ducati monster 821 tft display factory

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

As it has been for nearly a century, Ducati’s factory is located in Borgo Panigale, an industrial area on the outskirts of Bologna, Italy. Through the front gate, past the Ducati-only motorcycle parking area and up a flight of stairs is Museo Ducati, the company’s official museum. With white walls and artful lighting, the modest space preserves and tells the story of Ducati’s history, from its origins in the 1920s as a family business making radio components to building the 48cc, single-cylinder Cucciolo (“Puppy” in Italian) motorized bicycle after World War II to its modern-day, state-of-the-art MotoGP racebikes.

Ducati has built its reputation by designing elegant, sophisticated motorcycles that win races and steal hearts. One of its most endearing and enduring models is the Monster, first shown at the Cologne show in 1992 and produced continuously since 1993. Embracing simplicity, designer Miguel Galluzzi said, “All you need is: a saddle, tank, engine, two wheels and handlebars.” Officially called the M900, the nickname “Monster” stuck, perhaps because it was a bit like Frankenstein, stitching 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.

The Monster came to define what a naked bike should look like: mechanical, muscular and sexy. An original 1993 M900 is on display at Museo Ducati, with its tank, fender and tail cowl painted glossy red, its frame and wheels painted gold, its air-cooled L-twin front and center, and its odometer showing just 12 miles. The connection between that bike and the one that celebrates its 25th anniversary—the Ducati Monster 821—is obvious. From 100 feet away, regardless of model year, color or variation, a Monster always looks like a Monster. With its essentials laid bare, there’s nowhere to hide, few places where adornment can find a perch.

With a minor refresh for 2018, the Monster 821 adheres to the original “less is more” philosophy. Its tank and tail section have been reshaped to look like those on the Monster 1200, and it’s available in three classic colors: Ducati Red, Black and—returning after a long hiatus—Ducati Yellow. Hanging from its trellis frame is the same liquid-cooled, 821cc, 90-degree L-twin found in the previous model. Now Euro4 compliant with a new muffler, claimed output is down a few points at 109 horsepower at 9,250 rpm and 63 lb-ft at 7,750 rpm since the 821 was introduced for 2015, but the Testastretta 11-degree engine still has a wide, tractable powerband that hurls the 454-pound bike (claimed wet) out of corners with gusto. This is a Ducati that lives up to its name, so there’s no shortage of bark to the exhaust, rowdy feel to the engine and crispness to the throttle. Twenty-five years on, the Monster still has teeth.

Even though I’m 6 feet tall with a 34-inch inseam, the Monster 821’s compact ergonomics were not a sore spot. With the adjustable seat was in the taller position (30.9/31.9 inches), I didn’t feel cramped but the high pegs did put a lot of bend in my knees. I don’t expect to find touring-level comfort from a naked sportbike, and the partial crouch is perfect for attacking canyon roads and city streets. What I struggled with, however, were some fitment issues during aggressive riding—the trellis frame’s sharp end caps just below the tank dug into my knees, my right shin banged into the bulky, hot exhaust heat shield and the upward-sloping seat caused me to slide forward against the tank, putting pressure where I’d rather not feel pressure. And the passenger peg hangers, which are now separate from the rider footpegs and bolt directly to the subframe and provide more space for the rider’s feet, occasionally got in the way of the heels of my size-11 boots when the balls of my feet were on the pegs. During casual riding, none of these ergonomic issues bothered me, and smaller or average-sized riders may never notice.

Whereas the original Monster was raw, with an air-cooled engine, a rattling dry clutch and few concessions to comfort or convenience, over the years Il Mostro has become more refined. The Monster 821 has throttle-by-wire with multiple riding modes (Sport, Touring and Urban) that automatically adjust engine output, throttle response, ABS and traction control, and each of these parameters can be customized. The wet assist-and-slipper clutch is quiet and ease to operate, and the 6-speed transmission shifts smoothly. There’s a new full-color TFT instrument panel, a “horseshoe” accent in the headlight and a taillight that are both LED, and optional extras include an up/down quickshifter and a multimedia Bluetooth system. Purists may scoff at such modernization, but based on my experience these features enhance the riding experience and increase safety without being intrusive. And if you think they’re too expensive or add unnecessary weight, consider that the first-gen M900 we tested in our January 1994 issue cost $8,950 ($15,110 in 2017 dollars), made 73 horsepower and weighed 435 pounds wet. The 2018 Monster 821 costs $11,995, makes 109 horsepower and weighs 454 pounds wet.

