Menus
- THE Successful Monster
- Discovery
- In the saddle
- On track
- Part-cycle
- Braking
- Conclusion
- Availability / Prices
- More info on the Ducati Monster 1200 R
THE Successful Monster
Ducati has been offering its successful roadster since 1992. The R versions symbolize the maximum sportiness of these machines. We will remember in particular the S4R (2003), a monument of character of the line of naked from Bologna.. Now, standard Monster and S (and S Stripe) already coexist in the catalog, not to mention the 821. If the 1100 EVO of 2010 was widely acclaimed, its replacement 1200 of 2013, entirely new, was not unanimous. Cycle part and ergonomics are regularly singled out, as is its significant weight gain (+25 kg….). This overload of the 2013 versions is linked, among other things, to the very design of the roadster. Carrier of the chassis, the twin has solid supports to receive the very compact and therefore reinforced frame. Liquid cooling is also not without impact on the final mass. With this new ultimate variation, the Italian manufacturer wishes to sublimate its charismatic machine.
Discovery
Aesthetically the Monster 1200 R hardly changes, cultivating codes that have become icons. Although sharing the vast majority of its parts with those of the S, the novelty is, strangely, less ostentatious. The whole is always compact and muscular, dressed in a perpetual minimalism worked in detail. Particularly present, the front part of the machine is bestial, concentrating its volumes on the front. We note the presence of series, a nose screen and a passenger seat cowl as standard. However, the fixing of the latter seems fragile.
Completed with perimeter diodes, the headlight embedded between the fork tubes always gives it that bad look. And, sensual, its metal tank of 17.5 liters of course sports the shapes that have become references. The evolution is generally discreet, indicated by the aluminum side protections of the radiator, signed with a sandblasted R.
The major modifications are all dedicated to an ergonomic and dynamic improvement. These are detailed in the technical part of the Monster R test. Here is a summary. It is at the level of the stern that we note the first differences. Shortened, visually refined, the rear loop seems all the more aerial, especially at the level of the passenger seat, further visually lightening the roadster. The plate support no longer forms a flap and now returns in height. Slender, the rear frame is especially modified to accommodate the passenger footrest plates, now differentiated from those of the pilot. Suspended from very discreet plates, the pilot and passenger footrests are no longer sheathed. Minimalist, their surface is just ridged to provide the necessary grip for the boots. The machine is raised by 15 mm, optimizing the angle taken to a maximum of 50 ° while a jack now controls the liveliness of the steering gear. The latter is dressed in matte black plunger tubes, contrasting with the tubes with a pale gold shine. And, borrowed from the Panigale 1199, the lightweight forged rims are signed Marchesini. The whole makes lose 2 kg to the Italian…
Ducati does not forget the heart of its roadster, bringing its power to 160 horsepower at 9,250 revolutions / minute and 13.4 da.Nm of torque at 7,750 revolutions / minute. The breath of the monster goes towards collectors of larger diameter then throwing itself into exhaust mufflers with a more angular aesthetic.
Top of the range, the finish of the Monster 1200 R is rewarding, especially in terms of coating of metal parts and assembly. This makes it all the more difficult to accept the left side (in both senses of the word) of the roadster, still shamelessly sporting hoses as massive as they are visible. We console ourselves with the opposite side, much more pleasing to the eye, underlined by the remarkable arabesques of the collectors.
In the saddle
The new height of Monster 1200 R now peaks the saddle at 829 mm, which will not delight the less tall. Perhaps these will console themselves with a narrower seat, limiting the discomfort. The riding position is the same as on the other versions, but the appearance of dedicated pilot plates frees the feet. These slightly set back controls gently tilt the bust towards the large, variable diameter hanger. The instruments are always reduced to a color TFT screen whose display, the number of information relayed and the assistance settings vary according to personal choices or the three driving modes available (Urban, Touring or Sport). The detail of the modes is exposed in the technical part. And as here, it’s Ascari, we will stay in the adapted mode.
The digital display concentrates tachometer, bar-graph tachometer (except in Urban mode), engine temperature, speed and average and instantaneous consumption, odometer and two partials, stand indicator light. And now, the gear engaged is displayed. But still no fuel gauge. At night or when going through a tunnel, the device’s brightness varies automatically, displaying a black background with highlighted indications.
All this electronics goes to the left stalk via commands that are still too small. The levers are adjustable in spacing via discreet knobs and press radial master cylinders.
On track
As soon as it is started up, the 1200 Testastratta 11 ° delivers an immediately identifiable sound signature. The angular barrels of its new, less sensual double-barreled silencers are already hitting our eardrums, but not excessively. Serious, the rumble seems to come from the depths of his bowels, making ours vibrate..
The morning sessions take place on a track still quite wet from the night’s thunderstorm. The Urban then Touring maps will ultimately be useful, giving confidence when discovering the long Iberian circuit. Very technical, it brings together, according to the wishes of its owner, the best tracks from around the world…. Hilly, winding, the course is a track record’s dream and an excellent test bed for machines.
