To get you an idea of how big an improvement the new Ducati Monster 1200S is over its predecessor, the newcomer’s power output in its softest riding mode is equivalent to the maximum output in the soon-to-be replaced Monster 1100 Evo (100bhp). In its raciest setting, the new Monster produces a staggering 45bhp more than the Evo.
The secret in unlocking this herd of rampaging Italian horses is down mainly to the liquid-cooled (the Evo was air-cooled) second-generation Testastretta 11-degree Dual Spark engine as seen in the Multistrada and Diavel models. Detuned for the street, the engine’s 11 degrees of valve overlap (down from 41 degrees) means less bhp, but increased Nm in the low- to mid-range plus smoother, more linear power delivery.
The Monster is Ducati’s best-selling model worldwide, which says a lot about a company famed for producing race-bred superbikes. Seen as a stepping stone into the Ducati brand, the Monster draws newer riders with its friendly ergonomics and accessible power. Since 1991, Ducati has sold over 275,452 Monsters.
The new Monster is not only more powerful, it also shares technology with the firm’s range-topping superbike, the Panigale 1199. The engine, instead of being bolted on to a traditional frame, is now directly connected to a smaller subframe, allowing it to act as a fully stressed member of the chassis.
The result of this is a frame that’s lighter and stiffer, by a whopping 99 percent! The brakes are also taken from the Panigale, and like all new bikes from Bologna recently, the Monster is equipped with the Ducati Safety Pack (DSP), which comes standard with three different riding modes and ABS settings, plus an eight-track traction control system.
Like any supernaked (a powerful, upright, unfaired bike), the Monster promises plenty of buzz for the enthusiastic rider. Even so, it gives nothing away in urban mode, with mild and predictable power that requires minimal effort from the rider. This smoothness stays true to the Monster’s user-friendly reputation. Novices will be especially pleased to know it is still very controllable in the city.
Whereas the 1100 Evo boasts a perfect 50:50 weight distribution, the 1200S has a lower and more rear-biased setup (47.5%:52.5%). This, according to Ducati, improves agility and reduces rear wheel lift during heavy braking. In my experience, while the new setup certainly helps with the latter, the bike seems slightly less willing to be forced into a turn.
But what the Monster loses in agility, it gains in stability. This is vital in sports mode because in it, the Monster sheds its mellow personality and transforms into, well, a monster. With all 145 horses let loose, the bike can hardly keep its nose down in the first three gears when hard on the gas, leaving the rider buried in a wave of punchy power, accompanied by a baritone V-twin drone.
It takes a delicate wrist or wider, more flowing roads to fully utilise the Monster’s sports mode due to its aggressive throttle response. In more technical sections (such as our Tenerife test route), the touring mode offers the best of both worlds – you still get the full 145bhp, but the response is more manageable and less in-your-face.
There will be two versions of the Monster 1200: the 1200S (as seen here) and the 1200, a base model that lacks its sister model’s goodies such as lighter wheels and better brakes. The most obvious (and perhaps the most significant) difference for the 1200 is the absence of the premium Ohlins suspension that is standard on the 1200S.
Our test route saw us go through a particularly bumpy section (largely due to the road’s proximity to a volcano), but the titanium nitrate-coated Ohlins front fork and rear shock filtered out the bumps and imperfections with silky smooth sophistication. At the speeds we were doing (160km/h at one point), chances are, a bike with a poorer suspension would be jolted right off into the scenery.
In the bends, the Monster was incredibly settled (again, thanks to its suspension). Once turned into a corner, the bike planted itself solidly on its side, holding a dedicated line without any nervousness. It’s at the exits where the new model distinguished itself most from the air-cooled version – it simply stomped away with hooligan-like urgency.
The only chink in the Monster’s armour was a weak rear brake, which is a shame because the front stoppers were excellent. Ducati claims the brakes are 18 percent stronger than before, so whether or not this problem was specific to my bike remains to be seen.
Also, for all the magnificence of the bike’s Thin Film Display (TFT) coloured instrumental panel, which offers a dedicated readout tailored for each of the three riding modes, the lack of a gear indicator is a gross oversight, especially considering it is a standard feature on many bikes nowadays, even those much cheaper than the Ducati.
That aside, the advantages of a supernaked like the Monster is obvious in the real world – you get sports bike performance but with relaxed, comfortable ergonomics. Those looking for an alternative to superbikes, but are not ready to completely forego their sporty intentions, will find this grown-up Monster to be attractive. And because it’s a Ducati, arguably the Ferrari of motorbikes, it’s seductive as well.
SPECIFICATIONS
ENGINE 1198cc, 8-valves, V-twin
MAX POWER 145bhp at 8750rpm
MAX TORQUE 124.7Nm at 7250rpm
GEARBOX 6-speed manual
0-100KM/H 3sec (estimated)
TOP SPEED Over 200km/h
CONSUMPTION 20km/L (estimated)
PRICE INCL. COE
TO BE ANNOUNCED
ALSO AVAILABLE
MONSTER 1200
