First ride: 2014 Ducati Monster 1200 S

Back in 1992 at the Cologne motorcycle show Ducati released its first Monster to the public and since then, with a number of model upgrades, the Italian company has rolled out almost 300,000 to the public. The Monster was designed to have only the bare essentials fitted, but also in the process create a style and image that would become known around the world. More than 20 years have passed and with the release of its new flagship model, the Monster 1200 -- Ducati has stayed true to this design.

With dwindling superbike sales, manufacturers have been looking for other battlegrounds to wage their war with one another and one that is turning into a great war for consumers is the supernaked market.

In the past year we have models such as the KTM Super Duke R, BMW S 1000 R, Aprilia Tuono V4 R APRC and Kawasaki Z1000 all released. The European battle machines have big horsepower numbers and supercomputer mainframes running a lather of electrickery, while the Z1000 relies on tried and tested engineering with less emphasis on outright power, but instead on rideability and everyday use without rider aids (except anti-lock braking).

NAKED RANGE IN BIKE SHOWROOM

Ducati chose not to directly take on its Euro counterparts in an all-out power war, but instead tried to incorporate both worlds. In other words, take the rideability of the Z-thou and with the addition of euro-tech create a supernaked worthy to take into battle.

There are two Monster 1200 models to choose from: the standard and the up-spec ‘S’ model that not only gets the typical Ohlins fitment that most Ducati ‘S’ models get, but also a boost in peak power and torque. The S is the focus of this review.

The Monster 1200 is powered by the second generation Testastretta 11° dual-spark engine that can be found in other Ducati models such as the current Multistrada and Diavel. In the ‘S’ model the Testastretta engine produces a claimed 145hp and 124.7Nm, while the base model makes 10hp less and 117.6Nm. At 145hp it only just pips the Z1000 in the power stakes and falls short of the other Euro nakeds, but it’s only out-muscled by the KTM Super Duke R in the twist department (144Nm).

The reason for the lower horsepower numbers is Ducati took the fire-breathing 1198 Superbike donk and re-engineered it for increased everyday rider-friendliness. To do this the engineers reduced the amount of valve over-lap from around 41 degrees to just 11; the result is a lower peak horsepower output but enhanced mid-range and low-down punch.

In Urban mode (one of the three riding modes available) it’s a revelation just how good a big V-twin can be in start-stop traffic. Power is reduced to 100hp, the unobtrusive traction control is increased and the fast-pulsating anti-lock braking is set to level three (maximum) with rear lift prevention. Throttle response is smooth and snatch free, while the ride-by-wire throttle that uses a control unit on the butterflies instead of throttle cables is perfectly calibrated.

Power delivery is linear and it pulls cleanly down low all the way to the very smooth governed-like rev-limiter. There are no dips in power or sudden powerbands, but instead a smooth surge of linear power that you can take full advantage of in close-quarter city environments without getting yourself into too much trouble.

The gearbox is sleek, smooth and direct. The hydraulic clutch lever that controls the slipper clutch offers good feel and predictable grab which makes clutch work easy in traffic. Neutral is also very easy to find, while a quick shifter is not fitted.

Once out of the grinding traffic of the CBD I had the chance to stretch its legs, which saw me swap to ‘Touring’ mode. This mode gives you the full 145hp (135hp for the base model) of the 1198.4cc engine, traction control is decreased and the anti-lock braking runs its middle setting. Throttle response is a lot more sporty and instant without being overly aggressive. Below 5000rpm, power delivery is quite linear and manageable, but once above that power builds strongly and will see the front wheel lift in the bottom cogs with ease.

It may not have the same high-rpm rush as its other Euro counterparts, but its low down punch and mid-range surge keeps it in the running in the traffic light GP and would only see it loose out once the speeds started to get ridiculous. The snap, crackle and pop on the overrun out of the very loud stock pipes is aural bliss -- I couldn’t begin to image how good a set of Termis would sound.  

