Menus
- Light up your dark side
- Discovery
- In the saddle
- In the city
- Motorway and expressways
- Departmental
- Part-cycle
- Braking
- Comfort / Duo
- Consumption
- Conclusion
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 have also forged the history of the Bolognese icon: M600, M620ie, M750 and more recently, M696 and M796. After the arrival of its bodybuilder spearhead, M1200, last year, the new "little" Italian owed itself the same loyalty to its history. Replacing no less than two models at a time, it now cubs 821 cm3, thus signing its new name. Our machine is the essential variation, called Dark. Originally designating a more financially accessible model because it is less well equipped, this dark version has become an essential reference for its fans. Now, only the absence of a seat cowl and its specific matte black color distinguish it from its red or white sisters. And in terms of character, she hardly has to envy her eldest ….
Discovery
In this dark livery, the Monster 821 is more mysterious, hardly more discreet and always displays more sportiness than its predecessors. Adorned with essentials, fine and muscular, it borrows most of its style from the 1200 and also from its components. Lighthouse optics with side LEDs, electronic assistance, but also its curved tank (17.5 L) with sharper lines, but faithful to the original design, where sensual and dynamic curves dominate. Placed on a minimalist rear loop, the monobloc seat with the 821 logo is refined to point towards the stern. Ultra-short, it supports aesthetic passenger handles and receives a diode light.
Also similar is the tubular steel trellis frame. Reduced to the extreme and fixed on the cylinder heads, it only maintains the steering. The L-shaped desmodromic twin is indeed the backbone of the machine. This is a Testastretta 11 ° block (valve opening angle), liquid cooled and double ACT, borrowed from the Hypermotard. It differs from it by adopting a new air box and its exhaust system, revised to increase torque at low and medium revs. These new characteristics allow it to display a power of 112 hp at 9,250 rpm (106 hp in France) and 9.1 da.Nm of torque at 7,750 rpm. Mechanics even more playful than that of the 796…. and now under the control of an adjustable anti-skating system (Ducati Safety Pack as standard). Three riding modes (Sport, Touring and Urban) are also associated with the Ride by Wire throttle control. In addition, the limited-slip clutch will allow gears to be stacked without the risk of locking the rear wheel..
The M821 is also eligible for holders of the A2 license (1.6 kg / ch) bridle at 48 hp (35 kW). Finally, this mechanism promises reduced maintenance every 15,000km and valve clearance control every 30,000km. We admire the magnesium cylinder heads covering the engine as well as the volutes of the exhaust manifolds, an aesthetic resumption of the Diavel. These arabesques elegantly dress the right side of the Monster. Note the material effect on the top tube heat shield and the double gun silencer (initiated by the Monster Evo) now in the low position. Also provided with anti-scald protection, the latter is less valuable than that of the 1200. However, its matte black coating effectively contrasts with the aluminized outlets and a valve ensures to magnify the vocalizations of the Italian boiler..
At its side, we lose the big sister’s single-sided arm for a classic oscillating element, but imposing and elegant. A Sachs shock absorber, adjustable in preload and rebound, ensures its movements. Those of the front axle are entrusted to an inverted Kayaba fork of 43 mm, unfortunately devoid of any adjustment…. We will console ourselves with the Brembo monobloc M4-32 calipers with radial mounting and four pistons (same as Panigale….). Equipped with the 9MP ABS with multiple settings and deactivatable (again the Ducati Safety Pack as standard), they bite the 320 mm discs. The two-piston rear clamp grips a 240mm element. The set comes to stop the rotation of rims with five split spokes, tinted with a shiny black and shods of Pirelli, Rosso 2.
The finish of the whole is well made, especially on the right side where many plastic covers dress the engine. Likewise, the radiator sees its sides protected by matted shoulders (aluminum on the 1200), darkness obliges. On the left side, it’s already less pleasant. Large cooling hoses scarred its profile. The manufacturer should think about dressing this piping like Honda had done on its Hornet. Apart from this point, the metal surfaces enhance the machine and the titanium color of the casings and swingarm contrast nicely with its dark coating. Note that the Monster 821, given for 205 kg in running order, takes 10 overweight units in this liquid-cooled engine.
In the saddle
Narrow and particularly accessible, the Italian gets on easily. The Monster 821 also offers an adjustable seat height (785 to 810 mm) thanks to a practical set of wedges. However, the older ones will opt for a high saddle, raising these values by 20 mm. Conversely, another option makes it possible to reduce it by as much…. enough to adjust to all body types.
