Table of contents
- Ducati Monster 1100, Moto Guzzi 1200 Sport Signorina and Signora
- Signorina and Signora
- Ducati Monster – ergonomics and drive
- Ducati Monster 1100 – chassis
- Moto Guzzi 1200 Sport – Ergonomics and Brakes
- Moto Guzzi 1200 Sport Drive
- Guzzi or monsters. Which for whom?
- Technical data Ducati Monster 1100
- Technical data Moto Guzzi 1200 Sport
- HP rating Ducati Monster 1100
- PS rating Moto Guzzi 1200 Sport
In PS 4/2009, the Moto Guzzi 1200 Sport (left) and the Ducati Monster 1100 met for a comparison test.
Ducati Monster 1100: 90 hp, 187 kg, 220 km / h, 11,000 euros.
Moto Guzzi 1200 Sport: 95 hp, 253 kg, 215 km / h, 12,100 euros.
In corners you can clearly feel that the Moto Guzzi 1200 Sport easily weighs five hundred pounds.
The Ducati Monster 1100, on the other hand, is much more agile.
The Moto Guzzi 1200 Sport masters the top discipline of wheelie.
Twice two cylinders in a V configuration – and yet more differences than similarities.
The Moto Guzzi 1200 Sport is a gentle giant with a great sound.
The Ducati Monster 1100 offers a very active sitting posture: close to the handlebars and with the knees slightly bent.
The driving pleasure on the Ducati is fed by the lively, powerful engine. The Moto Guzzi is more of a pleasure motorcycle.
Only in tight bends does the Ducati Monster 1100 appear a little too nervous; otherwise their chassis is fine-tuned.
The Guzzi is a sedan chair, the stand comes on quite early. After all, it has an ABS.
Where there is light, there is also shadow … this time you can understand it literally.
The red tubular part of the frame determines the side view of the Ducati Monster 1100.
Lately the monster has been breathing in through this barred window.
Classic the V2 configuration with a standing and a lying cylinder.
Showa dampers and Brembo brakes do their job properly on the Ducati Monster 1100.
The brake of the Ducati Monster 1100 even has a master piston arranged radially to the steering tube.
Single-sided swing arm and chain drive make a very attractive combination on the Ducati Monster 1100.
The Ducati Monster 1100 looks out into the world with a kink in its appearance, but is friendly.
A cockpit for digital fetishists. It’s a shame that analog round clocks are becoming more and more out of fashion.
The Showa shock absorber on the Ducati Monster 1100 is adjustable in terms of the spring base and rebound stage.
The powerful V2 engine with a longitudinal crankshaft gives the Moto Guzzi 1200 Sport a powerful aura. You are not deceiving.
“Let the eagle soar” – Italians know this song too, of course.
Moto Guzzi leaves it to others to mill from the solid. The 1200 Sport looks more like carved from the solid.
Noble brakes are a matter of honor: the Moto Guzzi 1200 Sport also relies on Brembo calipers.
The Moto Guzzi 1200 Sport hides the rebound adjustment screws under metal caps.
The longitudinal crankshaft includes a cardan drive – also on the Moto Guzzi 1200 Sport.
The wind deflector above the headlight does its best to get that “Sports” Justify on behalf of the Moto Guzzi 1200 Sport.
The analog fittings of the Moto Guzzi 1200 Sport are opulent and handsome, but not perfectly legible.
Ducati Monster 1100, Moto Guzzi 1200 Sport
Ducati Monster 1100, Moto Guzzi 1200 Sport
Signorina and Signora
These Italians look very similar on paper: air-cooled V2 engines, over 1000 cc, around 90 hp. But the Ducati Monster 1100 and Moto Guzzi 1200 Sport are separated by more than the distance between Bologna and Mandello del Lario.
