2012 Ducati Monster 1100 Evo — Motorcycle…

4 Мар 2015 | Author: | Комментарии к записи 2012 Ducati Monster 1100 Evo — Motorcycle… отключены
Ducati 1100 Racing
Ducati 1100 Racing

2012 Ducati Monster Evo

Just over a year in the go-go-boot hip-hop sensory of Milan’s humongous EICMA show, Ducati showed a updated Monster off to the press, a that was maybe a bit overshadowed by the 848 EVO and Diavel. But the new Monster deserves look.

It’s the first Monster to make 100 claimed at the crank—not bad, when you the six-figure NCR Leggera (which I got to last year) only 30 percent more power. thanks to re-worked heads, and pistons in the Evo, and the cooling has improved to bump reliability. The dual exhausts are new, as is the of the Ducati Safety Pack, includes ABS and Ducati Traction

To make it even more the clutch is now bathed in oil (“Sacrilege!” the Ducati faithful in their rooms. As for us, we really don’t get the of the dry clutch, although it does cool at stoplights) and equipped a servo mechanism to reduce effort.

The chassis is much the there’s a bit less of it. Ducati’s managed to shave four off the bike, getting it down to a 373-pound tank-empty weight publications report air-cooled weigh in at about 50 pounds than the claimed dry weight a full tank). The standard ABS back four pounds, really means you get the ABS at no weight

The 43mm fully adjustable is now Marzocchi instead of Showa. The calipers are still the cast sadly, instead of the monobloc units the 848 EVO sports. Rake the same at 24 degrees, as does the wheel base. The ABS takes up a bit of tank troom, leaving enough room for 3.6 gallons.

But best of all, pricing stays the same at $11,995.

But all Ducatis, the Monster is more a sum of its spec sheet. Thanks to the and indulgent Samson at Munroe in San Francisco, we got to spend some seat time with the new Here’s what we thought.

Lapp (6’2”, 245 pounds, 46 old): Monster (s)Mash

I was so to throw a leg over the Monster, I get any quality time with the manual to familiarize myself the ample and generally well-working package. So I left the traction on in the least intrusive setting for my ride. New bikes are—love it or it—very dependent on electronics, and I see that changing any time we had better get used to the idea our vehicles are controlled by more power than Apollo 13.

My impression was that the ergonomics are humane compared to a sport The bars are a moderate bend, and the is reasonable. The seat is firm, but

I didn’t notice any “hot in the saddle or rub points that become uncomfortable on a long While the levers and pedals on the bike were out of whack for me, it was that they could be in a wide range of motion to nearly any size rider.

it up requires a brief wait the computer does a self-check. It instantly and settles into a ragged idle. The shifter has a short throw, and clicks through the gear box. I did a couple of unauthorized neutrals, but I that with properly-adjusted this would be a non-issue.

The other gearing quirk is 6th gear is so tall, it’s much useless unless you are in excess of most speed

The motor is awesome. It makes noises, and is very responsive and The fueling, once underway, is nice without any latency or and even over bumpy there was no tendency to ‘whiskey Only a few years ago, this much power out of an motor would have full-on race tuning, in a thoroughly uncivilized motor.

The injection and ignition timing make this high of tune not only possible, but

The suspension is quite nice as the high-end, fully adjustable are firm but quite well-damped being excessively harsh bumps. The spring rate and are well matched front and Combined with the Pirelli Rosso Corsa tires, I the handling to be extremely predictable and It holds a line very but squirms a bit if you touch reflectors on the line.

I’ll admit to not it terribly hard on my test my willingness to risk balling it up is proportional to the MSRP.

Oh, and let us not forget it’s a gorgeous bike in a way only the Italians do. I don’t see as a do-everything bike—I wouldn’t use it to to say, Alaska—but for 85 percent of the I do, it would be ideal. The torquey would be a hoot in the city.

The light chassis is great for sharing. The outstanding handling be a pleasure on the Sunday Morning

Now, I just wish my weren’t $200,000 upside with my credit swirling the

Gabe Ets-Hokin (5’6.999”, 160 42 years old): Monster?

Oooo, I do love me some improbable products that only come from products that have left Borgo Panigale in a finished state. Sure, rideable as is, but who leaves them as is? just starts building bike before it gets to the dealer for you to pick up, and no wonder—if you for the company to actually finish it, you would probably never delivery.

As it is, you just take it home so you can the job.

