2012 Ducati Monster 1100 EVO First Ride — Motorcycle USA

4 Мар 2015 | Author: | Комментарии к записи 2012 Ducati Monster 1100 EVO First Ride — Motorcycle USA отключены

2012 Ducati Monster EVO First Ride

MotoUSA Ducati’s new Monster 1100EVO on the of Southern California in the 2012 Monster 1100 EVO — Ride Video .

The first I laid my eyes on a Ducati I was still in high school and fell in love with the down, no-nonsense design. The trellis frame and stubby resonated with me as the bike was cool because there so many who didn’t think it Nineteen years later and is still producing the now iconic so I wasn’t the only one who thought it was

The latest version of the Monster is the EVO, and I finally get to throw a leg my favorite Ducati I never

The EVO treatment consists of upgraded and higher performance. The Monster EVO the first Desmodue twin-valve with a claimed triple-digit output thanks to revised heads with reworked tracts, more valve (4% for the intake and 5% for the exhaust) and a bumped up ratio of 11.3 from to 1. Soon after we got the 1100 in our we rolled it up on the MotoUSA Dynojet where it pumped out 86.69 and 65.93 lb-ft of torque. Not the claimed 100 from Ducati, but an impressive showing for an air-cooled, Twin.

On the mean streets of Irvine the output is robust but not really especially after stepping off any or even a supersport. The punch the Monster 1100 EVO comes on low and builds quickly before off abruptly just north of rpm. More than a few

were foiled by this aggressive throttle cut. up on the rev-limiter was a common occurrence I learned to short-shift the Ducati.

The curve on the 1100 EVO is fairly before it peaks at 5900 rpm and you can every pulse through the tall gearbox. On the freeway in top the engine lugs along at 4000 rpm, which too much vibration to the handlebars, and footpegs. Going down a couple teeth on the rear would smooth the highway considerably.

Working around the tall in the curves is as easy as riding in a lower than usual. a balancing act, however, as you have around a 4000 rpm to play with. After I my left foot and right to play in that narrow the EVO and I were fast friends around Southern California.

A adjustable 43mm Marzocchi fork is matched with a rear shock with and rebound adjustability to keep the EVO in contact with the road. The is supple in the city, dealing potholes and rain gutters On the freeway the ride is comfortable on the bumpiest stretch of the I-5, and on the curves the suspension is settled and than the red paint on the Ducati’s

Steering on the 1100 EVO is light and with a 64-degree total angle that gives it an dirtbike-ish feel. Popping in and out of and negotiating the tightest of city is a breeze on the Monster, and that is it’s really at home. doing duty in the curves, is crisp and effortless. Just anyone would feel a seasoned pro on the Ducati. It’s not you’re going that but it feels like it.

Every and correction is met with a precise

The Monster 1100 EVO’s cornering prowess has a trade off on the however, as on the freeway the front end is and borderline nervous. A constant comes from the bars as the tire follows rain and seams, and any gust of wind or from a nearby tractor-trailer the shimmy even worse. condition is frustrating, but you’ll all about it the minute you reach favorite winding road.

A steering stabilizer would be a have if you were planning on the Monster on the freeway frequently.

a shame that the long riding is compromised by the flighty because the cockpit would for extended stints. The handlebars been raised 20mm for a neutral upright seating that negates a

The Duc features a tall gearbox that some getting use to.

considerable of strain on the back and nether Combined with a comfortable to the footpegs, the rider compartment is on these old-bones.

The Monster’s now standard safety incorporates a version of Ducati’s DTC control system and ABS brakes. the 1198 superbike has eight of traction control, the Monster EVO has just four. But in reality it is all it as half the horsepower will loose the Pirelli Diablo II rear tire. Unless you are in the or on a seriously dusty road, the amount of babysitting from one is all that is needed.

Anything that and the traction control in too early and too abruptly.

Pulling the down from speed is a joy and the ABS is not too intrusive. The four-piston Brembo gripping the 320mm front have a solid bite and feel. The rear is a little vague, but above par as expected Brembo.

After admiring the Monster for two decades my first ride on the Monster 1100 EVO met my expectations in about every area. each redesign the Monster cooler than the last, and the part is that it doesn’t a dime more at $11,995. As an bike that can shred when the mood strikes, the is a Ducati you can live with day.

That is as long as you away from the freeway.

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