2009 Ducati Monster 1100 Review –

10 Jan 2015 | Author: | Comments Off on 2009 Ducati Monster 1100 Review –
Ducati Monster 1100 S
Ducati Monster 1100 S

A real motorcycle


And what roads they were! The French Mediterranean is one of the most spectacular seaside areas in the world and, more to the point, has some truly stunning roadways that fall and climb alongside the bluer-than-blue water. With rarely an opportunity to get beyond fourth gear, Ducati’s newest Monster was perfectly in its element.

It’s not an easy task to be stylishly hip with ritzy locales such as Cannes and Nice nearby, but the Monster 1100 is up to job. It’s a minimalist design with a clean and tidy engine section; ancillary wiring and hoses are thankfully well hidden. The bike’s flat-silver paint is classy and tasteful, with the overall look punched up by the bold red frame rails. (The bike’s also available in red with a red frame or black with a black frame.)

The 1100 shares numerous styling elements with the Monster 696 launched five months ago in Barcelona, with its Desmosedici-derived shorty trellis frame sandwiching the injected V-Twin between a die-cast aluminum subframe. The 1100 also shares the split (and replaceable) fuel tank covers and electronic instrument panel with the 696. Setting it apart is an aluminum single-sided swingarm, different wheels and bigger tires (a 120/70-17 front instead of the 696’s 120/60; and a 180/55-17 rear rather than a 160/60).

The new 1100 has the same engine architecture as used in the Multistrada and Hypermotard, displacing 1078cc. What’s different is the Monster 1100’s crankcases are made from the Vacural (vacuum die-cast) method employed on the 848, making them about 6.5 lbs lighter than the outgoing S2R’s.

A new ECU controls the engine’s brains, including a lambda sensor for each cylinder to ensure optimum fueling and an exhaust valve that alters backpressure for best response at all rpm. Siemens 45mm throttle bodies replace the Marelli mixers on the S2R. A new oil cooler helps shed heat.

With an extra 86cc and a boost in compression, the 1100’s mill gets a bump of 6.5 ft-lbs of torque to 79.5 ft-lbs at the same 6000 rpm. Rated horsepower remains constant at 95, though it now arrives 500 revs sooner at 7500 rpm.

Ducati Monster 1100 S

The Monster 1100 fires up easily, now employing a stepper motor that automatically controls idle speeds. A tapered aluminum handlebar (rather than the 696’s steel item) reaches back further than the old S2R’s, providing a sporty but more comfortable riding position. There is nearly nothing visible to the rider except a peek of the tidy gauge pack that offers info such as oil and air temp, a lap timer and clock scrollable via a switch of the left handlebar.

At 31.9 inches, the 1100’s seat is 10mm higher than the 696, opening up the rider triangle to make it more appropriate for larger humans.

The amount of force requited to pull the adjustable clutch lever proves to be surprisingly light for a Duc, even though Bologna Boys have opted to use its traditional dry clutch (“because Ducatistis like it”) rather than the wet design of the 696. A dry clutch can be irritatingly grabby when engaged, but this one is fairly well behaved.

Only during high-rpm launches did I get a hint of grabbiness, but the Monster 1100’s grunty engine and short low gear requires only a whiff of revs to get underway smartly – just right for city riding (or trolling through Cannes, if you’re in the neighborhood!). Gearbox action isn’t as light as a Japanese bike, although my tester had just 400 miles on it and no shifts were missed.

Ducati Monster 1100 S
Ducati Monster 1100 S
Ducati Monster 1100 S
Ducati Monster 1100 S
Ducati Monster 1100 S
Ducati Monster 1100 S
Ducati Monster 1100 S
Ducati Monster 1100 S
Ducati Monster 1100 S

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