‘Sport’ mode is the final default riding mode available to the rider and the one I spent the least amount of time in. The reason for this lies directly with the throttle response: it is snatchy, rough and too direct. I know direct throttles are good, but the slightest movement of the right wrist would see the motorcycle surge and mid-corner opening would see a drastic amount of weight transfer. The other two riding modes are spot on -- this one not so much.

Every system can be changed independently of one another through the full colour smartphone looking dash, which also changes its graphic layout as you cycle through the riding modes.  

In ‘Urban’ mode the digital speedometer and clock dominate, ‘Touring’ mode sees the rev-counter become more prominent with the addition of the air temperature, while in ‘Sport’ mode the dash incorporates a race-styled ‘R’ shaped rev-counter. We are all used to physical parameters changing to alter the ridding experience, but you would be amazed how different graphics can play with your mindset as well.

Connected to the deep-coloured red trellis frame up front are 48mm fully adjustable Ohlins forks, while the single-sided swingarm connects directly to the rear of the engine by a fully adjustable Ohlins Monoshock. The standard Monster uses a Kayaba fork coupled with a Sachs monoshock.

Handling is scalpel-like and extremely precise, initial turn-in is fast and predictable, mid-corner stability is confidence inspiring, and like the Super Duke R it doesn’t have the mid-corner wallowing effect that some nakedbikes have. The sticky Pirelli Diablo Rosso II tyres aided by the Ohlins monoshock get all the ponies to the ground very well, so well in fact the front would benefit from the fitment of a steering damper as the front gets slightly twitchy on hard acceleration (Ohlins steering damper optional extra).

Hauling up the Monster 1200 S is handled up front by top of the range Brembo Monobloc M50 four-piston calipers clamping dual 330mm discs, while the rear 245mm disc is pinched by a two-piston caliper. Front lever feel is good without being overpowering and, coupled with Bosch’s anti-lock braking system, allows you to confidently hold front lever pressure all the way to the apex. The base Monster makes use of a slightly smaller Brembo package.  

The height adjustable seat (785-810mm) is plush, deep and comfortable enough to clock up big miles on, while the footpegs and reach to the handlebar is extremely comfortable for my 182cm frame. There is also a genuine screen available to cut down on wind blast if you decide to go touring. If you are on the short side the optional low 745mm seat is the lowest height Ducati has ever offered. The long-stalked mirrors offer good vision of what is going on behind you and the claimed dry weight of 182kg makes slow city maneuverability unintimidating.

At $23,990 (plus on-roads) it is priced about what you would expect to pay for a Euro supernaked with Ohlins and top of the range Brembos. It undercuts the Tuono V4 R APRC Special Edition (Ohlins Suspension) by $3000 and is just under $500 more than the Super Duke R. The S 1000 R is the cheapest Euro at $18,990 and if you’re not fussed about electronics the Kawasaki Z1000 is the cheapest at $16,799.  

It may not have the hard-hitting horsepower numbers of the other Euros, but its smooth, rideable engine, abundance of electronics and fitment of Ohlins and Brembos make the Monster 1200 S the best Monster yet. And a supernaked you should definitely have on your to-check-out list.

MONSTER 1200 RANGE IN BIKE SHOWROOM

PERFORMANCE
Claimed maximum power: 145hp (106.6kW) at 8750rpm
Claimed maximum torque: 124.7Nm at 8000rpm
Economy: 6.7 litres/100km (measured)

TRANSMISSION
Type: Six-speed
Final drive: Chain

CHASSIS AND RUNNING GEAR
Frame: Trellis, tubular steel
Front suspension: Ohlins 48mm upside-down fork, fully adjustable, 130mm travel
Rear suspension: Ohlins monoshock, fully-adjustable, 152mm travel
Front brakes: 330mm discs with four-piston radially mounted Brembo monobloc calipers
Rear brake: 245mm disc with twin-piston Brembo caliper
Tyres: Pirelli Diablo Rosso II -- 120/70-17 front, 190/55-17 rear

OTHER STUFF
Price: $23,990 ($19,990 base model)
Colours: Red or white
Bike supplied by: Ducati Australia & New Zealand, www.ducati.com.au
Warranty: 24 months, unlimited kilometres