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A shattering return to blood roadsters! There is no illusion to be made for the competition, the Monster 1200 is there to strike hard, dry, powerfully, with the rage that once surrounded the sulphurous S4s. Much more than an evolution, it is almost a new machine in the Monster family. Big liquid twin, new chassis, galore electronics and Mostro spirit to the end of the bolts, this roadster lands with slaps, slaps.
900, then 1000, recently 1100. The big Monster has steadily increased its displacement to give more punch to each generation while retaining air cooling. The boiling water-cooled S4s had given way to Streetfighters to handle the brawl among the big hit roadsters. Today, the Monster wants to return to the adrenaline arena while keeping the face that made its charm and its legend. And it needs watts, big watts. Suddenly, there is no longer any question of further increasing the cubic capacity of the twin desmo with fins. We draw directly from the organ bank of the glories of the Superbike. The rider does his shopping in department 1198, the sportswoman spiked with Bayliss serum. With this Testastretta at 11 ° and second generation double ignition, there are people out of the box. No more bolognese, make way for salsa: we played with 100 horses on the Monster 1100, we are going to wriggle on 135 cannons with the 1200; and by extending a little change to afford the S version, the sauce climbs to 145 units. A good ladle of torque of 12 mkg to lift all that and here is what seriously annoy the road, and scratch a handful of competitors in history.
A few small details: the valve angle, 41 ° on the Superbike to favor power at high speeds, is reduced to 11 ° to promote mid-range and flexibility. In the clutch, not the characteristic pan noise of Ducat ‘because it is bathed in oil. And the interval between major revisions is increased to 30,000 kms.
“Say, the frame, you forgot a piece or we get excited on the grinder in Bologna?!?”
Not exactly. I may have forgotten to tell you that the engine has become a carrier on the Monster 1200, like the Superquadro block on the Panigale. Here, only a half-frame remains, anchored to the cylinder heads. Faithful to the multi-tubular steel architecture, it still bears the Ducati brand. And although it is more and more compact, it still claims a doubling of its resistance to torsion..
A change of scenery once in the saddle. To take in the watts and ensure good stability, the wheelbase has been increased by 60 mm – we are not so interested in this as the evolution of ergonomics. Handlebars ? Higher by 40 mm and closer to the pilot by the same. Saddle ? Adaptable, my good sir: as standard, it points to 810 mm; but, and this is new at Ducat ‘, it is adjustable, being able to go down to the lower level located at 785 mm. We even drop to 745 mm with the low saddle option; almost at the level of a custom. More slender, the tank has lost its gaping air vents and gained 4 liters of capacity with 17.5 liters in total.
Right in front, a brand new TFT display instrument panel awaits you. The bonus is that its display changes depending on the driving mode chosen. Depending on whether you are in Urban, Touring or Sport, the size, the layout and the presence of the information change. Big synthesis to discover at the bottom of the article.
Well, with each new Monster, there are fewer and fewer frames. Side suspensions, we remain in the tradition of the saga. A 43mm Kayaba inverted fork and Sachs monoshock. The S version picks up as usual in the Swedish catalog, with a 48mm Ohlins fork and shock absorber from the same source. In one version as in the other, the latter is attached to a unique single-swinging arm on one side, and works on the other via a link attached directly to the rear cylinder. New rims are also appearing, with a very marked Panigale style. The original tire fitment revolves around Pirelli Diablo Rosso II, cutting 120/70 – 17 and 190/55 – 17.
An Italian doesn’t have much to learn when it comes to braking. The Monster 1200 has what it takes not to deviate from the rule. 320mm rotors flirt with Brembo M4-32 4-piston monobloc radial calipers. They are controlled by a radial master cylinder and a 3-level disconnectable ABS.
A Ducati is now associated with a large electronic pack. Named DSP (Ducati Safety Pack), it includes the aforementioned Bosch 9MP 3-level ABS, 8-level traction control and 3 driving modes. We have also added a little LED technology in the front optical unit, on either side of the halogen headlight.
Going from 1100 to 1200, the Monster finds the spirit of the S4, gains a big ladle of horses, a busier belly and a few pounds more. 13 kilos in the bag, which announces it to 182 kilos. The silhouette remains the barrel that appeals so much, the style is refined somewhat, but the big Monster turns a technical page, leaving the twin air desmo to fall asleep slowly at the manufacturer. The S version, better endowed with power and chassis, will also challenge.