Signorina and Signora
Italian women are said to be stunningly beautiful and have a tremendous temperament. Well, dear Japan fan, we’re actually talking about lovely femininity. Equating living Italian women with callous machines is a popular choice, especially when it comes to motorcycles and ?? Hand on heart ?? not entirely absurd picture, because even these callous people often have a good shot of emotionality, a good measure of passion that has a certain something. The two test machines are no exception.
but Ducati Monster 1100 and Moto Guzzi 1200 Sport Certainly cannot be fully characterized by mentally giving both ass and tits. It can be more profound, especially since it becomes clear on the first round that there are two idiosyncratic girls vying for the tester’s favor in very different ways, although they could almost be sisters on paper: both air-cooled two-cylinder in 90-degree V -Configuration, both over one liter displacement, both around 90 hp. The Ducati Monster carries the sporty in its family tree, the Moto Guzzi Sport clearly legible in the name.
Ducati Monster – ergonomics and drive
Ducati Monster 1100.
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Pictures: Ducati Monster 1100, Moto Guzzi 1200 Sport
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Bene, get on with the brides! First, the sweetie from Bologna: So far, the monsters have been stretching their riders over the tank, almost like a drag bike. That has clearly changed for the better, because the fuel drum is completely new. The sitting posture is very active, close to the handlebars, almost high above it. It may still be a little oddly cranked, but it is no longer a real disruptive factor. The footrests also allow a sporty, but definitely no longer compressed knee angle, even with a body length of over 1.80 m. Nevertheless, the pegs are so high that nothing grinds or scratches even with a brisk ride.
The two-valve L-twin is of course essential for such a gait. The now 1078 cm³ engine works very harmoniously in the current Monster. At speeds below 3000 rpm he hacks wildly on the chain, but you can avoid that with a little sense and understanding. Or let’s stay with the picture from the beginning: if you force a lady to go below her usual level, it will serve you well that she bitches. Those who take this to heart can enjoy the fiery temperament, which delivers very linear, full propulsion right into the limiter. The monster hangs cleanly on the gas. The load change reactions are extremely moderate; the transmission works hard, but inconspicuously. This loads the Ducati a wild dance that can easily become more.
Ducati Monster 1100 – chassis
Ducati Monster 1100: Showa fork and Brembo saddles.
The chassis does not stand in the way. The fork is a bit stiff ex works, but with the large adjustment range, this can be fixed with a few clicks. If the compression and rebound stages are softened a little, things go well with the shock absorber. Then the monster acts in a rather tight, but not uncomfortable area and shines with good handling. The spring elements respond cleanly and give transparent feedback.
This monster is now an agile thing, a little nervous at times ?? roughly in tight corners, but without being annoying. She willingly accepts course corrections. It cuts a particularly strong figure in wide curves. If the pace is appropriate, it lies full and follows the line like a circle around its curve. the Monster 1100 ?? a crisp Signorina, beautiful and endowed with charms like Sophia Loren in her prime.
Moto Guzzi 1200 Sport – Ergonomics and Brakes
La Signora: Moto Guzzi 1200 Sport.
There she can Moto Guzzi 1200 sports hardly hold back. If the monster is the wagon, the Guzzi is their cook. Why, of all things, this model the addition “Sports” carries remains a mystery. She has qualities, undisputed, but hardly any of them are really athletic. What the monsters do right in this sense, the Guzzi does differently: whoever takes a seat, looks at a gigantic instrument board that towers over a long, distant handlebar like a wall unit. The Guzzi driver sits inactive, changes of direction turn into hard work, especially when clean asphalt pavement winds its way along bold combinations of bends, stimulating the appetite.
The Guzzi paves its way like a ship, which is reminiscent of a foxtrot with Mamma Miracoli. The fork responds quite well, but its damping cannot really be trimmed for sporty despite all the adjustment options. And when there are bumps in the road, the wedging rear wheel reminds the driver that a cardan is in charge of the final drive.
In contrast to the Ducati, the Guzzi Sport has a well-functioning ABS (optional) that can be used for all kinds of jokes. The brake does need manual power, but the Duc also requires appropriate gripping.
