Ducati Monster 620IE

This is one of those bikes that seems about right when you first get on board - much like the rest of the middleweight Monster series. The 600 versions (583cc) have been around since 1994, while the 620ie (618cc) has been on the brochure for a year.

The 2002 version claims all sorts of upgrades from the original M series, including suspension, frame, engine and of course injection. There are some niceties, too, like the inclusion of an ignition isolator that makes theft a challenge. Though it looks about the same as the original, it's a significant advance.

Ride day girl
Spouse Ms M basically stole the test example for most of the time we had it, for two reasons. The first is she has fond memories of hooting around a racetrack on a 600 version a few years ago (something to do with pit boys, apparently - don't ask...) and, at about 162cm compared to my 190, she fits it better. She's also not to be messed with when it comes down to squabbling over who gets what motorcycles when she gets that look in her eye.

Ducati's 600 M series is probably responsible for keeping a whole generation of women interested in motorcycling thanks to its accessible performance, low ride height, and sweet handling. Based very loosely on the original Pantah series of the 1980s, it took on a life of its own thanks to the naked motorcycle styling talent of Roberto Galuzzi - who also did Cagiva's Raptor series.

Unusually, if it looked good, it was. Low seat, enough power to 'do' your licence, and a bit of fun.

Bits and parts
The Monster runs a variation of the trellis steel frame that has been around for yonks, though suspension is largely by Sachs. Brakes have been upgraded to twin discs on the 600 which, while it looks nice, borders on overkill. A marketing rather than functional decision, we suspect.

Meanwhile the old air-cooled engine department has been updated significantly. These days it's injected - and well. Starting was zero- throttle-and-hit-the-button stuff, while it was fuss-free through the temperature range. You might expect that in this day and age, though it's no mean feat given our experiences with other injected engines.

The standard of finish has been raised significantly over the last five years - an owner will be rightly proud of it.

In the hot seat
Our example was barely run in and did what it was asked. Perhaps the most significant advance compared to the original series was you didn't have to compensate for idiosyncratic behaviour. Stab the button, ride gently for the first few kays as a standard warm-up, then do what you like.

Power was not awe-inspiring, but accessible and allowed a decent turn of speed. It could be quite a weapon on tight roads thanks to well-sorted steering (quick but predictable), suspension, low seat height and generous cornering clearance.

Braking was ample, though not right up there with the latest when it came to feel at the lever. An owner will learn how to work it.

Transmission was a little clumsy on our low-miler example (though clutch feel was fine), and will probably improve as the miles clock up. Nothing wrong with it, but it took a firm left foot to ensure you didn't snag an angel gear.

Handlebar position was lean-forward, and footpegs a little rearset - sporty without being outrageous, and in the spirit of the event.

All up it was user-friendly and promised good times to come as you got used to it.

On the money front, fuel consumption was modest at around 18km/lt for a mix of riding, though servicing costs are on the high side. Air-cooled Ducati service intervals have lengthened over the years, but a desmodromic top-end adjustment (regardless of whether it's air or liquid-cooled) is an expert job which contributes to a $500-600 bill for a full service. Do a little research if that might be a concern.

At $11,495, the Monster 620ie is at the upper end of middleweight pricing and will provide a lot of riding fun, while having the cache of the Italian brand. We reckon it's the pick of the air-cooled Ducati crop.