2014 Ducati Monster 1200 S Test Ride

2014 Ducati Monster 1200 S Test Ride

On-Sale Date: April 2014

Base Price: $13,495 to $15,995

Competitors: Aprilia Tuono V4 R APRC ABS, Kawasaki Z1000, Triumph Speed Triple R

Powertrains: 1198-cc L-twin, 135-145 hp, 87-92 lb-ft; six-speed manual; RWD

EPA Fuel Economy (city/hwy, mfr. est.): N/A

Ducati's Monster has been roaming the road for two decades, but the naked Italian bike wasn't always as menacing as its name might suggest. While early variants linked the fairing-free, exposed-frame design to its super-bike siblings, the second-gen model sported a lighter body and a milder 100-hp engine. That was Ducati's most powerful air-cooled twin to date, but still a mellow mill compared to its fully faired counterparts.

The all-new, third-gen model does not seem dramatically different at first glance, but the upgraded bike boasts an extensive series of upgrades. Most notably, the air-cooled engine has been switched to a large, liquid-cooled 1198-cc twin derived from the same powerplant found in Ducati's Diavel and Multistrada. Output eclipses the outgoing 1100 EVO model by a wheelie-popping 35 hp (or 45 hp with the S model). Weight gain is incremental—in this case, a climb of 28 pounds to 461 pounds, total. That lends this two-wheeled creature a fearsome power-to-weight ratio.



But the new Monster has a softer side found in ergonomic improvements such as the grips, which are now closer to the rider, and a bigger, thicker-foamed saddle. Yet there is no shortage of go-fast bits, including big Brembo monoblocs (which, in the S model are almost identical to the ones you'll find on the Panigale super bike).

While electronic management systems are nothing new in the motorcycle realm, Ducati was among the first to orchestrate different parameters through a cohesive, rider-selectable menu. The Monster's MotoGP-style LCD panel manages the bike's electronics interface, enabling three ride modes: Sport, Touring, and Urban. The settings manage engine output, throttle response, brake threshold, and an eight-way traction-control system. Digging deeper into the menus when the bike is stationary enables more customization within each mode.

Although it boasts the visual swagger of a Sicilian prizefighter (and a boisterous exhaust note that puts most of its polite Japanese counterparts to shame), the Monster launches off the line with virtually none of the low-end driveline chatter of its predecessor. The power lays on thick and heavy like a spicy ragout on penne, yet steering is light and accurate, making it easy to place the front wheel for cornering. Stopping power seems to come from an endless well, but without the harsh initial bite we experienced on the Panigale model (thanks goes to a less aggressive master cylinder). Toss the Monster into a curve, and the chassis—which is nearly 100 percent stiffer than the previous bike's—obeys with alacrity.



The 1200 S model we wrestled on the West African island of Tenerife (which, at 12,198 feet, is the highest peak in the Spanish kingdom) wore a trick Öhlins suspension and larger brakes, both upgrades from the base model. Switching through each of the riding modes felt markedly different, with Urban exhibiting the sort of mild tractability you'd expect from a starter bike. Conversely, Sport delivers edgy responsiveness. We found Touring best suited to our high-speed, technical riding exploits, as it offered the full 145 hp but delivered them with a smoother throttle response, making our two-wheeled expedition turn the road into a constantly unraveling bow on top of a giant, joyful present.

By the bottom of the mountain at the end of the day, the Monster felt like anything but. Although power was copious when called upon, its longer wheelbase and comfortable perch raised our confidence and gave us a commanding cockpit from which we could attack the road. It's rare that a motorcycle can play the roles of Jekyll and Hyde so completely, but in this case the Monster's menacing moniker only tells half the story.