Moto Guzzi 1200 Sport Drive
Bollermann for quiet moments: the lengthwise V2 of the Moto Guzzi 1200 Sport.
The engine emphatically underlines that the Guzzi wants to counteract the hot-blooded monster appearance rather calm and relaxed moments, for example with the beguiling bassy rumble from the carbon pot. The sport accelerates gently and hardly vibrates. Despite long pedal travel, the gears slide cleanly. From idle, a powerful torque wave rises, but unfortunately it turns downwards at around 3000 rpm. Nice for show wheelies, bad for driving fun itself.
This characteristic has its pitfalls: You can come to terms with the fact that the Guzzi do “Sports” means, but actually commutes between cruiser and tourer. But then the question must be allowed, why is there a real feeling for full propulsion only between 5000 and 6000 rpm? That is far too little around the bottom and not enough at the top.
Guzzi or monsters. Which for whom?
Ducati Monster 1100 and Moto Guzzi 1200 Sport – each has its fans.
The distribution of sympathy and ultimately the purchase decision between the Ducati Monster 1100 and the Moto Guzzi 1200 Sport is not a question of a rational mind, but of personal preferences – which also brings Sophia Loren equally ardent admirers like the slim pasta cook.
One likes a fiery temperament and a breathtaking appearance with the guarantee of body-hugging togetherness. The other likes a leisurely stroll, leisurely cuddling, stress relief and a television couch instead of a fitness court. So that it doesn’t seem so undynamic, you buy jogging suits in a partner look for Sunday breakfast.
Every pot has its lid, every motorcycle a female equivalent and every Italian two-cylinder the right buyer. Va bene cosi!
Technical data Ducati Monster 1100
Ducati Monster 1100.
Ducati Monster 1100
Drive: Two-cylinder 90-degree V-engine, crankshaft transversely, 2 valves / cylinder, 66.0 kW (90 PS) at 7500 / min *, 103 Nm at 6000 / min *, 1079 cm³, bore / stroke: 98, 0 / 71.5 mm, compression ratio: 10.7: 1, ignition / injection system, 45 mm throttle valves, hydraulically operated multi-plate dry clutch, six-speed gearbox, G-Kat
Landing gear: Composite frame made of tubular space and cast aluminum, steering head angle: 66.0 degrees, caster: 94.0 mm, wheelbase: 1450 mm. Upside-down fork, Ø fork inner tube: 43 mm, adjustable in spring base, rebound and compression. Central spring strut directly hinged, adjustable in spring base and rebound. Suspension travel front / rear: 130/148 mm
Wheels and brakes:: Light alloy cast wheels, 3.50 x 17″/5.50 x 17″, Front tires: 120/70 ZR 17, rear: 180/55 ZR 17. First tires: Bridgestone BT 016. 320 mm double disc brake with four-piston fixed calipers at the front, 245 mm single disc with two-piston fixed caliper at the rear
Measurements and weight: Length / width / height: 2090/950/1130 mm, seat / handlebar height: 800/970 mm, handlebar width: 740 mm, 187 kg fully fueled, v./h .: 49.3 / 50.7%
Rear wheel power in last gear: 65.4 kW (89 PS) at 208 km / h
Driving performance: Acceleration 0 100/150/200 km / h: 3.4 / 6.8 / 14.5 s, pulling 50 100/100 150 km / h: 5.0 / 5.5 s
Top speed: 220 km / h *
Consumption: Fuel type: Super unleaded. Average test consumption: 6.5 liters / 100 km, tank capacity: 15 liters, range: 231 km
Base price: 11,000 euros (plus additional costs)
Technical data Moto Guzzi 1200 Sport
Moto Guzzi 1200 Sport.