On the drying asphalt, we discover a Monster easier to register on the angle, more incisive. Slightly raised, its center of gravity gives it better agility. An observation to be made also on the reduction of unsprung masses, relating to the new rims. The supports are also much more obvious and the engagement of the machine facilitated by the new footrest plates. But, true to its DNA, the Ducati always appreciates the commitment of its rider by its side. In fact, the Monster R accompanies the evolutions, waiting to be given to return then. What she does now with much more rigor.
The steering gear is precise, especially as its unwanted oscillations are now braked by the steering cylinder. A real plus, because the Monster 1200 R remains lively, sensitive to movements.
Once the humidity has evaporated from the bitumen, we can let go of the animal instinct of the Transalpine Monster and its 160 horses. The twin is particularly demonstrative beyond 5,500 turns. Fat and ample, its large torque pulls the crew with vigor when exiting the curve, catapulting the crew vehemently. Roaring then, the block unleashes the cannons to its peak of power, without downtime. Particularly tuned, these engine characteristics clearly boost the performance of the roadster. But without violence, almost naturally. On the angle, we appreciate the accuracy of the Ride by Wire control. Precise, it keeps the gas at the desired level and is perfectly progressive in its rotation. The years seem to have smoothed out the volcanic character of the Italian somewhat, making it easier to grip. Likewise, electronic assistance, ABS and DTC, complete the muzzle of the beast. We gain in efficiency what we lose, a little, in personality.
Now much smoother since the 2013 versions, the limited slip clutch makes it easier to change gear. However, the absence of a shifter is regrettable on this model with a sporting vocation. The gear indicator engaged is appreciable, but its presence hampered by the improved readability of the screen. Sometimes lacking in precision, the selection is fairly smooth and fast. On the other hand, we can force-feed the gearbox during decelerations without it causing indigestion. The important engine brake greatly contributes to the efficiency and the pleasure of driving the wicked Italian.
When the pace increases, the registration in bends still lacks total transparency, testifying to a certain inertia. But the front axle remains straightforward during downforce and brings up a lot of information. On the rapid changes of angle and bumpy surfaces, the roadster is less neutral, reminiscent of the liveliness of its front axle. Moreover, the accelerations quickly lighten the direction. The slightest bump is then conducive to the wheelies that the Monster 1200 R. likes. Less brutal, it does not forget to be playful. Here again, the steering damper, finally present, participates in the approval. Likewise, its improved ground clearance allows significant cornering that will be appreciated on the road, without necessarily having to sway..
Finally, the Brembo M50 calipers are more than up to the task, both in terms of power and progressiveness. From turn to turn, each time you reduce your deceleration limit, easily keeping the brakes when entering a curve. ABS, reduced to a minimum, did not manifest itself.
Part-cycle
Increased agility, optimized ground clearance and lightened rims, the Monster 1200 R clearly progresses in dynamic pleasure. Precise and straightforward, the front axle is now easier to register on the angle in sporting use. The rather flexible adjustment of its suspensions, adapted to the taxiing on the track of Ascari, brought an additional comfort. It also reduced any movements of the machine by as much during certain piloting phases. A point to be confirmed on the road with standard adjustments.
Braking
Always a strong point of the Monster. The attack of the calipers is progressive, allowing to control with finesse the decelerations. Powerful on demand, the braking system can be combined, particularly on the track, with the important engine brake.
Conclusion
Thus proposed, the Ducati Monster 1200 R finally seems to play the role it deserves. Better agility and precision boost its sporty character as much as its new engine performance. And its Euro 4 homologation will allow it to arrive in full power as soon as it arrives on the market, in January 2016. Dynamic and seductive, this development largely erases the main faults of the other models..
Its direct rival is the KTM 1290 Super Duke R. More efficient and equipped with an exemplary cycle part, the Austrian is also more affordable, at € 15,995. Other Italian challengers, the bewitching Aprilia Tuono V4 1100 RR, asking € 14,650 and its Factory twin with Ohlins suspensions claiming € 16,990. Finally, the outsider comes from Germany, with the BMW S 1000 R and its Sport and Dynamic packs, posted € 14,670.
Faced with its formidable friends, the Ducati Monster 1200 R announces a price of 18,490 € in red color (18,690 € in black)…. i.e. 2,500 € more than the S version, a price positioning which is not easy to justify despite appreciable improvements, but partly due, from Borgo Panigale’s beast.
Strong points
- Increased chassis agility
- Optimized ergonomics
- Powerful aesthetics
- Engine character and availability
- Sound
- Equipments
- Global finishes
Weak points
- Soaring tariffs
- Readability of the dashboard
- Slight inertia
Availability / Prices
- Colors: red, black
- Availability: January 2016
- Price: 18.490 €
More info on the Ducati Monster 1200 R
- The technical file on the Ducati Monster 1200 R
- The technical sheet of the Ducati Monster 1200 R
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