Ducati Monster 1100 Evo

“So,” I ask of the LAMS-legal Monster 659 as I park it back at its Fraser Motorcycles home in Sydney’s west, “What do you want to be when you grow up?” As my next ride is rolled into view, it looks like Ducati has read my mind (although let’s face it, I haven’t asked the curliest of questions here…).

Yup, from the 659 bottom of the family tree machine, I’m jumping up towards the top of the bunch. The Monster 1100 Evo shows why the 659 version has been such a popular bike. Throw a quick glance over the pair of them and they look similar, if not identical. But then you notice the twists, turns and diameter of the 1100’s exhaust plumbing, the switch to a single-side swingarm and the proliferation of adjusters on the big boy’s suspension. Basically, the 1100 is the 659 on steroids.

But there’s an oft-used saying that goes, “Be careful of what you wish for.” Is bigger naturally better?

Right from the off, there are things that have been lost in the growth spurt. The smaller bike’s light-as clutch has been beefed-up to deal with the 1100’s two-valve output and it’s very noticeably heavier at the lever. Also, that intuitively neutral steering trait of the baby Monster is now but a memory, the 1100 Monster demanding, and responding to, the extra input needed from its owner.

The 1100 Evo engine remains air-cooled, helping to keep the naked look of the bike free of coolant radiators, with just an oil radiator tucked up centrally in front of the leading cylinder. It also remains old school when it comes to electronics. There are no switchable ignition modes and no ride-by-wire throttle.

There’s plenty of engine ‘character’ – which translates into more noise and vibration from the engine, when compared to a water-cooled unit – but it performs strongly once you get past the initial rev range. Under 3500rpm, the engine does sit too smoothly on a constant throttle. Drop below that in top gear and it can feel like you’re sitting onto of a Gatling gun that’s baap, baap, baaping away. Snicking into a lower gear becomes the normal for smoother riding, with the gearbox offering decently spaced ratios. A slight hesitation to select neutral at a standstill is the only negative.

There seems to be a reluctance for the bike to turn initially – the kind of feel normally associated with a bike running a too-wide rear tyre – but it’s just the big Monster’s way of involving the rider more. Soon you’ll be sitting slightly forward and riding the front more determinately. It’s now when the Monster comes alive – the more the rider inputs into the experience, the more the bike gives up and the better the ride gets.

The Brembo calipers suit the Monster well, though suffer from the to-a-dead-stop squeal that seems to plague certain models in the Ducati range. It doesn’t affect the overall performance, however this screech shouldn’t mark the arrival of a near 20-grand bike.

The bodywork is exactly the same as the smaller bike’s, and that has the added benefit of the bodywork kits that Ducati dealers offer. For around $1200, you can buy all the coloured plastics for your bike in a range of different designs. With Ducati’s long history in racing, some of the designs are classic and timeless, although there was a shuffling of feet when I asked why I couldn’t see the Rossi kit listed… These kits can be fitted by anyone who knows the difference between a crosshead and an Allen key, and naturally fit all bikes in the Monster range. So if you’ve hotted-up your LAMS bike with a set of new plastics, it might be another reason to stick with the Monster range, so you have a new home for them.

So the Monster 1100 Evo’s all grown up. When you sit on it you’ll immediately notice how much higher the bike is through the adjustable suspension units. This offers greatly improved ground-clearance and a more commanding view in traffic. The digital display, mirrors and switchgear are all the same throughout the range, though there’s adjustable steer stops on this bike that offer an improved turning circle.

So is bigger better? In some areas, definitely yes. In others it’s a closer call. Compared to the new engines, the big Monster can feel slightly arthritic, and less refined, at times. Also, if you’ve been seduced by the easy charms of the LAMS Monster, be prepared for the extra effort demanded by the 1100 Evo. But go in with that in mind and the next step of riding pleasure awaits.