modes were a motorcycle engineering milestone, letting riders select – depending on the model – different settings that tailor motorcycle behaviour to individual riding styles and differing road conditions: Sport, Touring and Urban. Each Riding Mode is programmed to vary the engine ‘character’ (Power Modes) and the ABS and DTC intervention levels instantaneously, even on the go. The available modes stem from a combination of cutting-edge technologies.

Electronic Ride-by-Wire (RbW) uses the innovative Ducati e-Grip system to manage different mappings and adjust power delivery (Power Modes), while Ducati Traction Control (DTC) features eight levels of system interaction to enhance control by reducing rear wheel spin. Lastly, the ABS system, designed to prevent wheel lock during braking, offers three different intervention levels.

Monster 821 accessories include Ducati Quick Shift (DQS) up/down, a race-derived electronic system that lets riders up-change without using the clutch and without having to close the throttle and down-change without operating the clutch, just closing the throttle. It consists of a two-way microswitch built into the linkage of the gear change lever; when actuated, it sends a signal to the ECU. The system works differently for upshifts and downshifts, integrating adjustment of spark advance and injection during upshifts with an auto-blipper function during downshifts. Extent and duration of system operation are defined to ensure seamless gear meshing under all ride conditions. When accelerating the DQS saves precious fractions of a second that would otherwise be lost in closing the throttle and acting on the clutch: moreover, stability is improved as power delivery is absent for less time. When downshifting during braking, the DQS system allows smooth, clutchless gear engagement, letting riders focus on braking and corner entry. This system not only boosts the enjoyment of sports riding: it also lends a welcome hand in city traffic or on winding roads requiring frequent gear changes.

The Monster 821 instrument panel has a colour TFT display that shows selected gear and fuel level. Now repositioned to allow easier daytime reading, the display has three different configurations, each designed to show information that is best suited to certain riding situations. All three screen configurations show the currently selected gear.

In Urban Riding Mode, the display adopts the Core configuration, minimising the shown data: ideal for downtown riding. The clearest information is vehicle speed, displayed in the centre of the screen, while the selected gear is shown on the right. In Touring Riding Mode, the display changes completely and goes to the Full configuration to display as much useful travelling info as possible. In Sport Riding Mode, the display adopts the Track configuration, providing only information related to sport riding. The rev counter graphic is reset with a Superbike-style layout.

Moreover, the Monster 821 instrument panel is ready to display info related to the Ducati Multimedia System (DMS); the latter lets riders connect their smartphones via the Bluetooth module (available as an accessory) and control some of its functions via the switchgears. The panel displays music player controls and earphone connection, incoming call and received message status icons.

On the Monster 821 the headlight provides a powerful halogen light source and features LED “horseshoe” side lights, a feature on all Ducati naked bikes. LED lighting is also incorporated at the rear.

STANDARD EQUIPMENT Riding Modes, Power Modes, Ducati Safety Pack (Bosch ABS + Ducati Traction Control DTC), Ride-by-Wire, TFT colour display, Passenger seat cover.

Standard Equipmen Riding Modes, Power Modes, Ducati Safety Pack (Bosch ABS + Ducati Traction Control DTC), Ride-by-Wire, TFT colour display, Passenger seat cover. Up&down Quickshift (DQS), Anti-theft system, Ducati Data Analyzer (DDA) ready.

Riding Modes, Power Modes, Ducati Safety Pack (Bosch ABS + Ducati Traction Control DTC), Ride-by-Wire, TFT colour display, Passenger seat cover. Up&down Quickshift (DQS), Anti-theft system, Ducati Data Analyzer (DDA) ready.

Ducati presents the first of five new models for the coming season: the Monster 821. The iconic naked motorcycle promises much rider friendliness for women motorcycle riders and is offered in an updated version to celebrate the 25th anniversary of the original model introduced in 1992. The Ducati Monster 821 inherits all the character and charm of the first Monster 900, the model that injected new life in the naked racers’ segment – by successfully combining high performance, agility, and rider-friendliness.

The Monster 821 changes its shape by adopting the design and functional features introduced in the Monster 1200: a sleek, streamlined design with completely redesigned tank and tail end, inspired by the 1992 version. A new racing silencer and headlight – both classic and contemporary, are also part of the new design. For a clear view of all necessary information a colour TFT display is also making its début – provided with selected gear and fuel indicators. The Ducati Quick Shift up/down and the Ducati Multimedia Systems are now available as accessories, to further enhance the already excellent riding experience offered by the 821.

The 821 is inspired by the famous Monster 900, whose 25th anniversary is celebrated this year  –  Slim design and performance always under control thanks to the Ducati Safety Pack  – The Monster 821 is the first of five new models in the 2018 Model Year

The Monstercomes back in the historic Ducati Yellow color that charmed so many Monster fans in the past. This color, available for the 821 only, completes the Red and dynamic  Matte Black color range.

The 109 HP and 9250 rpm of the liquid-cooled twin cylinder Testastretta offer rider-friendly thrills; thanks to its 8.8 kgm (86 Nm) torque at 7750 rpm, the 821 guarantees exciting performance, comfortable riding and unmatched fun.