Summary of driving modes and associated displays
Urban
This driving mode delivers 100 hp, with an electronic “Low” accelerator, a DTC which intervenes more strongly and an ABS at level 3 for a braking of maximum stability and set to avoid lifting of the rear wheel.
The “Urban” Riding Mode adopts the display of “Core” information, showing only the minimum information for an urban environment. The speed display becomes larger in the center of the screen with a reminder of the Riding Mode engaged and the time. At the bottom left of the screen is the totalizer and on the right the coolant temperature. Each of this information can be modified using the button located near the turn signal button on the left to display trip A, trip B, reserve, time and lap stopwatch (if activated) as well as average consumption..
Touring
Touring mode delivers 135 hp, (106 in French version), with a “Medium” electronic throttle, more intrusive traction control and level 2 ABS as well as activated rear wheel anti-lift.
The Touring Display Mode changes completely to the “Full” setting, changing the dashboard background, reducing the size of the speedometer digits and replacing them with data displayed at the top of the screen via a bargraph ranging from 1,000 to 11,000 rpm. While the engine is warming up, an additional engine speed display is visible as orange and red sections. This corresponds to the engine speed with an increasingly important display of figures depending on the value reached. With the driving mode chosen, now visible to the left of the speedometer, the entire lower part from left to right of the instrument panel is dedicated to the clock, engine temperature, traction control levels engaged, ABS and, by default at the bottom left of the screen, the odometer and average fuel consumption. The readable data at the bottom left and right is scrolled using the buttons above and below the direction indicator button on the left side of the handlebars. This allows you to display while driving, trip A, trip B, fuel reserve, lap stopwatch (if enabled), actual fuel consumption, average speed and air temperature on the right side..
Sport
In Sport mode, the twin delivers a power of 135 hp, (106 in French version), with an electronic “High” accelerator for maximum sensitivity at the level of the throttle grip, reduced traction control and intervention of the engine. ABS without rear wheel anti-lift.
In Sport Driving Mode, the screen adopts a “Track” display, applying an aluminum-colored finish to the bottom of the dashboard and the presence of essential information only sport-road. The tachometer is displayed as a bar graph and forms a 90 ° curve in Superbike style, with a prominent speed indication in the center of the screen as well as the engine temperature, ABS and traction control displayed at the bottom from left to right. At the bottom, and positioned by default in the center, the meter indicates trip A, trip B, fuel reserve, clock, trip time and lap time that can be displayed and scrolled via the buttons located above and below the direction indicator on the left side (if enabled), average fuel consumption, instantaneous fuel consumption, average speed, engine temperature and air temperature.
What you must remember
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13,490 €
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Opinion
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Replaces
1100 MONSTER evo 2013
Model marketed in
2014
2015
2016
Performances
-
Max speed:
about 240 km / h
The technical aspect
Ducati 1200 Monster 2014
- Frame
- Frame: Tubular steel trellis fixed to the cylinder heads
- Tank: 17.5 liters
- Seat height: 785 mm
- Length: 2156 mm
- Height: 1,117 mm
- Wheelbase: 1,511 mm
- Dry weight: 182 kg
- Weight in running order: 209 kg
- Train before
- Kayaba inverted telescopic fork Ø 43 mm, deb: 130 mm
- 2 Ø 320 mm discs, 4 piston monobloc radial calipers
- Front wheel:
120/70
– 17
- Transmission
- 6-speed gearbox
- secondary by chain
- Rear axle
- Sachs monoshock, deb: 152 mm
- 1 disc Ø 245 mm, 2 piston caliper
- Rear wheel:
190/55
– 17
- Motor
- Twin cylinder
in L at 90 °
, 4 stroke - Cooling: by water
- Injection Ø 53 mm
- 2 ACT, desmodromic
- 4 valves per cylinder
-
1,198 cc
(106 x 67.9 mm) -
135
ch
at 8,750 rpm -
12 mkg
at 7,250 rpm - Weight ratio /
power
: 1.35
kg / hp - Compression: 12.5
- Crit’air:
Detached pieces
exhaust
motor
fluid
electricity
filtration
braking
chain kit
Competitors
Triumph 1050 SPEED TRIPLE 2014
Yamaha FZ1 1000 2014
MV-Agusta Brutale 1090 2014
Honda CB 1000 R 2014
Kawasaki Z 1000 2014
Gallery
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