If you (not unreasonably) like you should get a completely no-warts motorcycle for your you may not be a Ducati person. You may not understand the You may not like this Monster

I can’t blame you.

For the of us, though, the Monster’s rough are its charm. Like all Monsters, the position is comfortable, but sort of unless your arms are than your legs that Alan liked Fueling is okay, especially the bike is WFO, but is surge-y at cruising speeds.

The suspension is, of set up too stiff, and build quality is if you’re used to Ducatis, but result in a Honda QC inspector sent to repair shut-off in Fukushima if that kind of fit and rolled out of the Kumamoto plant. In an era even inexpensive Chinese-made are universally expected to possess a of bland perfection, the fact you can own something handmade—and slightly comforting, reminding me that we live in a world where not everything is made by desperate Yet.

Let me give you some impressions, lest you think I’m a apologetic shill. On a twisty this little bike is all you and it works well. The motor’s and throttle response make it for a less-experienced rider to go fast, or an rider to go fast without as hard as usual. It’s light and nimble, but its compactness it feel sharp and aggressive.

Ducati 1100 Racing

The motor is everything a sporting should be, with good power from three or thousand rpm until you shift or the explodes. For an air-cooled Twin, it …, and more importantly, like it’s going than it is, important when talking power-to-weight ratios you’d have to use a time set for 1992 to impress middleweight riders with.

The electronics did properly designed electronics do—work properly and only needed. The traction control interrupt my riding, and the ABS system, activated, felt as seamless as a ABS system could. The brakes a little weak and mushy to the monobloc calipers, but you expected right?

So yes, this is flawed, as are we all. The seat is the engine surges and flames out the turning radius is wider an ‘urban’ bike’s should be, and the is noticeably buzzy at certain Oh, and seeing your low-fuel come on at under 100 miles is on a bike this fun to ride.

aftermarket fixes to almost all problems are out there.

And that’s evil genius—giving the right a bike he or she needs to improve make that consumer to your bike—and to your once that bike is to the rider.  Don’t believe me? the Ducati T-shirts the next you’re at your local

I’m guessing the number will in second only to another of air-cooled, two-valve Twins. You may to ride more than your bike, and prefer perfect for your needs off the showroom floor. I hate is more certain to cause me to get rid of a in a relatively short time.

I think this is the best Monster yet, and although not perfect— because it’s not consider getting one.

Lewis (6’3”, 210 pounds, 45 old, very grouchy): Meh…

The success of the is a strange phenomena. Ducati’s best-selling one that has at times accounted for than 2/3rds of the company’s sales, is not a motorcycle that was planned out and designed, component by but was built on a budget out of the parts with an 851 Superbike frame, a front end, and a 900SS (the same basic design it has used since its inception in 1992). The bike has over the years with engine sizes and refinements, but is, at its still not that far from its roots.

Despite the latest of Monsters being purpose-built and not an of different bits, I found the rather a chore to ride. It you should be able to ride it like a hooligan bike, but it you if you do, quickly tiring the upper Let up a little on it and it complains less, as do the wrists and shoulders.

Because of its weight and modern suspension the bike gets down the fairly quickly, but it is not comfortable, and 45 minutes the seat is reminiscent of a torture device (why Europe produce a seat for a human rear end?). My fared no better, giving the zero stars and a raspberry. She complained of the footpegs being so far that the seating position her of squatting over a hole in a country.

This is a modern, lb 1100cc bike, but it only 100 hp and feels rough and Below 2500 rpm it chunks and then starts picking up until, before you know it, you are off the 8500-rpm rev limiter. Let off on the throttle and a burble comes barking out of the it or hate it’ oversized side-mount The motor has the feel of a vintage from a basic design more than 20 years

Yes, it goes, but there is smooth or modern about it.

The control system, while a safety feature, seemed invasive than necessary, choking power delivery the rider even thinks getting a holeshot, and you can forget lofting the front wheel. I up being much happier it turned off. The ABS, seemed to work well and rear, engaging when it was to with minimal pulsing.

The controls are well laid but the digital display could be a lot thought out. The tach up the bulk of the display, and for some reason the speed is displayed in small numbers at the lowest on the unit.  Not exactly conducive for mph monitoring.

They do have the sound and feel that’s and purely Ducati. That’s for tens of thousands of Ducati and gals all over the world; not enough for me.

Ducati 1100 Racing
Ducati 1100 Racing

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