All Duels – Duel F800R Vs Monster 821: two twin motorcycles, but not twins – The 2015 F800R versus the Monster 821

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Duel F800R Vs Monster 821: two twin motorcycles, but not twins

All Duels - Duel F800R Vs Monster 821: two twin motorcycles, but not twins - The 2015 F800R versus the Monster 821

The family of mid-capacity roadsters welcomes two new members in 2015: the new BMW F800R and the Ducati Monster 821. Site has therefore brought together these two twin-cylinders – one parallel, the other in L – for an unprecedented duel. Comparative test.

The 2015 F800R versus the Monster 821

By successively straddling the BMW and the Ducati, Site realizes that the saddle of the F800R goes up a little more to the front than its competitor and that it is a little better padded at this point, which increases the comfort of the rider. when stopped.

Longer and less hollowed out, the Ducati saddle inexorably drives the rider’s pelvis towards the reservoir. The buttocks then have a thinner and a little less thick seat: welcoming – especially for a Ducati! -, the Monster 821 can do better.

The BMW retains the advantage with its thin, flat tank over its entire length, while that of the Ducati swerves and its tubular steel frame hinders the knees of pilots of 1.75 m and above. . Squeezing the F800R between your thighs is much more pleasant.

In addition, the passenger footrest plates of the Monster 821 are too plump and prevent the rider from standing on the soles of the feet: you have to move the boots forward to release the heels and adopt the same position as on the: roadster down, sporty up.

The Ducati therefore seems better suited to small sizes. Even by installing the saddle in the high position (a possibility which its rival lacks), the legs remain quite folded. Even without a high seat (free from the factory), it is the BMW which is the most comfortable in absolute terms..

The closer and more curved handlebars of the "Behème" also entail a more (re) posed attitude than the very flat handlebars and more forward – therefore in support – of the Ducat ‘. Finally, note that on the F800R, the left heel is naturally installed on the protective rod of the pot. Well seen !

The F800R’s bulky exhaust captures many more decibels than its counterpart. The BMW has a sound comparable to that of the old generations of flat-twin: not the last "air" Boxer of the which farts, nor the "fleet-twin" of the GS and RT which spits !

The gentle beats of the parallel twin will appeal to some of the bikers – the "poor" who have nothing to afford one – but will inevitably disappoint the other party – the "poor" always, but who have nothing afford one …

After the unknown, the F800R is however the entry level BMW, therefore intended for a rather young clientele. The discretion of the twin – original Rotax – can therefore seem surprising since the "young" like to fart and parade. Ducati has understood this and allows them to … backfire !

As soon as the starter trigger is activated, the Monster 821 starts a boom … monstrous! How did the Italians manage to approve such motorcycles? As always, the question remains unanswered … Nice for bikers, the powerful and crackling sound of the Ducati is much less so for their neighbors who are not "music lovers".

It is much less easy to separate the two motorcycles in terms of maneuverability: their weights seem very similar, an impression validated by the technical sheets (202 kg for BMW against 205.5 kg for Ducati, or even on the last page). More slender in appearance, the Ducati will however be able to surprise smaller riders more.

Despite a better turning radius than the Ducati, the BMW is not easier to handle on a curb due to the much harsher steering. After wrongly blaming the front tire pressure too low (the pressure gauge indicated 2.5 bars, like the on-board RDC system), Site points to the steering damper that is too tight and not adjustable..

Like the engine, the F800R’s gearbox is reminiscent of that of the R1200 series: the selection is therefore slower and noisier than that of the Ducati. The transmission of German is also less transparent than that of Italian.

But beware, the Ducati is not perfect: driving very calm – "too" calm even, if we are to believe the honking of some two or three-wheelers going up the same lines as MNC! -, the Monster 821 gave us a few dead spots between 5th and 6th gear.

Too bad because the L-Twin is particularly conciliatory: it accepts to turn in 6th at 50 km / h (approximately 2000 rev / min), which considerably reduces fuel and noise flows! In low revs, however, the BMW’s twin-cylinder is unbeatable: in the last gear, it sets off again from idle without hiccupping..

Still at low speed, the F800R continues to be more clumsy than the Monster 821. The front end of the German is more open than that of the Italian and you can feel it in the arms. So livelier, the Monster 821 is also more biting…

The Brembo "M4-32" callipers of the Ducati are indeed not made for beginners because the feel of the lever is spongy: inactive on the first centimeter, the lever suddenly triggers the bite of the pistons on the discs via d ” effective pads.

Fortunately, the ABS is watching because without this system, bikers new to or not measured enough in their movements would quickly have spread in a small alley with wet cobblestones … The front brake of the F800R is much easier to understand because it is much more progressive.

The braking power is slightly higher on the Ducati, but it is difficult to take full advantage of it. As seen previously, the pilot (1.80 m in this case) can only lock the Monster with the tips of the thighs, the muscles at the level of the knees being placed straddling the tank and the frame. Conversely, it is more pleasant to use the F800R.

Finally, the rear brake of the Ducat ‘is quite simply unusable: the pedal is extremely hard and the caliper responds only timidly to the important demands of the right foot. After checking – not without difficulty – that the ABS also worked on the rear of the Ducati, Site no longer used this command during the entire test..

On the "Behème", on the contrary, the rear brake is a very useful asset for keeping the attitude of the motorcycle perfectly straight. In town and / or in the company of a passenger in particular, the driver appreciates being able to easily modulate his braking and avoid submerging the motorcycle too much..

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