The
Monster line-up has been a huge sales success for Ducati spanning over 15 years.
The stripped down machine allowed a legion of new customers to enjoy ‘The Ducati Experience’ through competitively priced entry level models right through to highly specified versions with almost Superbike levels of engine and suspension performance. (Click Here for a quick rundown on the lineage of the Monster)
In a somewhat brave move Ducati has now consolidated the eclectic Monster line-up into only three models. All of which are new.
Gone are the range topping four-valve Monsters. That void now filled by an all new model dubbed the Streetfighter.
The M696, M1100 and M1100S form the three pronged Monster attack for 2009. All are powered by air-cooled engines with two valves per cylinder and with the emphasis clearly placed on the ‘light is right’ philosophy.
The new patriarch of the Monster family is the 1100S and we recently put the 168kg light and 1078cc might of the new beast to the test across some of Sydney’s infamous motorcycling roads.
In this day and age 95 horsepower doesn’t sound all that muscular or impressive. The Japanese produce 600cc sportsbikes, around half the capacity of the Ducati, but still with more outright horsepower. What those bikes don’t produce however is a bulging muscular range of useable torque that drives hard from as low as 2000rpm.
Only a few years ago twin-cylinder Ducati engines would shake and shudder if asked to take a lot of throttle from under 4000rpm. But Ducati have used the precise metering available through fuel injection to overcome those deficiencies inherent in the layout to make that prodigious bottom end torque useable without your fillings being rattled out of your teeth and the chain threatening to jump off the sprockets.
The result is that always fabled bottom end grunt is now actually a real world reality. Lean back a little, crack the throttle in first gear and the front wheel will start rising, almost lazily, from around 2500rpm.
The Monster 1100S is fitted with very tall gearing so it’s a good job that the engine is well behaved at low rpm. 100 km/h equates to little more than 3000rpm but the engine does not complain when asked to overtake from that speed and revs smoothly right through to a rev-limiter that cuts the fun around 8500rpm. That limiter makes the last third of the 12,000rpm tachometer redundant.
Ducati Monster 1100 Review
The only tiny hiccup I could fault in the injection system was a difficulty in maintaining a constant throttle on long bends where sometimes the 45mm throttle bodies would stutter back through the air-box ever so slightly. I am being pretty picky here but I did find it annoying. Perhaps the optional pipes with their matched ECU might get rid of it?
Normally I would suggest shortening the final drive ratio on such a tall geared bike but in this case I am not so sure that measure would result in an improved ride. Maintaining smooth drive throughout a long series of turns could be rendered more problematic by such a move so I would probably leave well enough alone. The motor certainly has the grunt to pull the gearing and the low rev limit might prove painful with a shorter final drive. So while tall, perhaps Ducati have got the gearing right after all.
That gearing should help with economy figures on the highway haul but unfortunately we never got to put the range of the 15 litre tank to the test. Ducati personnel fuelled the machines from drums while we were fed and watered between riding stints. With the mercury registering 100 degrees Fahrenheit I wasn’t going to argue the point…
While ergonomically the Monster 1100S fitted me quite nicely I am not sure it would make a great long distance proposition. The cut and thrust of the city and scratching in the hills would certainly prove the happiest hunting ground for the Monster and in this role the bike will excel.
A quick look around the Monster 1100S reveals a swag of names that border on pornographic to the motorcyclist. Ohlins, Brembo and Marchesini are some of the names dropped but of course it takes more than brand names bolted to a frame to realise a competent package.
During our brief stint on the bike little opportunity arose to fiddle with the almost incalculable range of suspension adjustments. I am sure that the ingredients are there to formulate the ideal recipe. On standard settings the suspension proved reasonably compliant but it wasn’t as jump on and go perfect as I found Honda’s CB1000R.
Adjustable levers actuate Brembo master cylinders on both the brake and clutch. The former of those proved quite progressive with a firm squeeze required for sustained maximum braking power.
Much to my surprise the dry clutch proved amicable in a sweltering Sydney peak hour in what would have had many earlier versions grinding, grabbing and making life downright uncomfortable.
A generous turning circle, competent switchgear and reasonable mirrors help to make life easy in traffic. Ducati Monster 1100 Review
At $21,995 the Monster 1100S isn’t cheap but it does offer high quality components throughout and one of the best twin-cylinder engines ever produced. A slightly lower specification model is also available for $18,495. But of course when buying either you have to factor in the cost of a set of Termi pipes which will probably set you back another three grand.
At least with Ducati’s service intervals now pushed out to 12,000km, and the two-valve engine of course being cheaper to maintain than the four-valve donks, the service costs of a Ducati are now a fraction of what they once were. This certainly helps make long term Ducati ownership a much more affordable proposition than before.
- Model – Ducati Monster 1100
- Engine – 1078cc, air cooled, L-Twin
- Bore x Stroke – 98 x 71.5mm
- Compression Ratio – 10.7:1
- Induction – Siemens EFI, 45mm throttle bodies
- Claimed Power – 70kW (95hp) @ 7500rpm
- Claimed Torque – 10.5kgm (76lb-ft) @ 6000rpm
- Transmission – Six speed, chain drive
- Seat Height – 810mm
- Dry Weight – 168kg
- L x H – 2121 x 1149mm
- Wheelbase – 1450mm
- Front Suspension – 43mm Showa forks, fully adjustable, Ohlins on S model
- Rear Suspension – Sachs shock, fully adjustable, Ohlins on S model
- Brakes – 330mm dual discs, four-piston calipers (F), 245m disc (R)
- Tyres – 120/70-17 (F), 180/55-17 (R)
- Fuel Capacity – 15 litres
- Average Consumption on test – 7 litres per 100km
- Range – 235km
- Warranty – Two years
- Price – $21,995 ($18,495 for standard M1100)
Ducati Monster 1100 Review