Moto Guzzi 1200 Sport
Drive: Two-cylinder 90-degree V-engine, crankshaft lying lengthways, 2 valves / cylinder, 70.0 kW (95 PS) at 7800 / min *, 100 Nm at 6000 / min *, 1151 cm³, bore / stroke: 95, 0 / 81.2 mm, compression ratio: 9.8: 1, ignition / injection system, 45 mm throttle valves, hydraulically operated single-plate dry clutch, six-speed gearbox, G-Kat
Landing gear: Steel bridge frame, steering head angle: 65 degrees, caster: 120 mm, wheelbase: 1485 mm. Upside-down fork, Ø fork inner tube: 45 mm, adjustable in rebound and compression. Central spring leg with lever system, adjustable in spring base and rebound. Suspension travel front / rear: 120/140 mm
Wheels and brakes: Light alloy cast wheels, 3.50 x 17″/5.50 x 17″, Front tires: 120/70 ZR 17, rear: 180/55 ZR 17. First tires: Metzeler Sportec M3. 320 mm double disc brake with four-piston fixed calipers, 282 mm single disc with two-piston floating caliper at the rear
Measurements and weight: Length / width / height: 2150/940/1170 mm, seat / handlebar height: 805/1010 mm, handlebar width: 750 mm, 253 kg fully fueled, v./h .: 49.6 / 50.4%
Rear wheel power in last gear: 57.4 kW (78 PS) at 186 km / h
Consumption: Fuel type: Super unleaded. Average test consumption: 8.5 liters / 100 km, tank capacity: 23 liters, range: 271 km
Driving performance: Acceleration 0 100/150/200 km / h: 3.9 / 8.7 / 22.2 s, pulling 50 100/100 150 km / h: 5.6 / 7.5 s
Top speed: 215 km / h *
Base price: 12,100 euros (plus additional costs)
HP rating Ducati Monster 1100
Ducati Monster 1100.
Ducati Monster 1100
Drive: 4 stars
There are strong jerks below 3000 rpm. Above that, the monsters compete powerfully, and the L-Twin delivers nice linear pressure. The throttle response is quite smooth.
Chassis: 4 stars
Good response behavior, wide setting range ?? a good compromise between firm and comfortable. Agile handling, a bit nervous in tight turns.
Ergonomics: 4 stars
Greatly improved because it is very active. The driver sits close to the handlebars, the knee angles are more relaxed. So it can be attacked with a feeling for the front wheel.
Driving pleasure: 4 stars
The driving pleasure on the Monster 1100 comes from the engine, the chassis and the successful ergonomics. It is correspondingly high.
PS rating: 16 stars overall, 1st place
The Monster is not only the best seller, but also a naked bike that can be ridden accordingly. Small flaws can be got over.
PS rating Moto Guzzi 1200 Sport
Moto Guzzi 1200 Sport.
Moto Guzzi 1200 Sport
Drive: 3 stars
The engine is a smooth giant with a great sound. From 1151 cm³, however, it generates a power band that is too narrow with clear holes above and below.
Chassis: 3 stars
The Guzzi is a sedan chair in terms of chassis, and a tanker in terms of weight. The stand touches down way too early. The ABS gets a star back.
Ergonomics: 2 stars
It sits completely decoupled on the Guzzi. The handlebars are far away, you sit deep inside it. It’s good for cruising, but definitely not for exploring riding.
Driving pleasure: 3 stars
At a moderate pace, the Moto Guzzi 1200 Sport is a pleasure motorcycle: landscape, road, feeling. But she doesn’t have much to do with sport.
PS rating: 11 total stars, 2nd place
How about a Moto Guzzi 1200 Starship? It is not what it claims to be. You can do that “Blender” call, the Guzzi fan doesn’t care.
The exemplary performance of the Ducati Monster 1100 is impressive. The Moto Guzzi 1200 Sport lines up with a respectable margin behind them.
First of all, it quickly becomes clear that the Moto Guzzi 1200 Sport and the Ducati Monster 1100 are fundamentally different from each other? Paper is patient.
You can really gas with the Monster. It has a great engine that is blessed with sufficient pressure for the country road, a suitable chassis and active ergonomics.
The Guzzi goes a completely different way, the Guzzi way. Like it or not you like it. Basta!
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