Menus
- THE twin-cylinder Ducati version 1100 cm3 in vintage 2009.
- Discovery
- In the saddle
- Contact
- In the city
- Departmental
- Highway
- Braking
- Comfort
- Duo
- Tires
- Consumption
- Convenient
- Revision
- Conclusion
THE twin-cylinder Ducati version 1100 cm3 in vintage 2009.
Rediscovering a myth is always a pleasure tinged with apprehension: can a new monster be more successful than its ancestors, especially when you know that the first Monster dates from 1993? Very quickly, the answer will be obvious to you: YES ! Revamped both in design and technology by Giulio Malagotti, the new Monster 1100 remains more than ever a must-have model in the motorcycle world. The S version of the Monster 1100 is distinguished by its Marchesini rims, titanium nitride coating, a fork and progressive Ohlins shock absorbers adjustable in preload and rebound as well as carbon elements..
Discovery
Dynamic is the word that dictates the overall aesthetic of this model. Mid-trellis frame, tank, rear shell, headlight, mirrors, double exhaust, massive single-sided swingarm … welcome to modernity. But the Monster also exudes quality, because the finishes are simply excellent; commodos, welds, adjustment, paintings, details and bolts … everything is neat.
The tank keeps its shape the slightly bounced but is enriched with a few flats and mesh side air intakes of the most beautiful effect.
The frame also evolves with the adoption of a half-trellis and a cast aluminum rear loop.
The combination of the two, in different colors, highlights the brand’s favorite tubular structure but also the impressive inverted fork, gold anodized. Ohlins signature shock absorber and Brembo braking complete a flawless picture.
In the saddle
Here is a monster which seems very small for a pilot of more than 1m80. The machine’s very light weight – 168 kg dry, or 1 kg less than the Monster 1100 – is disconcerting. We would swear a 500 and not an 1100 cc … hardly impressive at first. So where is this terror that its name evokes? ?
And then "what is this position?" No, we’re not sitting on the tank though. Although tilted slightly forward on the wide, straight handlebars and seeming to dominate the fork, we still sit comfortably in the saddle. But the head seems to hang over the front.
Its headlight flying over the mudguard, the counters of the Monster 1100 are therefore found … far from the eyes. This is unfortunate because, not being already at the base easily readable, they become more of a graphic design of a lighthouse than a source of information … No matter, this machine is piloted by instinct … no?
Only the tachometer bar graph, upper dial, remains intelligible, as long as the sun does not hit it. This is, perhaps, the only downside of this model. Equipment with needles, but above all, closer to the eyes, would have been a real advantage. The lower dial is therefore supposed to offer: speed, partial trip and totalizer, engine and exterior temperatures, clock, lap time, voltmeter, but no fuel gauge. Here you will know, if you can’t read it.
The mirrors are large, efficient and easy to adjust. And they don’t shake !
The foot controls are set back slightly, making everything comfortable. The Monster accepts you on his back, well positioned, ready to do battle…
Contact
The Desmodue block (two-valve desmo) 1100 comes to life with a typical Italian rumble. The regime rises for a moment, then weakens. The twin reacts to the slightest request, without inertia. It promises…
The first report passes easily; others will do the same, with no particular effort on the clutch. Goodbye the hard clutches of yesteryear.
The Monster 1100S knows how to receive. But it also knows how to send: each gear change pulls strongly, although almost smoothly. Another novelty, thank you for the Siemens injection !
In the city
Although remaining a bit rough, urban developments are not a problem. The Italian allows you to squeeze through thanks to its lightness, and despite its reduced turning radius (reduced but significantly better than its predecessors). Its engine liveliness is a marvel. Be careful with excessive temper, the limit to 50 km / h imposes a lot of restraint. The injection is pleasant and even if the Monster remains a twin – hardly accepting to evolve at less than 2500 rpm – the whole turns out to be a real city car.
Departmental
The Bolognese is certainly designed for these secondary axes where the 4th gear is king. From 70 km / h to more than double, it allows everything: winding at 3000 revolutions, sending well from 4000 rev / min or working around 6500, at maximum torque. The twin also allows you to access the heights of the tachometer with aggressiveness and efficiency.
Swirling from one curve to the next, the Monster 1100S reminds you that its surname is not usurped. It tows again and again. A real treat that the exhaust underlines with a very present sound and raucous backlash when downshifting. Hobbyists won’t even need to look for other sound appendages.
