The Monster is one of Ducati’s most crucial bikes. It’s a bread and butter model which helped the Italian company stave off financial disaster on a number of occasions.
Ever since the first version, the M900, was introduced in 1993, popularity for the Monster has rarely wavered. In a bid to please a broad variety of tastes it’s now appeared in over fifteen different sizes and guises, suiting virtually everyone from novices to experienced sportsbike fans worldwide.
This version, the 1100S, is the slightly higher specification variant of the standard 1100, featuring superior suspension and a selection of carbon fibre parts. More importantly, it’s only the second incarnation of the first radically altered model of the Monster since 1993. The first, the 2008 Monster 696, sold very well with its new style and shape retaining the classic look and identity of the naked bike – always crucial if a machine is not to lose its iconic status.
That success is set to continue with the 1100S, though I would add it might not find favour with all. It’s quite a raw and focused bike in some ways, and can be demanding to ride at times. But that’s its beauty if you ask me. And because it won’t cosset you in the same plush and friendly fashion as something like a CB1000R Honda, it’s all the more satisfying. Providing you like that sort of thing of course.
The clearest indication of the single-minded way it behaves is the light, responsive chassis, and in particular the suspension. The Ohlins equipment certainly adds to the chic appeal of the Monster, and just like the Ducati name itself, the Swedish firm’s badge is synonymous with quality and performance. But thanks to the stiffness of both the forks and shock, the ride on the 1100 isn’t always easy. At higher speeds the spring and damping rates make sense. They give the bike lots of support and assist its control very well. Keeping the bike more level under both braking, acceleration and cornering makes for a more consistent and predictable feel - even if at times, it can seem a bit edgy. However when you’re not wishing to sample the upper levels of the Duke’s ability, then there are some grounds for complaint.
Travelling over rougher sections of road isn’t such a comfortable business. The fine control of the Ohlins suspension means it’s not a harsh ride as such, as it can be with some budget equipment. But even so, bumps, ruts and ripples all tend to get through to the rider. With a decent seat that’s shaped to fit well, offering good support and isolation from all the rigours of road irregularities, you’re bum won’t complain too much. Up front though, the road shocks being passed through your hands are a little more serious. Run over a damaged surface for an hour or so, or use the superb brakes more seriously and repeatedly, and your hands can start to ache a bit. Tolerance of issues like this is more of a personal issue I know, but I’d wager many riders might want a softer ride up front.
After quite some time with the Monster, I have to admit to getting used to the discomfort and even making allowances for it, most probably because the Ducati is such an endearing motorcycle. And though many things are responsible for the level of desire it generates, the engine is one of the most influential.
Quite basic and old-fashioned in its design, the two-valve air-cooled 1078cc V-twin has lots of charm and appeal, though it is important to treat it kindly to get the best from it. With plenty of torque and flexibility the motor pulls nicely from low rpm, and impressively strongly in the midrange. But you need to be quite calm with the revs, as asking for progress after 7000rpm is pointless. It spins quickly and keenly up to that level, but unless you’re ready with your left hand and foot to go up a gear, then the power flattens off and soon after ends abruptly when the rev limiter chimes in at just over 8000rpm.
If you’re used to more modern engine designs, especially those with extra cylinders, you’ll have to discipline yourself and not get too carried away with throttle and revs. Once you do that, you can appreciate the useful performance and put it to good effect.
The Ducati certainly has a great power unit that’s especially apparent along unfamiliar roads when you’re not always sure of what speed might be appropriate ahead. But thanks to the strong lower rpm response, it’s usually just throttle twisting that’s needed to dictate any increase in miles per hour.
The six-speed gearbox is sweet enough to use whenever that alone isn’t quite enough. Though anyone used to a very light and slick change will quickly notice the slightly heavy feel from the gear and clutch levers. Their weight wasn’t something that bothered me, and just like forgiving the suspension or learning how to best use the engine, it’s something I was always prepared to accept.
That’s a feeling that I think is most relevant to this bike. It has such a high level of general appeal you’re prepared to overlook its shortcomings. And though there are plenty of near perfect machines around these days demanding no such tolerance, they are invariably far less rewarding to ride.
Another big contributor to the engaging nature of the Ducati is of course its style and sound. The classic trademark tank shape and trellis frame is unmistakably Monster, though I don’t always remember some of the older models being quite as well-made and well finished as this one. I especially approve of the single-sided swingarm arrangement and the way it exposes the nicely crafted rear wheel with its Y-shaped spokes. With the equally lovely and identifiable boom from the high level exhausts adding further to the Duke’s character, it’s hard not to be won over by this very involving machine.
It is a bike that will test your allegiance at times I’m sure. And apart from the stiff suspension, points like a limited tank range and exposure to the wind also limit the naked Ducati’s versatility. But if you’re like me, any negative issues like those somehow seem to get forgotten, simply because you’re too busy enjoying it to care too much about them.
The world might well still be feeling the effects of the recession, and the weakness of Sterling is making the 1100S a quite expensive machine. But I’ve little doubt this version of the bike will, like all others before it, significantly help the success of Ducati and encourage the Italian firm to produce even more highly satisfying Monsters in future.