Motorcycle Review: 2021 Ducati Monster

Article content

The 2021 Ducati Monster traces its roots to the M900 of 1993. While that bike wasn’t revolutionary at the time, the Monster, as it eventually came to be called, was nonetheless the predecessor of what we know today as the “naked bike.” Its pared-down styling was characterized by a steel trellis frame, a 90-degree air-cooled V-twin (Ducati calls it an “L-twin” since the V is canted forward), a bulbous humpback gas tank, an abbreviated tailpiece, and an upright, yet slightly aggressive riding position. The 2021 Ducati Monster still retains some of those recognizable traits, in an all-new, much-refined, and highly addictive package.

Article content

There have been countless variations of the Monster during its nearly three-decade run, ranging from 600 to 1,200 cc (some markets even got a 400-cc version). The 2021 Monster tested here is powered by a 937-cc Testrastretta 11° V-twin, which is considerably larger than the previous Monster’s 821-cc mill. Despite the added cubage, it claims just two horsepower more, at 111, and six lb-ft more peak torque, at 69. The torque now peaks 1,250 rpm sooner, though, making it feel much stronger through the mid-range — much stronger. It’s the same engine and is roughly in the same tune as the engine powering the Super Sport, the Multistrada 950, and the Hypermotard 950.

We apologize, but this video has failed to load.

Try refreshing your browser, or
tap here to see other videos from our team.

Motorcycle Review: 2021 Ducati Monster Back to video

The new Monster has been completely redesigned for 2021, and while it features design elements that tie it to the original M900, it is a radical departure from Monsters of past. The biggest change is the move from a steel trellis frame to a Panigale-esque aluminum/composite chassis. The forward, aluminum portion of the frame is bolted to the front of the engine, while the glass-fibre-reinforced polymer tail section is bolted to the rear, making the engine a bona fide stressed member of the chassis.

Article content

Despite its high-tech chassis, Ducati has nonetheless kept the suspension simple; its 43 mm inverted fork is non-adjustable, and its single shock is adjustable only for spring preload. While the lack of adjustability might put off hardcore sporting riders, in reality the suspension is well-tuned and capable of handling pretty much everything short of a fast pace on a racetrack. It did exhibit some choppiness over a particularly rough stretch of pavement, but it was otherwise compliant and composed, even at a quick back-road pace. For a non-adjustable setup, it actually works remarkably well over a variety of roads.

Toggle full screen mode Previous Gallery Image

1. 

2. 

3. 

4. 

5. 

6. 

7. 

8. 

9. 

10. 

11. 

12. 

13. 

14. 

15. 

16. 

17. 

Next Gallery Image Toggle gallery captions

View All 17 Photos

1 of 17

All 17 Photos for Gallery

1. 
2. 
3. 
4. 
5. 
6. 
7. 
8. 
9. 
10. 
11. 
12. 
13. 
14. 
15. 
16. 
17. 

Function Not Available

Full Screen is not supported on this browser version.

You may use a different browser or device to view this in full screen.

OK

Article content

The new frame has also enabled seven degrees more steering lock, making the bike more manoeuvrable around tight spaces at low speeds. The bike is also a full 18 kg lighter than the Monster 821 it replaces, and this is immediately felt as soon as you lift it off the side stand. This absence of weight makes the new Monster feel remarkably nimble around town, exhibiting very light, yet neutral, steering, though at higher speeds it is easy to produce unintentional rider-induced weaving, so a light grip at the handlebar is the key.

Unfortunately, the Monster has lost its adjustable seat height, and is now locked at 820 mm, which is 10 mm taller than the taller setting on the 821. An optional low seat ($184) drops seat height to 800 mm, and when combined with a low suspension kit ($345), drops it to 775 mm. Unfortunately, if you have a shorter inseam, it will cost you more than the previous Monster to drop the seat height, as that bike had a two-step adjustable seat, from 785 to 810 mm, and that cost nothing.

Article content

The latest electronic intervention systems are standard, including three-level lean-sensing ABS and eight-level traction control, four-level wheelie control, launch control, and three ride modes — Urban, Touring, and Sport. Each ride mode is configurable, allowing you to set throttle response, traction control, ABS, and wheelie control levels independently. Urban mode, for instance, defaults to 75 hp, but you can select full power within the sub menus. All rider selections are made via the left-hand switch assembly, and viewed in a new 4.3-inch TFT high-contrast screen.

While you can switch modes while riding, the selection process could be easier, as you have to push on the turn signal button — which doubles as the ride mode selector — to call up the ride mode menu, then use another button to scroll to the mode you want, and then shut the throttle to confirm your selection.

Article content

I found that even in the most aggressive Sport mode, the Monster was easily manageable, and quite fun to ride as it really blasted hard out of turns on a winding stretch of road. Power delivery is quite forceful in Sport mode, in fact, and Ducati has done a fine job of making the Monster’s 111 hp feel much stronger, but without compromising throttle smoothness or rideability. Unfortunately, while Ducatis of past had an alluring, guttural rumble, this one’e exhaust note is more subdued, a side effect of Euro 5 compliance.

One thing that isn’t as refined as on other Ducatis I’ve ridden is the bike’s tendency to shudder in top gear at 100 km/h, a drawback of the bike’s tall gearing. Add just a few revs more to 110 km/h and things smooth out.

Toggle full screen mode Previous Gallery Image

1. 

2. 

3. 

4. 

5. 

Next Gallery Image Toggle gallery captions

View All 5 Photos

1 of 5

All 5 Photos for Gallery

1. 
2. 
3. 
4. 
5. 

Function Not Available

Full Screen is not supported on this browser version.

You may use a different browser or device to view this in full screen.

OK

Article content

Even though the clutch is almost feather-light, the Monster comes standard with a quick-shifter, which enables clutch-less up- and downshifts. The system works very well, changing ratios instantly with only a bit more effort at the shifter than when using the clutch, even at lower speeds, where these systems are often clunky.

Aside from a couple of models in Ducati’s Scrambler line up, at $13,795 the Monster is the least expensive new Ducati you can buy. My test bike is the $14,195 Monster Plus, which comes with a passenger seat cover, and the tiniest headlight flyscreen I’ve ever seen on a motorcycle. I’d stick with the base model and add my own accessories for the extra $400. As with all Ducatis, it comes with a two-year warranty, and maintenance intervals are set at a generous 30,000 km.

Ducati has reinvented the Monster for 2021, and it will fit a broad variety of riders, striking an excellent balance between everyday versatility and weekend back-road burning. It’s composed and obedient around town, and quite comfy, too, as its wide seat and generous ergonomics make longer rides painless. It’s un-intimidating for beginning riders, and ready for a sporting pace for those with more seat time. The 2021 Monster is compact and attractive, and an overall easy bike to live with, despite its menacing moniker.