Driving report Ducati Monster 821 (2014)

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Driving report Ducati Monster 821 (2014)
Photo: Ducati

Driving report Ducati Monster 821 (2014)

Driving report Ducati Monster 821 (2014)

Driving report Ducati Monster 821 (2014)

Driving report Ducati Monster 821 (2014)

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Driving report Ducati Monster 821 (2014)
Ducati

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The Ducati Monster 821 combines the rudimentary tubular space frame with the small Testastretta with 821 cm³, which has already reaped plenty of merits in the Hypermotard and Hyperstrada. With her the era of the air-cooled monsters ends.

Driving report Ducati Monster 821 (2014)
Ducati

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The Ducati technicians taught him fine throttle response and practically gave him the habit of harsh load changes. Above all, however, it already runs smoothly from 2500 rpm – and is also quite cultivated.

Driving report Ducati Monster 821 (2014)
Ducati

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The rather soft, non-adjustable Kayaba fork speaks well. And the dry weight of 179.5 kilos proclaimed by Ducati – with a full tank it should be around 207 – also has an invigorating effect on the handling.

Driving report Ducati Monster 821 (2014)
Ducati

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The Ducati Monster 821 looks well balanced and is very neutral over a wide range. It only becomes somewhat susceptible to bumps or steering impulses when the vehicle is leaned very far.

Driving report Ducati Monster 821 (2014)
Ducati

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… and black available.

Driving report Ducati Monster 821 (2014)
Ducati

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The Ducati Monster 821 is not only in red, but also in white…

Driving report Ducati Monster 821 (2014)
Ducati

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The tubular space frame of the Ducati Monster 821 is made of steel.

Driving report Ducati Monster 821 (2014)
Ducati

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The front light of the Ducati Monster 821.

Driving report Ducati Monster 821 (2014)
Ducati

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Simple brake pump, not radial and not with a separate expansion tank.

Driving report Ducati Monster 821 (2014)
Ducati

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There are plenty of accessories, whether CNC-milled mirrors, benches or exhausts.

Driving report Ducati Monster 821 (2014)
Ducati

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The water-cooled twin engine has a total of 112 hp.

Driving report Ducati Monster 821 (2014)
Ducati

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No TFT display, but informative and easy to read.

Driving report Ducati Monster 821 (2014)
Ducati

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The tank holds 17.5 liters.

Driving report Ducati Monster 821 (2014)
Ducati

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The touring mode and especially the urban mode, which has been reduced to 75 hp, master stop-and-go traffic with ease with a gentle throttle response. But even with the very direct response of the sport mode, you can easily snake through the motorcades.

Driving report Ducati Monster 821 (2014)
Ducati

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First of all, you have to escape the hustle and bustle of Bologna. Opportunity to try out the three driving modes Sport, Touring and Urban.

Driving report Ducati Monster 821 (2014)
Ducati

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First of all, you have to escape the hustle and bustle of Bologna. Opportunity to choose from the three driving modes Sport, Touring and Urban-
To taste.

Driving report Ducati Monster 821 (2014)
Ducati

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Correspondingly self-confidently she snaps from the two angled mufflers after pressing the starter. Hearty, powerful. As with the Monster 1200, the engine is integrated into the chassis concept as a load-bearing part, which necessitates new cylinder heads with mountings for the frame and the shock absorber.

Driving report Ducati Monster 821 (2014)
Ducati

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So all in all a successful debut for the entry-level monster, which at 10,690 euros is 700 euros above the 796.

Ducati Monster 821 (2014) in the driving report

Goodbye 696 and 796, goodbye air cooling!

With the third generation of monsters, Ducati is opening a new era in horror animals. It all started with the 1200s. Now comes the Ducati Monster 821, which at the same time heralds the end of the era of air-cooled monsters.