As Ducati’s longest-running model, the Monster has been the company’s financial lifeline through ups and downs, with more than 320,000 built since 1993. Like all modern-day Monsters, the new 821 upholds Ducati’s values of style, sophistication and performance, and it carries on the Monster pedigree honorably.

With a quarter-century"s worth of skin in the game and 323,000 units sold, Ducati"s Monster is an important figurehead in the world of naked street bikes. I"m a big, big fan of middleweight nakeds, as I reckon the recipe of around-about 100 horsepower (give or take 10), a capable and sprightly chassis, and a set of wide "bars makes for some of the best fun there is to be had on two wheels. It"s an extremely versatile and approachable recipe and that"s why Ducati, and other manufacturers, has sold its own twist of the recipe in spades.

The Monster 821 is the middle child in the Monster family and sits in between the entry-level and freshly launched 797, and the balls-out 1200. According to Stefano Tarabusi, product development manager at Ducati, the Monster 821 is suitable for everything from a gentle ride to the shops to a blast round your favorite country road or track, or even crossing a country or two. Therefore, it"s the most rounded Monster and really doesn"t need changing all that much. Instead, this update would be about making the 821 "more beautiful and more sophisticated," which goes some way towards explaining the lack of change in engine capacity.

By far the biggest change, though, is to the electronics, and this comes in two parts. First the old, letterbox-esque LCD dashboard has been consigned to the trash can in favor of a thoroughly modern color TFT display. Second, Ducati have thrown a full-on electronics package as standard at the 821 and that means full ride-by-wire with 8-level configurable traction control, three-level configurable ABS, and three engine maps. and Sadly, the best bit – an up-down quickshifter – is only available as an option. All of this electronic wizardry is clearly aimed at bringing the Monster 821 much closer to its biggest rival - Triumph"s Street Triple 765 - and is exactly what Stefano meant by making the Monster 821 more sophisticated.

When I think of riding in Europe I think of fantastic asphalt, corners seemingly lifted from race tracks and and a delightful absence of other traffic (and, er, law enforcement). Alas that wouldn"t be the case for the test ride, as Ducati chose to launch the 821 on Rimini"s rather rutted and ruinous roads. In our favor, at least, was the weather, which was wall-to-wall sunshine in the mid 70s (24C), a solid guarantee that we"d be able to ride this naked middleweight as Ducati intended (unlike the rained-out Monster 797 launch earlier in the year)

Outbound from the beach-side hotel we had 6 miles or so of urban roads to battle traffic before reaching the roads that lead out into the foothills of the Apennines. With this first stretch in mind before the twisties, Ducati had thoughtfully set the bikes into Touring mode, but I opted to switch into Urban mode, which Ducati claims delivers a progressive throttle response and 75 hp. I lasted barely a mile before switching back into Touring mode, which offers the full 109 hp (and a progressive throttle response). Thankfully it only takes a few clicks with your left hand to switch between modes on the ultra clear TFT screen while on the move. I couldn"t really see the need for Urban mode (which also ditches information like RPM from the dashboard) in anything but the most inclement conditions, especially when the Monster 821 has sophisticated Bosch traction control. And anyway, with enthusiastic Italian drivers driving as Italians do, having a bit more power on tap to dart out of the way of danger was a good thing.

