Ducati Monster 797 in the driving report

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Ducati Monster 797 in the driving report

The new entry-level monster

The beginnings of Ducati’s Monster series shaped air-cooled engines. They have since been sorted out. Now the Luftikus-L-Twin is back – in the new entry-level Monster: the Ducati Monster 797.

It all started in 1992, when Ducati presented the first monster, the M900. What followed after that was a success story that continues to this day. With one small cut: the air-cooled L-Twin had had its day in the series since the end of 2013. As early as 2001, with the drive based on the Superbike icon 916 in the Monster S4, it had competition from the liquid -cooled engine stock, before the end of the air cooling chapter was drawn four years ago. With the new D.ucati Monster 797, the entry-level model in the Ducati’s naked bike family, the air-cooled drive is experiencing its revival.

Ducati Monster 797 in the driving report

The new entry-level monster

The engine of the new Ducati Monster 797 is no stranger to it

In doing so, he follows a guideline that already shaped the first types of monsters: the modular system. The engine of the new Ducati Monster 797 is no stranger. It works in almost exactly the same configuration (88 mm bore, 66 mm stroke) in the Scrambler models. There were only slight adjustments to the mapping, the fuel pump and the muffler. That means: from 803 cubic centimeters he develops 73 lively horses, which are ready for the brisk trot at 8,250 / min, rounded off by a maximum torque of 69 Newton meters, which is available at 5,750 revolutions. Seasoned naked bike drivers and regulars’ table warriors are probably already unaware that a plane cannot win a trick in the evening quartet duel. But just as a reminder: Suzuki’s SV 650, Yamaha’s MT-07 or Kawasaki’s Z 650 mobilize similar performances and are not known as anti-fun vehicles. Therefore, the performance of the Ducati Monster 797 is quite appropriate – despite a slight increase in displacement compared to the three mentioned.

Video of the driving report of the Ducati Monster 797

The equipment features

Ducati proves at every turn that entry-level monsters do not mean cheap monsters. The tubular frame elegantly encloses the Euro 4 homologated engine of the Ducati Monster 797 with finely executed weld seams. With 16.5 liters it holds plenty of fuel. Its visual highlight, however, is undoubtedly the fastening clip on the front. A functional quote from the monster ancestors. At the front there is a 43-inch Kayaba upside-down fork with 130 millimeters of suspension travel, but without adjustment options, leading to the 3.5-inch wheel with 120-inch tires. A 180 tire is used at the rear, a Sachs shock absorber (150 millimeters of spring travel) is directly loaded by the swing arm. The spring preload and rebound can be adjusted to individual preferences. And even with the rest of the controller, the red pen cannot be seen. Brembo monoblock pliers bite into two 320 millimeter discs at the front, monitored by a Bosch ABS. Only the LCD display is spartan. The essential information such as speed, speed, trip counter and time is available, but information on consumption or a gear indicator is missing. The equipment features that are also not available include traction control, which is becoming more and more common in mid-range and entry-level bikes.

Space on the little monster comfortable

This does not limit the fun of driving the Ducati Monster 797, as the test lap around Mont Vinaigre in the hinterland of Frejus, which is peppered with curves, shows. The space on the little monster is balanced and comfortable. In contrast to the Monster 821, the notches are a little lower and further forward. A convenient arrangement. The knees on the tank are nice and narrow, and the wide handlebars sit comfortably in the hand. No matter if dwarf or giant, everyone can cope with this rider positioning on the motorcycle. If you still want to change something, you will find two alternative seats in the Ducati range of accessories – one with a plus of 25 millimeters, one with a minus of 20 millimeters compared to the 805 millimeter high standard version.

Drive a little rough and hard

Surprisingly quietly, almost cautiously, the L-Twin sends the first expressions of life into the environment after pressing the starter. Even if the typical sound of the engine can still be heard well, it should be a little more bass. But it doesn’t matter, because the bends beckon. After gently pulling the non-adjustable clutch lever, the foot pushes in the first gear, which requires force. The transmission of the Ducati Monster 797 is always a bit rough and hard, and requires precise commands, otherwise an intermediate gear is possible. However, since the test motorcycles only had 200 kilometers on the clock, that may not be the case. We’ll watch it in the next test.

Steering head of the new Monster 797 is pretty steep

The throttle offers almost no resistance to the demand for a larger opening of the individual, 50 millimeter measuring throttle valve. Without a load change, the engine hangs on the gas, runs smoothly under 3,000 revs even in gear six and does not choke on the next time you want to accelerate. The L-Twin quickly makes it clear that it is not a big turner. It is at home around its torque peak, between 3,000 and 6,500 revolutions. Here he feels comfortable, here he delivers good propulsion. At the very top he easily runs out of air. The Pirelli Diablo Rosso II are at the right temperature, have lost their initial wobble, the Ducati 797 slides as if by itself in an inclined position, wants to be angled deeper and deeper. Striking, this handiness. At 66 degrees, the steering head of the Ducati Monster 797 is quite steep, and the 90 millimeter caster also benefits the handling. Since Ducati chose the wheelbase of 1,435 millimeters but not too short, the little monster is unfamiliar with any approach that turns handiness into nervousness. The two-cylinder, which, according to Ducati, weighs 193 kilograms with a full tank of fuel, is stable and trustworthy, and does not show any nakedness when running straight ahead. In addition to the chassis layout, this is primarily due to the successful basic coordination of the suspension elements. The fork feels its way sensitively over faults and bumps – without missing any feedback.

The basic set-up of the test motorcycles is convincing

The directly hinged damper also does its job at a high level, but speaks a little rougher than the fork. Nevertheless: The basic set-up of the test motorcycles is convincing. Let’s hope that this also turns out as good with the 797 series, which will be available from around mid-April. Only when a brisk pace develops into a sporty curve network does the Ducati Monster 797 require powerful steering impulses, wants to be guided around curves with a firm grip on the handlebars. The Brembo monoblocks are not impressed by that. If necessary, they bite the panes with vehemence, coupled with good controllability. All you have to do is adjust to the moment when the Pirellis, who stick to their feet, are ready. Spontaneously pulled the anchor at the apex, and the Monster 797 immediately wants to go straight ahead. Nothing that you can’t get used to. This also applies to the consumption, which was just under five liters during the test drive and thus pretty much at the level of the Scrambler models.

And the price?

The price of the Ducati Monster 797 is also close to it. It is available in the red color version from 8,990 euros. Painted white or black, it changes hands for 9,090 euros, which is exactly 100 euros more. Considering the good workmanship and the high quality components for a mid-range entry-level motorcycle, this is a reasonable amount. The best prerequisites for continuing the success story of the air-cooled Monster series in the future.

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