Its handlebars raised and slightly brought back towards the pilot also makes the position more pleasant than before, less tilted forward, more natural. Discreet, almost austere, but massive, granite saddles and upper tee all the same seem a little sad.
All this will not mask other concerns. Let’s be frank, I find many sticking points, relating to the general ergonomics of the Monster 821. Some without real consequences, others much more painful. We start with the major fault: the massive plates supporting the pilot and passenger footrests. Pretty foundry pieces, of course, their outgrowths devolved on the accompanying person prevent them from placing their boots naturally. We do not know what posture to adopt. A little higher, it’s the turn of the knees to grip…. the frame bars. Not very nice. Finally, we regret the positioning of the buttons on the left commodo. Too tight, their handling is not easy and the horn is sometimes activated inadvertently by controlling the on-board computer.
The latter gathers a lot of information on the digital screen serving as a dashboard. A large bar tachometer at the top, below which are displayed the tachometer, ABS (3 levels and deactivated) and DTC (anti-slip, 8 levels and deactivated) adjustment value and engine temperature. In addition, in two two separate frames, we scroll, on the left, odometer, two partials, journey time, clock and on the right, outside temperature, average and instantaneous consumption and average speed. Despite all this, we despair of a committed report witness.
The turn signal button, in addition to a warning function by pressing on the left for 3 seconds, also makes it possible to select, in its middle, one of the three driving modes. This questionable postulate leads to an appropriate solution, because validating requires pressing 3 (long) seconds…. and throttle cut. Hardly practical, but the small difference in behavior reduces the discomfort. "Sport" offers 112 hp, released very dynamically (immediate reaction to the handle). "Touring" delivers as much energy, but more gradually. Finally, "Urban" reduces the power to 75 hp and a behavior (barely) less temperamental than the other two. The level of intervention of ABS and DTC also vary depending on the mode selected. And of course, you can customize this setting. We will appreciate the excellent contrast of the screen, readable on any occasion. Finally, the profiled metal brackets of the mirrors add an extra touch of elegance..
In the city
The voice of the Monster 821 grabs your eardrums as soon as its twin is switched on. Full and hoarse, the sound signature is immediately recognizable. Just like the sounds of desmodromic mechanics. This rumbling accompanies each evolution and growls silently during go-arounds. Like the Jericho trumpets, the exhaust seems designed to bring down the city walls. Difficult to stay calm on board. And even on the smallest downshifts, the Italian crackles, snores…. a real joy. The Transalpine also rises quickly in temperature, heating the right leg by its collectors.
Comfortable above 2,000 laps on the intermediates, the Bolognese twin cylinder shows a certain flexibility and is pleasant in urban use. However, its liveliness can make it a bit abrupt if you aren’t careful. In Sport mode, in particular, where the machine can jerk a few times. Adjusted to Urban, the acceleration is a little less strong, but only slightly affects the vigor of the engine as the torque remains sensitive. You can’t tame a monster with such a weak bridle …. !
Bright and easy, compact, it takes advantage of its small footprint and its balance to make the city a playground. However, its volcanic character does not relish the narrow constraints of the urban network. Piaffe at each tricolor and other unexpected stops, the 821 requires more space to release its ardor.
Motorway and expressways
Without any inertia, or dead time, the Italian boiler rushes towards the horizon, in a hypnotic rumble. Universal traction, in a way, takes the crew to high speeds, in no time at all. But devoid of any aerodynamic protection, the pilot really barely exceeds 190 km / h, hanging on the right hanger. The more daring will flirt with the 220 km / h.
Looking more legal, the Ducat ‘purrs at 5,500 rpm, almost agreeing to the possibility of a long journey. The mirrors scramble quickly, but the vibrations on board are reduced and do not affect comfort in any way. However, as the beast is not a road, no need to linger in these places.
Departmental
The rough character of the Italian goes wonderfully with the meanders of the secondary network. Both in large curves and in the tight ferrule, the Monster 821 flaunts its sporty mechanics. In the appropriate mode, the midsize roadster is formidable in efficiency, relaunching the crew with fury at the exit of a curve. And for good reason, the twin delivers more than 85% of its power at 5500 rpm, mistreating the rear gommard with delight. And as the DTC is discreet in use, we do not hesitate to participate in the torture of the tire. Especially since its ribs of 180/60 participate in the agility of the Monster. The grip of the envelopes also pushes to shamelessness. Therefore, why deprive?