With town out of the way and the roads getting narrower and twistier, and the pace faster, the Pirelli Diablo Rosso IIIs, wide "bars, and Brembo M4.32s started to come into their own, but I decided to leave Sport mode until a little later on. The front brakes are so overbearingly powerful that they expose the 43mm Kayaba forks as the only weak point. They"re very easily overwhelmed with the weight transfer under medium to heavy braking, of which there"s plenty on these kinds of roads. Frustratingly, you can"t dial this behavior out due to their non-adjustable nature (the Sachs rear shock, however, is adjustable, but there was little complaint there). Despite the over-sprung forks, the Monster 821 will generally go exactly where you point it once you"ve settled it into a corner. That"s an ability helped by the "bars, decent riding position, and ground clearance of the foot pegs. You certainly won"t be grinding the pegs without also grinding other parts of the bike. My pre-ride notes observed the fact the pegs are coated in rubber, but this didn"t seem to detract from the grip available to boots (I assume the rubber coating is for vibration damping, which also wasn"t an issue).

On our return to the hotel I found myself doing two things: first noting that I"d managed 42.2 mpg (35.2 mpg US) over 110 miles (52.3 mpg / 43.5 mpg US claimed); and second, wondering what I"d look back on in 6 months and remember about the Monster 821. The answer is: I"m not really sure.

I think, ultimately, if you buy a Monster 821 it"s because you want a Monster 821. It"s the only naked middleweight that gets to wear that badge, sport that yellow paint (it does also come in red and matte black) and make that noise. It is, simply, the easiest Monster 821 to live with yet - especially with its crazy big service and valve check intervals - and that"s no bad thing.

The Monster 821 pays homage to the legacy of the Monster 900, which over 25 years ago revolutionised the motorcycle world. Agile and featuring sporty performance, it was designed for maximum riding enjoyment, at all times and in all conditions. The Monster 821 range has been rejuvenated with a new stealth version: matte black livery, updated graphics and front fairing give a unique character to the naked Ducati par excellence. The standard equipment, which includes adjustable fork and Ducati Quick Shift up/down, makes it even more effective on the road.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Ducati’s Monster 821 (MSRP $13,395 CDN) was a controversial pivot for the Bologna brand, as it moved the Monster line away from their iconic 2 valve-per-cylinder air cooled motors (the latest contingent were the 696, 796 and 1100 variants which were later brought back in the Scrambler and later, the Monster 797).  So, what did Ducati achieve in creating a liquid cooled middleweight Monster and how does it stack up against its modern day middleweight competition?

Ducati’s move to liquid cooling its middleweight Monster wasn’t entirely their own doing.  Making competitive power from air cooled motors has become increasingly difficult with today’s emission compliance legislation and as such, Ducati’s hand was forced in this direction. Introduced in 2015, the Monster 821 shares its motor with the Hypermotard 821 (now replaced by the Hypermotard 939).  The motor is of the tried and true Testastretta 11 degree lineage and produces about 95HP and 56 lb-ft of torque at the wheel.  It features an increased valve service interval of 30,000 kms which is in line with Ducati’s prerogative of reducing cost of ownership when matched with a 2 year, unlimited mileage warranty.

Fueling is good-to-very-good (by stock Ducati twin standards) and the exhaust note is, well, of note.  If there were an award for “Best Sounding Stock Motorcycle Exhaust of 2016”, then we would give it hands down to the Monster 821.  The overrun popping on decel is intoxicating and the on-throttle burble is pure desmo joy.  Someone at Ducati must have an “in” with the EPA sound regulation people as the stock exhaust sounds louder that what should be legal -a good thing if you like to hear what the motor is doing.

Controls and electronics follow Ducati’s standard “Ducati Safety Pack” convention, with ABS, traction control and 3 selectable and configurable ride modes at your disposal.  We appreciate Ducati’s attention to detail on the electronics side, allowing users to configure parameters of the “Rain”, “Road” and Sport” modes to their liking.  More experienced riders can chose the most aggressive throttle response and turn traction control off, allowing for the most direct connection to the bike without electronic intervention.  It’s also worth noting that, as with all of Ducati’s configurable electronics systems, that the system retains all programmed settings when the bike is turned off, so you don’t need to reset or re-select the ride mode and parameters (the same cannot be said of other manufacturer’s electronics systems…*cough* KTM, *cough*cough* Yamaha…).

