First ride: Ducati Monster 821

You have to admire the attitude of younger brothers don’t you; always nipping at the heels of their older siblings, trying to egg them on and believing that ‘whatever he can do I can do better.’ Well if that’s the definition of what a younger brother ought to act like, then the 2014 Monster 821 is the perfect foil for the Monster 1200.

Recently, I was fortunate enough to test the flagship Ducati Monster 1200 S (review here), and came to the conclusion that it’s the best Monster yet. However, the edge that the 899 Panigale (review here) has over the 1199 Panigale the Monster 821 also has over the Monster 1200 -- the slightly smaller but essentially the same motorcycles feel more refined and easier to live with in the real world.

Powering the new 821 is the same 821.1cc Testastretta 11° engine that is used in the latest Hypermotard. Power has been boosted by 2hp to a claimed 112 at 9250rpm thanks to a larger airbox, different exhaust system and ECU tweaking. Torque remains identical: 89.4Nm at 7750rpm. Overseeing the management of the engine is the same electronics package that can be found on the 1200 and consists of three riding modes: ‘Sport,’ ‘Touring’ and ‘Urban.’

Unlike on the 1200 where Sport is troublesome due to the throttle response being very snatchy, rough and too direct, the 821’s Sport mode is much more refined and civilised. Such is the improvement, I actually found myself spending the most amount of time in this mode compared to the least on the 1200. The throttle twist is slightly heavier than the 1200’s, allowing more precise inputs, while the ride-by-wire feels much better calibrated. Admittedly it is handling 33hp less, but I don’t feel that is the sole reason for the smoother and less jerky ride.

Power builds strongly from very low in the rev-range before generating a mid-power surge that will see the front lift in the bottom two cogs, but in a more sedate manner than the more aggressive 1200. The engine is definitely not as raw and intimidating as the 1200, while the power curve is more linear as you work your way up to the very soft-action rev-limiter.

While some people may see the 821 as the baby to the 1200, it’s still a properly fast nakedbike. Fourth gear roll-ons have the Monster keeping a Ducati Multistrada honest up until a buck-fifty before slowly losing ground.

The 821 is nothing short of loud when on full song – at even at idle produces a very aggressive-sounding thumping idle. It’s slightly louder than the 1200 and on the overrun there is a snap, crackle and pop that is just plain anti-social – great!

Touring is the second default mode that can be changed on the fly through the left-hand switchblock. Power remains at the full 112 herbs, but is manufactured through a softer throttle response. Traction control intervention is increased as well as the anti-lock brake system, which also has rear wheel lift prevention in this mode.   

This mode was the pick of all three on the 1200, but on the 821 there is not an abundance of difference to be felt between this and Sport. Throttle response is marginally smoother, but the real reason for switching would be to take advantage of the increased intervention of the rider aids in adverse conditions.

The traction control is smooth and unobtrusive, with the flashing light the only sign it’s intervening. The anti-lock braking is similarly inconspicuous, and when it’s activated has the front leaver pulsating rapidly and frequently, keeping the bike settled.

The third and final mode is Urban, and the name says it all. Power is decreased to a traffic-friendly 75hp, while the throttle response is softer yet again. Both traction control and anti-lock braking are also increased. In this mode, the Monster becomes very docile and makes riding around the city a painless exercise. The throttle response is a little doughy, but this is a common trait on most multi-mode bikes when the engine is restricted to its lowest setting.

The power makes its way through a six-cog box that is fitted with a slipper clutch. The 821 uses a cable-operated clutch instead of the hydraulic found on the 1200. Clutch pull is the lightest I have ever felt from a cable unit. At first it felt a little vague, especially in the slipping stage. But after a few start/stops I got used to its actuation and fell in love with its light feel.

The gearbox is a sleek unit. Once warmed up neutral is easy to find, but is sometimes reluctant when cold.

