Rod Chapman•7 Oct 2016

REVIEW

2016 Ducati Monster 1200 R review

Name: 2016 Ducati Monster 1200 R review
Brand: Ducati

Superbike performance, cutting-edge technology and heaps of luscious, Latin style – Ducati's flagship naked bike is set to impress…

I wonder what the designer who penned the first Ducati Monster would make of the latest pinnacle of the breed, the Monster 1200 R? When Miguel Galluzzi first sketched the Monster in 1992, it was an exercise in pure minimalism – an engine, a frame, suspension, handlebars, and not much else.

That, however, was 24 years ago, and the long-lived Monster has followed an evolutionary trajectory in the years since that has seen it grow in both performance and complexity. That much was clear upon throwing a leg over the Monster 1200 R – this is no simple naked bike, as the eye-watering ticket price ($27,490 plus on-roads) suggests.

First appearing on the international scene last year, the Monster 1200 R is the Monster family's flagship, and as such it comes dripping with high-spec gear.

Dominating the bike is Ducati's Testastretta 11º DS R engine, a liquid-cooled, eight-valve desmodromic L-twin that, in 'R' guise, produces 10 per cent more power and 5.5 per cent more torque than the version found in the Monster 1200 S.

In Monster 1200 R form it kicks out a whopping 160hp and 131.4Nm. That means the outcome of just about any red-light drag is never really in doubt…

Beyond that industrial powerhouse of an engine, the trellis frame has been raised by 15mm at each end to improve cornering clearance while the bike rolls on top-shelf Öhlins suspension.

The package comprises a 48mm inverted Öhlins fork up front and an Öhlins monoshock at the back, both fully adjustable. There's also an adjustable Öhlins steering damper to help tame the aggressive 24.3-degree steering-head angle.

The race-derived footpegs have now been separated for rider and pillion, while a new tailpiece, forged Marchesini rims and a variety of carbon fibre components (like the front guard) have shaved 2kg from the bike's total weight, which now comes in at a paltry 180kg dry.

Braking is handled by twin 330mm discs gripped by monobloc, radial-mount M50 Brembo calipers up front with a twin-piston Brembo caliper and 245mm disc at the rear, all backed by a Bosch 9MP anti-lock braking system.

The three-stage ABS works hand in hand with the eight-stage Ducati Traction Control to form the Ducati Safety Package. Riders can also adopt one of three ride modes – Urban, Touring or Sport – each coming with a pre-set ABS and traction-control setting. Better still, each of these settings can be tailored to the individual's requirements and then saved – or ABS and/or DTC can be switched off altogether.

So although this is basic motorcycle as far as any naked bike goes, beneath the surface there's a whole lot of technological wizardry at work – wizardry that allows a rider to transform this beast into a pussy cat or a lion at the push of a button,.

At 830mm, the seat height is getting up there but it is at least quite narrow towards the tank. With gloves on it's a squeeze to get your hand in between the tank and the steering damper to turn the key in the ignition – it wouldn't be a Ducati without the odd idiosyncrasy – but stabbing the starter sparks the L-twin into life with that characteristic bellow.

The ride position is upright with a slightly forward-inclined stance, and there's good legroom – even for this 188cm pilot. The seat feels firm but it's supportive; certainly there's reasonable comfort for extended day trips, even without a proper fairing (the tiny flyscreen is largely cosmetic).

And don't expect much from those mirrors – they're beautiful objects but they're tiny and they blur with vibration. Then again, this bike is about so much more than mere practicality. No, a Monster 1200 R is all about the feeling it evokes when you ride it – an experience fuelled by adrenalin, fused with passion and grounded in pure emotion.

Wind the throttle on in Sport mode and the Monster rockets forward, the front wheel pawing the air as the torque and sheer power quickly show the bike's minimal weight who's boss. This is one wickedly fast bike, with lightning acceleration and a top speed sure to kick off your collection of prison tattoos…

The three ride modes all produce appreciably different results. Urban cuts power and torque and dials up the intervention aids (ABS and DTC). It's essentially a 'rain' mode, and it provides peace of mind when splashing about in the wet. Touring mode is an intermediate setting with lower ABS/DTC intervention levels and medium engine output while Sport is full-biscuit performance, with minimal levels of intervention.