These basic parameters are displaced on the LCD dash with is easy to read in most situations but is sometimes prone to glare (as seen above).  Our only beef about the display is that there is no gear position indicator (this was added for the 2018 model year update along with a full color TFT display).

Seating position is classic Ducati Monster with an “in charge” view of the road and a more forward, aggressive riding position than most other middleweight contenders. The bars feel wide and provide great control for steering inputs and hustling the bike around at a brisk pace.  Mirrors are large and actually provide quite good rearward visibility.

Brakes on the 821 are, as always (for Ducati) of the Brembo variety, featuring dual M4-32 calipers up front pinching semi floating disc.  The package is more than capable of stopping the middleweight Monster in any situation and feel at the lever is 2 finger good.  Stock tires are Pirelli’s Diablo Rosso II’s which are well matched to the Monster 821’s intentions -to say, commuting, spirited street riding and short-distance touring.  On the suspension side, the Monster 821 features a non-adjustable fork and preload-adjustable shock.  The bike is relatively well sprung for an average weight North American rider but an advanced rider will quickly blow through the fork and shock’s non-adjustable stroke when the pace quickens.  A track day bike, the Monster 821 is not but that’s not to say it isn’t sporty, as its chassis geometry offers quick turn in and good mid-corner stability.

At the time of writing this, the middleweight segment is perhaps the most competitive in all of motorcycling.  At an MSRP of $13,395 CDN, the Monster 821 sits at the top of the middleweight price range. For anyone on the market, here are a few of the bikes that it competes with directly:

A prospective buyer wanting to spend less could arguably get more from the imperfect, yet raucous inline 3 powered FZ-09 (reviewed here) which is a very close match for the Duc on paper.  What would make someone spend $3K more on the Ducati over this less expensive rival? Perhaps the Italian charm or the quality components and finishes of the Monster but make no mistake: the FZ edges out the Monster 821 in the performance department, with the 2017 FZ model update adding a quickshifter (also available on the Duc for 2018), slipper clutch and LED lighting as standard equipment.

Although this bike offers something altogether different than the Monster 821, we’ve included it in this comparison as it’s similarly priced ($1,000 more for the base Hypermotard).  The major draw here (other than a more upright riding position and different styling) is the updated motor.  As of 2016, Ducati updated the Hypermotard line from the 821 motor to a new 939 version of the Testastretta mill which offers better midrange torque and top end grunt.  Our review of the extensively-ridden 2016 Hypermotard 939 SP can be found here.

After nearly a decade, Triumph has updated it’s middleweight, 3 cylinder naked bike platform with a new motor (among other updates) and now offers a range of 3 models that start from the very competent Street Triple S ($11,200) all the way through a fully kitted up Street Triple RS ($14,000).  TFT displays, Brembo brakes and trick Ohlins suspension parts are all available as you work your way up the range. As an alternative to the Duc that still retains high quality finishes and some European flare (this time, by way of the Brits), this is a bike worth cross-shopping and test riding.

The Monster is an iconic pillar of the Ducati brand and for some people, that alone justifies the price of admission.  It isn’t best-in-class at anything but does everything well and has character that (subjectively) can’t be rivaled.  Beauty, they say is in the eye on the beholder and if you have fallen in love with a Monster, then nothing else will do.

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

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

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

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

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

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

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

Iconic design: 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.

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

The pleasure of a safe ride: In perfect harmony with the road, the new Monster 821 is capable of conveying pleasant riding sensations, supported by advanced technology and the specially designed ergonomics of this model.

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

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

Iconic design: 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.

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

The pleasure of a safe ride: In perfect harmony with the road, the new Monster 821 is capable of conveying pleasant riding sensations, supported by advanced technology and the specially designed ergonomics of this model.

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

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

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

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

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

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