You have to give the Italians one thing: they know how to celebrate a special event. The presentation of the Monster 821 was apparently such a thing for Ducati. Not only that the testers were greeted by the Bolognese mayor – afterwards, 40 monsters and a police escort went on a short sightseeing tour through Bologna to the hill of San Luca at the gates of the city. The short trial round ended in the pedestrian zone in front of the town hall. A visually and acoustically impressive spectacle that made for a mean crowd of happy passers-by. If she D.ucati Monster 821 also knows how to impress, she was allowed to prove the next day. In any case, the conditions for this were good. Because it combines the rudimentary tubular space frame with the small Testastretta with 821 cm3, which has already reaped plenty of merits in the Hypermotard and Hyperstrada. With her the era of the air-cooled monsters ends.

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Driving report Ducati Monster 821 (2014)

Ducati Monster 821 in the driving report
Goodbye 696 and 796, goodbye air cooling!

Ducati Monster 821 welcomes its pilot with the same ergonomics as its big sister. That means: relaxed, with a slightly sporty note thanks to the flat, wide handlebars.

Sport, Touring and Urban driving modes

First of all, you have to escape the hustle and bustle of Bologna. Opportunity to try out the three driving modes Sport, Touring and Urban. The touring mode and especially the urban mode, which has been reduced to 75 hp, master stop-and-go traffic with ease with a gentle throttle response. But even with the very direct response of the sport mode, you can easily snake through the motorcades. So, out of town, before the bend of the standing cylinder cooks the right thigh. Into the tumult of the curves of the Futa Pass south of Bologna! The Ducati Monster 821 can be thrown playfully from one bend into the next on the wide handlebar. The two-sided swing arm and thus the wheelbase are 30 mm shorter than the 1200 model with a single-sided swing arm. To do this, it rolls on a Pirelli Diablo Rosso II, with a special code “D” on the front and 180/60 on the back. Compared to the more common 180/55, the higher cross-section should bring more self-damping and the contact surface in an inclined position.

It is always good for handling compared to the thick 190 of the 1200, because it requires little physical effort to move the Ducati Monster 821 to turn. In addition, it appears well balanced and balanced, is very neutral over a wide range. It only becomes somewhat susceptible to bumps or steering impulses when the vehicle is leaned very far. As with the Monster 1200, the protruding outriggers of the pillion pegs easily get into the enclosure with their heels as soon as the pilot puts the balls of the feet on the pegs during a sporty gallop. But apart from that, it is a pleasure to take her over the meandering pass road. Especially since the spring elements come up with a decent basic set-up.

Driving report Ducati Monster 821 (2014)

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Ducati Monster 821 and Yamaha MT-09 in comparison test

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Driving report Ducati Monster 821 (2014)

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Ducati Monster 821 and Kawasaki Z 800 in the test

Two concepts, one champion

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Driving report Ducati Monster 821 (2014)

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Ducati Monster 821 in the top test

A crowd-puller even while standing

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Driving report Ducati Monster 821 (2014)

Naked bike


Ducati Monster 821 in the driving report

Water-cooled little monsters

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Dry weight of 179.5 kilos

The directly hinged shock absorber bumps a bit stiffly over rapidly successive edges, but otherwise it brings tight coordination and comfort under one roof. The rather soft, non-adjustable Kayaba fork speaks well. And the dry weight of 179.5 kilos proclaimed by Ducati – with a full tank it should be around 207 – also has an invigorating effect on the handling. The fork would only need a little more compression damping for really fast pace. Because if the brembos grab the brembos jaggedly while braking after a little free travel on the lever, the front dips quickly. Which leads to a strong set-up, especially when tilted. But wait, after all, the Monster is not a racer. Otherwise, the Ducati Monster 821 presents itself as a willing and uncomplicated partner when playing with changing inclines and parries the partly scarred surfaces of the Futa pass properly.

The 821 is also in good shape. Equipped with the ride-by-wire controlled throttle valve body of the 1200, it generates 112 hp here. The Ducati technicians taught him fine throttle response and practically gave him the habit of harsh load changes. Above all, however, it already runs smoothly from 2500 rpm – and quite cultivated. So the last two speed levels can be used shortly after the city limits without the twin of the Ducati Monster 821 hacking ungraciously on the chain. In the lower gears it can even be a few hundred revolutions less.


Ducati

No TFT display, but informative and easy to read.

