ducati monster 821 tft display in stock

2023-01-03 12:32:11

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.

ducati monster 821 tft display in stock

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

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

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

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

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

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

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

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

ducati monster 821 tft display in stock

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If you have read a 2021 Ducati Monster 821 review, you know the Monster is Ducati’s naked sportbike. That means it’s a mix of sport and exposed mechanical aggression. The iconic single round headlight with brilliant LED daytime running lights and an available small fly screen can be mounted on top to provide a bit of wind protection. The characteristic painted trellis frame acts as both a styling element and a mounting point for the engine. The engine is proudly exposed with no fairings to hide things, and the exhaust snakes down and exits at the top of the rear wheel. The rear shock is nestled up in the rear frame with an almost horizontal orientation for a unique look. Mounting the Monster 821 is a breeze thanks to a height of only 30.9-inches. When it comes to color choices, you can pick from the traditional and eye-catching Ducati Red with red frame or the stealth version with matte black paint and grey and red graphics. You’ll have no problem keeping an eye on the Monster’s vitals, thanks to a full-color TFT display that has an easy-to-read speedometer, rev counter, gear indicator, and fuel gauge.

The 2021 Monster 821 is powered by Ducati’s twin-cylinder Desmodromic Testastretta engine that displaces 821 cubic centimeters and produces an impressive 109 horsepower at 9,250 rpm and 63 lb-ft of torque at 7,750 rpm. The bike is equipped with an anti-hop wet clutch that makes for smooth take-offs, and the Ducati Quick Shift system allows you to perform up and downshifts without using the clutch lever. The 43 mm front fork works with the rear mono-shock to deliver excellent agility and road holding. When it comes time to stop, the Brembo brake calipers provide the clamping force while the standard ABS system makes sure you maintain control.

ducati monster 821 tft display in stock

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

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 displacement, power, torque and decreases weight by 5.3 lbs (2.4 kg) to contribute to the lightness of the bike and offer better rideability. It now delivers 111 hp at 9,250 rpm with maximum torque of 7 lb-ft (9.5 Nm) delivered at just 6,500 rpm, proving to be efficient and reactive in throttle response.

ducati monster 821 tft display in stock

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

ducati monster 821 tft display in stock

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

ducati monster 821 tft display in stock

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.

ducati monster 821 tft display in stock

With its supremely sporty performance and agility, the new Monster 821 has been designed for maximum riding pleasure. The performance of the 109 HP Testastretta 11° engine is enhanced by the Ducati Safety Pack (ABS and Ducati Traction Control) and the Riding Modes, which guarantee maximum safety always and everywhere.25 years of Monster

The Monster 821 pays homage to the legacy of the Monster 900, which over 25 years ago revolutionised the motorcycle world, embodying the essence of true naked sport. Simple and sporty, agile and powerful, the Monster 821 combines perfect performance and ease of riding.

The design of the new Monster 821 is 100% Monster. The volumes, silhouette, tank and headlight are true to the original lines of the bike born in 1993 but revisited with a modern flai

ducati monster 821 tft display in stock

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