All these settings can be tweaked using the switches above and below the indicator switch on the left-hand side of 'bar. The menu system on the trick colour TFT instrument display is easy to use although I don't have massive mitts and I struggled to reach some of the switches easily with my thumb.

While we're nit-picking, the text displaying the current ride mode is grey on a black background – it's hard to read in certain light, especially through sunnies or a tinted visor, and among the many trip computer functions there's no 'range to empty' readout.

The instrument display can, however, be altered to reflect the style of riding. A speedo and a basic display comes up under 'Core', maximum information is displayed under 'Full' and a tacho dominates under 'Track'. It's a neat system that works well.

While I didn't get to sample the Monster 1200 R on a race track (more's the pity – what a weapon this bike would be unfettered by speed limits and radar guns), some winding roads did at least hint at its immense sporting potential, while the majority of my 500 kilometres aboard the bike were conducted in and around town.

I daresay only regular racers could find fault with the Öhlins suspension setup, which provides a firm but nicely compliant ride over the majority of bumps, dips and potholes. The Monster is stable under brakes, too, while the ABS system can be tuned to prevent the rear wheel from lifting off when hard on the anchors.

Speaking of brakes, those front Brembos are magnificent. So much power and offering a very fine level of feel, they provide fierce stopping force when required and make the most of the high levels of adhesion provided by the Pirelli Diablo Supercorsa SP rubber.

There's ample ground clearance to help scythe through corners and the gearshift is positive throughout the Monster's six ratios, with a quickshifter to enhance the fun both up and down the 'box. The gearing is tall, mind you, and around town the engine's a bit lumpy below 3000rpm, requiring a bit of clutching in stop-start traffic.

Everything smooths out above this figure, however, and at 100km/h in sixth gear the L-twin is lazily ticking over at 3500rpm. In fact, around town and even on 100km/h motorway I never got out of fourth gear, which hints at the Monster's impressive performance ceiling.

Fuel economy? The Monster achieved a figure of 6.8L/100km while in our care – that equates with a safe (but modest) range of around 230 kilometres from the 17.5L tank.

The exhaust note provides a suitably rorty backdrop to all the mechanised mayhem, although owners will invariably swap it out for an even more raucous Termignoni system, or equivalent.

Today's motorcycle market is awash with naked bikes and streetfighters, many of which can be had for a good sight less than the Monster 1200 R. However, as any Ducatisti will tell you, owning and riding a Ducati is about much more than a simple dollar equation.

Forget the superbike performance, the high-quality finish, the proud pedigree and the Latin allure, above all else Ducati's Monster 1200 R has soul – and for those lucky enough to be able to afford it, that's fair recompense for the asking price.

SPECS: 2016 DUCATI MONSTER 1200 R

ENGINE

Type: Liquid-cooled, eight-valve, four-stroke V-twin

Capacity: 1198cc

Bore x stroke: 106.0mm x 67.9mm

Compression ratio: 13.0:1

Fuel system: Electronic fuel injection

PERFORMANCE

Claimed maximum power: 160hp at 9250rpm

Claimed maximum torque: 131.4Nm at 7750rpm

TRANSMISSION

Type: Six-speed

Final drive: Chain

Clutch: Wet, multi-plate

CHASSIS AND RUNNING GEAR

Frame type: Tubular-steel trellis

Front suspension: 48mm inverted Öhlins fork, fully adjustable

Rear suspension: Öhlins monoshock, fully adjustable

Front brakes: Twin 330mm discs with four-piston radial-mount Brembo calipers, ABS equipped

Rear brakes: Single 245mm disc with twin-piston Brembo caliper, ABS equipped

Wheels: Forged alloy

Tyres: Pirelli Diablo Supercorsa SP, 120/70ZR17 front, 200/55ZR17 rear

DIMENSIONS AND CAPACITIES

Rake: 24.3 degrees

Trail: 89mm

Claimed dry weight: 180kg

Seat height: 830mm

Wheelbase: 1509mm

Fuel capacity: 17.5 litres

OTHER STUFF

Price: $27,490 plus on-roads

Colours: Red

Bike supplied by: Ducati Australia, www.ducati.com.au

Warranty: 24 months, unlimited kilometres

2016 Ducati Monster 1200 R review

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