The 821 has the same frame layout as the 1200, with the engine used as a fully stressed member. The small trellis frame is connected to the cylinder heads, and the monoshock is linked directly to the rear cylinder. According to Ducati this doubles torsional stiffness compared to the previous full-trellis design in the 796, while reducing weight. As a cost-saving measure, the 821 is equipped with a double-sided swingarm instead of the 1200’s single-sided unit.

At the front there are 43mm non-adjustable Kayaba forks, while at the rear there’s a preload and rebound-adjustable Sachs monoshock. The wheelbase of the 821 Monster is shorter than the 1200 (1480mm versus 1511mm) making change of direction and initial tip-in easier and quicker. Once in the corner, the 821 tracks true and offers great feeling from the Pirelli Diablo Corsa II tyres.

At medium pace, the 821 is undemanding in the twisties and feels more balanced than its bigger brother. When hard on the throttle the front-end is not as twitchy as the 1200’s, mainly due to the fact the less powerful mill keeps the front tyre more planted. The 821 would benefit from a steering damper.  

Once the speeds do start to rise -- I’m talking license-losing speeds -- the soft front-end does reach its limit earlier than the 1200’s. However, the way the 821 soaks up city potholes and crappy country roads I’ll sacrifice a little in apex speed for a more comfy ride.  

Around town, the lower weight of the 821 (205.5kg v 209kg wet) makes city commuting and traffic negotiating a much more leisurely affair than the 1200 -- also aided by the fact you don’t have two whopping pistons going up and down countering your every move. With an adjustable seat height of 785-810mm there is enough movement to allow nearly all riders the ability to get both feet on the ground.   

The super-wide handlebar now sits 40mm higher and 40mm closer to the rider than it did on the old 796 model, while the large-plush seat offers 80mm of foam at its deepest point. The riding position is pleasant and the reach to the bars is just right. The 821 does away with the 1200’s full colour smartphone-looking dash and instead opts for the more traditional black on white LCD display. The 17.5-litre tank is a carry-over from the 1200 and should be good for a high 200km jaunt.

In charge of bringing the 821 to a halt are dual 320mm discs up front clamped by four-piston Brembo Monobloc callipers, while the rear 245mm disc is pinched by a two-piston calliper. Feel from the four-way adjustable front lever is progressive and strong, while also giving you the confidence to hold pressure deep into the corner.

At $16,490 it undercuts the base 1200 by $3500, and the 1200 S by $7500. There is also a ‘Dark’ 821 model, which is $500 cheaper ($15,990), but it only comes in black and has no rear seat cover. In terms of bang-for-buck when compared to the base 1200, the 821 is quite good value, as essentially it is the same bike with a slightly smaller engine.

If you want to save a bit of coin, don’t have the ‘bigger is better’ mentality etched in your brain and want a bike that in some ways is more enjoyable to ride than the 1200 then the 821 could be the Monster for you.

MONSTER 821 RANGE IN BIKE SHOWROOM

PERFORMANCE
Claimed maximum power: 112hp (82.4kW) at 9250rpm
Claimed maximum torque: 89.4Nm at 7750rpm
Economy: 5 litres/100km (measured)

TRANSMISSION
Type: Six-speed
Final drive: Chain

CHASSIS AND RUNNING GEAR
Frame: Trellis, tubular steel
Front suspension: Kayaba 43mm upside-down fork, non-adjustable, 130mm travel
Rear suspension: Sachs monoshock, preload and rebound adjustable, 140mm travel
Front brakes: 320mm discs with four-piston radially mounted Brembo monobloc callipers
Rear brake: 245mm disc with twin-piston Brembo calliper
Tyres: Pirelli Diablo Rosso II -- 120/70-17 front, 180/60-17 rear

DIMENSIONS AND CAPACITIES
Claimed wet weight: 205.5kg
Rake: 24.3 degrees
Trail: 93.2mm
Seat height: 785-810mm
Wheelbase: 1480mm
Fuel capacity: 17.5 litres

OTHER STUFF
Price: $16,490
Colours: Red or white
Bike supplied by: Ducati Australia & New Zealand, www.ducati.com.au
Warranty: 24 months, unlimited kilometres