Speaking of shifting: At the beginning, the idle search and, above all, the way from first to second gear on the Ducati Monster 821 turned out to be rather difficult, but this improved over the course of the day. The test motorcycle only had 270 kilometers on the clock. Apparently the gearbox needs some running-in time.

In sport mode, the twin depends very directly on the accelerator, reacts to the first opening of the throttle valve when exiting a curve with an energetic start, making it look lively. Just between 4000 and 6000 tours, the V2 allows itself a short breather in order to get going. He rushes up the speed ladder, which only ends at 10,000 rpm. Around 1000 revolutions beforehand, his thirst for action subsides slightly. The twin sounds robust and full-bodied, with frivolous crackling misfires in push mode. A very entertaining drive that not only knows how to behave at the lower end of the speed range, but also brings spirited revving.

In order to recapture the bundle of energy, Brembo radial pliers are on hand to do their job with a powerful bite. The stoppers of the Ducati Monster 821 are monitored by a three-stage Bosch ABS. The sharpest level, level one, is activated with the sport mode and allows stoppies. Level two does not regulate as hard at the limit and allows a lifting rear wheel to a certain extent, while level three acts on the safe side. Incidentally, the driving modes can be adjusted from the handlebars while driving and also changed individually. The “Ducati Safety Pack” is completed by a traction control that can be set in eight stages, which, like ABS, can be switched off and intervenes later and later from urban to touring to sport mode.

Seat height adjustment on board

But the little monster is not as finely equipped as the 1200s. Not only because of the two-arm instead of the single-arm swing arm and the simpler spring elements. Steel instead of aluminum handlebars, the simple brake pump or plastic instead of aluminum covers on the radiators bear witness to the dictates of the red pen. Dispensing with the elegant TFT display, on the other hand, is not necessarily a disadvantage, as the LCD cockpit is easy to read. Gear and fuel gauge would still have been nice. Nevertheless, the Ducati Monster 821 looks valuable and anything but cheap. A seat height adjustment is also on board. And if that’s not enough, you can fall back on three different benches from the in-house range of accessories, with which seat heights between 745 and 835 mm can be created.

All in all, a successful debut for the entry-level monster, which at 10,690 euros is 700 euros above the 796. A “Dark” version in matt black will be in the shop windows for 10 490 euros. Incidentally, both are also available as 48 hp variants. However, anyone who always associates cooling fins with the Monster should hurry up, because the Ducati Monster 821 is not only a proper newcomer, but also replaces the Monster 696 and 796.

Technical data Ducati Monster 821


Ducati

There are plenty of accessories, whether CNC-milled mirrors, benches or exhausts.

engine
Water-cooled two-cylinder four-stroke 90-degree V-engine, two overhead, toothed belt-driven camshafts, four valves per cylinder, desmodromic actuation, wet sump lubrication, injection, 2x Ø 53 mm, regulated catalytic converter, mechanically operated multi-disc oil bath clutch (anti-hopping) , Six-speed gearbox, O-ring chain, secondary ratio 3.067, 46:15.
Bore x stroke: 88.0 x 67.5 mm
Displacement: 821 cm³
Compression ratio: 12.8: 1
Rated output: 82.4 kW (112 hp) at 9250 rpm
Max. Torque: 89 Nm at 7750 rpm

landing gear
Steel tubular frame, load-bearing motor, upside-down fork, Ø 43 mm, two-arm swing arm made of aluminum, central spring strut, directly hinged, adjustable spring base and rebound damping, double disc brake at the front, Ø 320 mm, four-piston fixed callipers, disc brake at the rear, Ø 245 mm, two-piston -Fixed caliper, traction control, ABS.
Cast aluminum wheels: 3.50 x 17; 5.50 x 17
Tires: 120/70 ZR 17; 180/60 ZR 17

mass and weight
Wheelbase 1480 mm, steering head angle 65.7 degrees, caster 93 mm, suspension travel f / r 130/140 mm, caster 93.2 mm, seat height 785–810 mm, dry weight 179 kg *, weight with a full tank 206 kg *, tank capacity 17.5 liter.
Guarantee: two years
Colors: red, black (–200 euros), white
Price: 10,690 euros
Additional costs: 305 euros

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