The Ducati Monster 821 also features the Ducati Safety Pack, which comprises Bosch ABS and Ducati Traction Control, both of which have adjustable intervention levels. The Riding Modes ensures easy adjustment of ABS, DTC and Power Modes (controlling peak power and type of delivery), transforming the 821 into three different motorcycles, each with a distinct personality.

Completing the impressive equipment on the Monster 821 are the Brembo brakes, with dual 320 mm discs and M4-32 monobloc radial calipers at the front. The suspension system includes 43 mm forks at the front and an adjustable shock absorber at the rear.

The 2018 Ducati Monster 821 gets revised, with an overall design quite similar to its bigger brother, the Ducati Monster 1200, with some design inspiration from the first 1993 Ducati Monster M900. The new Monster 821 though is no entry-level naked bike, and as we find out, packs enough performance to give experienced riders an enjoyable time, yet, with the touch of a button, make it easily accessible to less experienced riders and different riding conditions. It looks butch, muscular, and oozes macho appeal and solid road presence.

First launched in 1993, the Ducati Monster range has gone on to become one of the largest selling models worldwide for Ducati, selling more than 8,20,000 Monsters in its 25 years of existence. Just like the current Ducati Monster 1200, the new Monster 821 takes design inspiration from its original ancestor, the Ducati Monster M900. And it"s now available in a bright yellow shade, quite like the first Ducati Monster. More of a cosmetic refresh for 2018, the Monster 821 though doesn"t shy away from its raw, aggressive appeal. The 821 cc L-twin engine remains unchanged as does the chassis, but it"s still a 107 bhp naked sport bike which can offer you enough performance and more.

At first glance, the 2018 Ducati Monster 821 is what a naked sportbike should look like. In fact, it"s the first Ducati Monster M900 which started the trend of the modern naked street bike, or the "streetfighter" design as it"s called today. The beefy front end, exposed engine and steel trellis frame and a sleek tail section gives the Monster 821 a mass-forward, aggressive stance. The overall silhouette doesn"t stray from the typical Monster design lines and the round LED headlight and sharp fuel tank are shared with its big brother, the Monster 1200. And there"s a small detail on the tank, with an aluminium clip that is a nod to the Monster family"s original M900.

What is also new for 2018 is the brand new, full-colour TFT screen instrument panel. It displays all kinds of needed data, like speed, rpm, current ride mode, traction control and ABS levels, as well as a fuel gauge. There are three riding modes in all - Urban, Touring and Sport. Urban has power dialled down low to 75 bhp with a mild throttle response, conservative ABS setting and the traction control dialled up all the way up for an additional safety net, while Touring mode offers the full power with a moderate throttle response, traction control and ABS settings. Sport mode has the least intrusive electronics and throttle response is also aggressive.

Like its predecessor, the Monster 821 is powered by the same 821 cc, 11-degree, Testastretta L-Twin, and puts out maximum power of 107.2 bhp at 9,250 rpm and peak torque 86 Nm at 7,750 rpm. The 821 also gets a new two-into-one-into-two exhaust system, which makes it sound bassier and meatier than the predecessor, and it now meets the latest Euro IV emission regulations. While the ride-by-wire throttle response seems a little calmer compared to the outgoing model, the engine still retains the characteristic punch and strong pull, even from low- and mid revs. The slipper clutch doesn"t let your left hand work out a sweat, and also double up to avoid wheel lock up during aggressive downshifting. Gearshifts are precise and slick and we have no reason or cause for complaint in that department.

Throttle response on Touring mode is smooth and measured, but you do get the full power output from the engine. It"s smooth for the most part and the Monster 821 behaves civilised and restrained, although as soon as the revs climb from the low rpms, it"s immediately apparent that it"s no slouch. The quick revving motor, complemented by a burbling and crackling exhaust note, pulls from down low in the revs, and a quick switch to Sport mode awakens the beast inside and less experienced riders will need to be cautious with grabbing a handful of that throttle. Full power comes on instantly and redlining through the gears will make the front feel light and threaten to point skyward.

Ducati claims fuel efficiency figures of around 18.5 kmpl, and during our combined test ride of nearly 200 km, in both city and highway running, our test bike returned fuel economy of around 12-13 kmpl, and that"s also putting the motor through its paces mostly. For most normal riding, expect around 15-16 kmpl fuel efficiency from the Monster 821, but figures may drop with sustained "spirited" riding!

For new riders, Ducati has an entry-level Monster model with the Monster 797. But anyone with a couple of years (or even less) of experience riding a performance bike should be able to make the Monster 821 an able companion. It"s the perfect mix of power and agility to offer a thrilling ride to both entry-level, and experienced riders alike, even though at Rs. 9.51 lakh (ex-showroom), it feels a little expensive, compared to the Japanese competition, like the Kawasaki Z900, or even the very able Suzuki GSX-S750. But riding anything else isn"t quite the same as straddling a sexy Ducati Monster, much like the yellow, all-muscle example of our test bike.

And if you"re the kind of rider who wants your ride to be special, and turn heads on the street, a yellow (or red, or matte black) Ducati Monster 821 could be all you need to announce your arrival, quite literally. And that"s reason enough to seriously give the Ducati Monster 821 your consideration before you bring that middleweight naked home.

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.