Very rigid, the frame gives complete satisfaction. The front axle is also very precise when setting the angle. The monster ultimately requires little effort and is similar to its little sister Monster 696 by its stability and homogeneity. In the end, the cycle part is firm but not uncomfortable. Braking on the angle leaves the bike neutral, the suspensions filter out road defects with efficiency but firmness for the fork.
An important point, the Monster seems sensitive to the handlebars. A damaged pavement can be tricky to handle at sustained speed.
Highway
Integrating expressways is a formality. In 6 °, at 4000 laps, it’s 130 km / h.
We can also go fast, very fast. At 180 km / h, in 6th gear, the tachometer still shows only 6000 rpm … barely at maximum torque … it’s up to you! But past 140 km / h, the lack of protection quickly becomes painful.
Braking
Surprisingly, this one turns out to be powerful, but without biting. However, the radial front brakes, 4 pistons, stop the machine easily. The rear brake is anemic. But my test machine is not well broken in, it is possible that this last point will improve. Otherwise, you must press the pedal firmly.
Comfort
Very good for a roadster, with the usual aerodynamic limitations. The suspension equipment is perfect and adjustable in all directions: pre-stress and relaxation.
Duo
Uh … how do you say honey? It’s not going to be possible. Finally if, but not for long: no support, a spartan position: the pretty footrest plates serve more as a decoration than as a sandbag ride: a monster of selfishness.
Tires
The Bridgestone Battlax BT 016 are perfect for taking an angle.
Consumption
Not measured. Tank: 15 liters
Convenient
No space under the saddle, no handle, no hook, the U must be hung via a commercially available support … normal for this rather exclusive model but unpleasant for regular use. Since the tank cover is made of plastic, we don’t forget the magnetic bag on the front.
Revision
Every 12000 kms. With prices reduced by half … here too, that changes everything.
Conclusion
The Monster 1100S is a success: an evolution towards modernism while retaining much of the incivility of its ancestors. The engine is a treat, which relies on an imperial chassis. More efficient and above all perfectly finished, equipped with high-end suspensions and braking, this Italian remains more than ever a diva: a wild elegance and a dirty character. Finally, the price at 11,200 euros is perfectly aligned with the competition that are Speed Triple 1050 or KTM SuperDuke.
Strong points
- motor (character, relaunch, draw)
- cycle part
- maneuverability
- gearbox
Weak points
- barely readable counter block
- duo
- practical aspects
Thanks to the Ducati Chambourcy dealership and to "Pam" 😉 for the availability of this bike and the very friendly welcome.
Datasheet
Competitors: Aprilia Tuono, BMW R1200R, Ducati 1100 Monster, Honda CB 1000 R, Honda CB 1300, Kawasaki Z 1000, Moto Guzzi 1200 Sport V8, Suzuki
Bandit 1200, Suzuki GSX 1400, Yamaha Fazer 1000, Yamaha XJR 1300
Related articles
-
Light up your dark side The Monster saga has been written since 1993 with its large displacement models M900, M1000 ie, S4R, M1100. But the younger girls…
-
Ducati Monster 1100 motorcycle test
THE twin-cylinder Ducati version 1100 cm3 in vintage 2009. The Ducati Monster is the flagship Ducati model declined in 2008 in 1100 cm3, in the tradition…
-
Ducati 1098 motorcycle test – 160 hp in free version
There are times in a biker life where the emotional strikes, in the heart ! I remember when the 916 was released : what a slap! A stroke of genius signed…
-
Ducati Streetfighter 848 motorcycle test
Fighting call girl At the end of 2008, Ducati undressed its sporty 1098, offering a muscular roadster with a radical design. Thus was born the…
-
Ducati Multistrada 1200 motorcycle test
The Italian UFO Appeared in 2003, the first Multistrada model was designed around an air-cooled Desmodue L-twin engine of 992 cm3 then 1078 cm3 in 2006….
-
Ducati Monster 696 motorcycle test
600, 620, 695, then 696, the Monster is above all THE Ducati twin. After 15 years of development, the Monster underwent a real makeover in 2008: new…
-
A Monster charm Since its origins, the Monster Desmodue saga has been written in tandem, combining high displacement models (from M900s to M1200s) with a…
-
Ducati Hypermotard 1100 and 1100S motorcycle test
THE 1100 cc Ducati twin-cylinder in 2009 vintage supermot version. Better known in the niche of the big roadster, Ducati offers its 1100 cm3 vtwin in a…
-
THE Successful Monster Ducati has been offering its successful roadster since 1992. The R versions symbolize the maximum sportiness of these machines. We…
-
Naked original 3.0 Legendary bestseller of the Italian brand, the Monster is the archetype of the undressed roadster. Dressed in essentials, the new…