Underlined by cavernous belching, the evolutions then turned into a one bike show where the Italian worked wonders. Projected from turn to turn, we seek the limits of the machine, swaying easily around the Monster. In sporty driving, the 821 is more obvious than the 1200, easier to take along. In addition, in France, the performances are very close, clamping obliges…. In the winding, the "small" will have the advantage boosted by its block devoid of inertia.
However, the fork of the 821 then admits its limits, sinking under the powerful decelerations provided by its high-end calipers. Biting from the attack of the pads, the braking still retains an honest progressiveness. The rear is relieved under the blows of the front clamps, sometimes leading to the implementation of ABS on the rear element.
Imperial on good surface, handling becomes more blurred when the asphalt deteriorates. On the angle, the Monster lacks rigor, betrayed by a too little braked front end and a slightly slow shock absorber, requiring more attention to the handlebars. Returning to a slower pace and in Touring mode, the roadster regains its driving qualities, letting its driver taste the road and the mechanical life of its sparkling mount. It excels in this exercise, offering appreciable comfort.
Part-cycle
True to its genetics, the Monster 821 optimizes, like the 1200, the original architecture, with a compact trellis frame, carrier engine, oversized swingarm. Balanced, agile, we regret all the more its lack of rigor in committed piloting. A slight defect that the Italian compensates for by a good general homogeneity.
Braking
Powerful, enduring, progressive, the latest generation front calipers deliver excellent braking. And all the more appreciable that the ABS takes care of any excess of zeal. The front axle barely freezes on the angle when the lever is taken and the rear element, discreet and lacking in consistency, however fulfills its role well..
Comfort / Duo
Its new driving geometry, combined with relatively flexible suspensions and a pleasant saddle, make the Monster a pleasant companion. Admittedly, it remains a naked roadster, but fans of the genre will be able to travel far and long without suffering from anything other than aerodynamic pressure..
The accompanying person will find correct support with the short passenger handles. Pleasant, they are however placed a little too close to the center of gravity of the passenger, due to a very short rear loop, limiting the stability during acceleration. Of course, the practicalities are with absent subscribers, which is almost one of the qualities of this model for its fans..
Consumption
In view of its displacement and its performance, the Monster 821 is quite sober, with barely more than 6 liters per 100 km traveled at a varied pace. We can easily lower this figure … or increase it if we do not know how to resist the requests (even injunctions) of the Italian to increase the pace. The 13 liters (excluding large reserve) of its tank therefore gives it good autonomy.
Conclusion
As discreet in its dress as it is exuberant in its character, the Ducati Monster 821 displays a different personality from its big sister. Easier, as impertinent and efficient, it will appeal to bikers looking for a machine that is pleasant on a daily basis, but also aggressive at will. Its impressive sound and ultra-lively mechanics, coupled with a remarkable range of electronic assistances in this range, make the 821 a "reasoned passion" choice. Performance, but also safety…. and a price barely higher than the, now old, Monter 796 (9,650 €). Asking € 10,260 in the Dark version, the novelty is also € 500 less expensive than the standard version (white or red). And at 3,230 € less than the 1200 model. Nevertheless, an adjustable fork would benefit him..
Especially since the competition is asserting itself in this dynamic upper midsize segment. On the Japanese side, Yamaha unsheathed its MT-09 ABS at 8,499 €. Detonating engine performance and placed price, the tuning fork machine features an adjustable fork, but less electronics. At Kawasaki, the Z800 ABS at 8.999 also looks after its front axle. But not his electronics…. Finally, we will also oppose the MV Agusta Brutale 800 EAS, asking € 10,990 and EAS ABS for € 11,680). Superbly designed and very efficient, the beauty of Varese is however more exclusive on a daily basis than the Bolognese. And more expensive for equal equipment.
Faced with these rivals, the Ducati Monster 821 capitalizes on its character, its finish and its iconic style. Now at the cutting edge of technology thanks to the Safety Pack, the dark roadster will light up each of your travels with its legendary aura.
Strong points
- Aesthetic
- Engine character and availability
- Intoxicating sound
- Electronic assistance
- Comfort and convenience
Weak points
- Massive footrest plates
- Non-adjustable suspensions
- No gear indicator engaged
Ducati Monster 821 Dark technical sheet
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