Table of contents
- Premiere: Ducati Monster 1100 multiple personality
- multiple personality
- Equipment and technical data
- S version
This replica of the world championship superbike with which Troy Bayliss won his third title in this series in 2008 is limited to 500 pieces – all for Ducati.
Not exactly “like one egg to another” the race bike and street version are the same. But the technical and optical relationship cannot be overlooked.
Union Jack AND stars? Well … Mr. Bayliss is Australian. And that’s where he retires with his three world championship titles, cares for the soul and drives V8 touring cars for fun.
With the 1198S, the Superbike series gets more displacement and thus more power: 170 hp have been announced – with a dry weight of 171 kg.
The variants differ from one another in the usual Ducati design as follows: The standard version has Showa suspension elements…
The S upgrade carbon parts and an Ohlins chassis. Of course, it is also more expensive.
No, this is not a stripped down one “Dark”-Version, but a black lacquered 1198S.
The shade “Pearl white” is currently in great demand at Ducati, so it will soon be available on the 1198 as well.
And then there is … the Streetfighter, of whom it is not yet clear what his real name will be. 155 Testastretta PS, tubular space frames and brute force in every pore – if you have something to complain about, you should drive golf. Or play.
As usual: Standard model with Showa…
…S version with Ohlins on both sides and carbon hoodies. Which product manager actually ordered the pillion seat??
2-in-2, double pipe on the right. You still know about S2R / S4R / S4Rs monsters, but on the Streetfighter it fits into the image of the strong appearance. The word for “subtle look” doesn’t even exist in Italian.
One last look, then go ahead and hole up the dealer: When will it come, how much does it cost – and would he perhaps take a Z 750 S in payment?
Premiere: Ducati Monster 1100
Premiere: Ducati Monster 1100
It should carry the spirit of the well-balanced S2R 1000 into the new series and at the same time, as the top model, fill the gap left by the nasty Testastretta-Nakeds S4R and S4Rs. A lot to do for the new Monster 1100.
the Monster 1100 Like the 696, it leaves the path of the pure tubular space frame theory and carries a hybrid of tubular steel welding and the art of saving cast aluminum. The heart of the vehicle has proven itself for a long time: The air-cooled Desmo-V2 with an overhead camshaft and two valves per cylinder, now 1078 cm3 in size, has 95 hp and 103 Nm in the Monster. It has lost nothing of its suppleness, just over 2000 rpm it comes to life, roars and pushes the load forward. Even if he was given the command? Go around ?? lazing around in the basement, he willingly shakes himself up a few steps and is eager to accelerate. The speed-compatible gear ratio and the almost sensational dry weight help him: Without the battery and operating fluids, the Monster 1100 should only weigh 169 kilograms. At 8000 rpm, the shift light suggests that the gearbox, which is operating in a defined manner, calls for the next gear. One likes to follow this, because between 3500 and almost 7500 rpm is constantly over 90 Nm according to Ducati measurements; So no need for speed orgies.
In terms of ergonomics, the 696 and 1100 are similar; The seat and handlebars of the big ones are 10 mm closer, the handlebar is butted, and due to different wheel guides ?? behind a single-sided swing arm ?? with longer spring travel, the ensemble stands about 40 millimeters higher above the ground. It is still a typical monster sitting: the legs tightly angled, the arms wide and the upper body aligned with the front wheel. This is more moderate than it was 2 years ago, but by no means casual. The Monster is not a paragon of agility, but drives predictably and neutrally with moderate use of force? as long as you don’t force them into the corner on the brakes or, cardinal error, try the front brembos in an inclined position. Motto: If you want to brake, you should drive straight ahead; this, too, is a way of cultivating the joy of sharpening bends that comes quickly with the Bridgestone BT 016. The moderate, sporty attitude of the 1100s is clearly noticeable in the coordination of the spring elements: In quality asphalt, the load latches into a guardrail and wags steadily through town and country. Manhole covers, frost cracks and similar spoilers are only cautiously filtered by the chassis and pass on their impulses to the driver. The brake looks highly toxic from the armature to the saddle, but turns out to be a friendly stoppie partner without inciting excessive fear of a slipping front rubber.
Equipment and technical data
Monstrously strong and evil, but not rampant.
“You can’t see it while driving” is probably the best that can be said about the fully digital display. Well, it’s still fairly legible; has the clocks Ducati Sacrificed on the altar of the red pen. The on-board computer is even able to log lap times, throttle position and speeds. However, if you want to see this data, you have to buy special software from Ducati. Will the gentlemen from the blue light milieu equip themselves with it soon? Fortunately, you can turn off the log function. There is more background electronics under the seat: a servomotor for exhaust flaps. Of course, they should first and foremost optimize performance; The manufacturer does everything in its power to keep quiet about its noise-dampening role in homologation. The 1100 series comes with a cover for the pillion seat. This is consistent, because firstly it looks so elegant, secondly, the rear seat is probably seldom occupied: Whoever sits there, apart from the driver, only has two recesses under the seat as a means of holding? and the hands in the immediate vicinity of the end pots. (Do they still remind anyone of Shrek’s ears?) Unfortunately, the extensive Ducati range of accessories does not bring the single-seater idea to an end: there is (yet) no single-seater replacement part for the footrest system with the distinctive pillion arm. That leaves only the Flex and the free accessory market. The Monster 1100 is what it wants to be: a crisp, largely uncomplicated country roadster. The Ducati Accessories catalog helps to remedy weaknesses in the aesthetics.
Sister S will soon be 2000 euros more expensive, equipped with Ohlins spring elements and a little lighter at the dealer.
Even before the standard Monster, their will be 2000 euros more expensive
S sister stand at the dealers. As you know from Ducati, it comes with Ohlins spring elements at the front and rear (standard: Showa / Sachs) and various carbon parts, for example fenders and timing belt covers. Its wheels have a magnesium look, but like those of the standard monsters, they are cast from aluminum. The engine, gearbox and final ratio are also identical. The 1100S is said to be 1 kg lighter than the standard 1100s.
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