Ducati Monster 1100 EVO 2011 Review ~ Motorcycle News — Motorcycle Reviews…

10 Янв 2015 | Author: | Комментарии к записи Ducati Monster 1100 EVO 2011 Review ~ Motorcycle News — Motorcycle Reviews… отключены
Ducati Monster 1100 EVO

Ducati Monster 1100 EVO Review

The Monster 1100 is the bike in Ducati’s lineup to the EVO (Evoluzione Desmodue) up-spec With 246,483 Monsters since the model line’s debut, creating a model the 1100 EVO seems a good way to off the 18th year of Monster

The big-bore … Italian has been a favorite of the staff since it first appeared in as a replacement for the Monster S2R. The pulling power of the comparatively air-cooled two-valve engine and the excellent handling performance the chassis are key qualities we’re fond of in the biggest of the Monsters.

Now a revised engine, new exhaust, to ergos, reduced weight and the DTC (Ducati Traction Control) and ABS as there’s even more to about the biggest of the Monsters.


Where do you start to a motorcycle without re-engineering it to the of losing the original bike in the In Ducati’s estimation, a useful to the engine is step one.

to the air-cooled L-Twin include cylinder heads with intake ports, inlet gaining 5% more lift, and valve lift increased by 4%. oiling is improved for better head cooling, and revised shape bumps compression to from 10.7:1 on the previous Keeping the pistons spinning is a lighter-weight flywheel designed to the flywheel in Ducati’s supersport

An all-new 2-1-2 exhaust from under the Monster’s to the right side of the bike. the new exhaust bears more a passing resemblance to the Diavel’s according to Monster 1100 EVO Engineer Giuseppe Caprara, the are not the same.

What the Monster EVO does with the Diavel is its “race-like” clutch, which incidentally is not the as the APTC slipper clutch in the 696, 796 and Hypermotard 796.

also confirmed to me that chiefly the reworked cylinder that gives the Monster EVO a 5-hp gain over the model’s 95 hp at 7500 rpm (76 ft-lbs at rpm remains unchanged from the Monster 1100).

Considering we in a world where literbikes 200 hp at the crank, speed junkies may not get by a modest gain of 5 ponies. But is noteworthy is that this new figure allows the Monster EVO to lay claim to possessing the strongest engine Ducati has ever

Not bad for applying a few strokes of the computer to an oldie-but-a-goodie air-cooled Twin.

An fully adjustable 43mm fork replaces the Showa on the ’10 Monster 1100, and a Sachs with spring preload and damping adjustments keeps the in check. New, lighter-weight wheels wear updated Rosso II tires. Pirelli Manager Salvo Pennisi the Rosso front tire has grip for wet weather riding, the redesigned dual-compound rear has improved braking performance, grip at maximum lean and is wearing.

Without the previous undertail exhaust system to with, Ducati gave the new tailsection a cleaner appearance, and gave passenger and rider separate mounts where the 1100 employed a single, cast piece to which peg sets were connected. And in the of improved rider comfort the model’s handlebar risers are higher than last A 31.9-inch seat height is the as last year.

The Monster 1100 EVO has a rock-solid that enables a rider to full advantage of the bike’s lean angle.

Lastly, the 1100 EVO gets what calls the Safety Pack.

issue for this Monster is ABS and Traction Control (DTC). is the first Monster model to DTC. The DTC is somewhat tailored for bike since there are rider-selectable traction control rather than eight on other Ducati models with TC.

The fewer levels simply a matter of tuning the TC to the Monster’s 100 hp engine, whereas the TC levels make more on the 150-ish horsepower 1198. The Data Analyzer (DDA) – you utilize this feature to lap times at the racetrack – is also

The Monster 1100 EVO has a claimed of 373 pounds, compared to the 377 pounds on the 2010 Monster 1100 and 374 on the Monster 1100S.


Surface streets in the municipality of San la Punta, Sicily (an enclave of of the larger city of Catania of the of the same name on Sicily’s coast) are in about as good a as you should expect of such an part of the world. Pavement on the winding streets is in decent but there are nevertheless lots of cracked and patched sections of the

It was while darting through tiny corridors, like a rat the local Don, that I started to appreciate how well the stout new Marzocchi fork and shock gobbled up the broken and concrete. Both front and suspension were suitably for this type of urban keeping the bike tracking and me in comfort.

Our ultimate route was to climb a road snaking its way out of the area of Etnea and up the south side of the Mt. Etna. At approximately 10,900 Etna is the largest active in Europe and dominates the skyline Catania.

Ascending the serpentine, ribbon of concrete presented a opportunity to reacquaint myself the Monster’s grunty engine.

torque, particularly noticeable around 4000 rpm and building all the way to the rev limit, develops in a deliberate but manner. This steady of power proved useful for out of the numerous hairpin switchbacks at times made the road as though it was layering over It was also during the climb I found myself cursing emissions regulations that caused Ducati to burden the with gearing taller I would like in cogs 2 and 3.

torque is plentiful, run a gear too while attempting to exit a speed corner and you’ll find the engine lugging and These less-than-ideal gear aren’t limited to the 1100, as bemoaned tall gearing on the 796 and Hypermotard 796, too.

reaching the road’s highpoint we for a cappuccino, café Americano, or whatever injection of Italian you like, at a café located in the village of Rifugio Sapienza. small roadside stands and shops sell the usual of tourist-y trinkets, most of are made from or have to do with lava rock. The plentiful, after all, it covers much of the mountainside, a lunar landscape for mile mile up and down the mountain.

Ducati Monster 1100 EVO

If you’re really feelin’ alpine oats, there’s skiing action in Rifugio. don’t get disappointed by the single if you’re used to Summit Colorado.

After inhaling a of the best cannolis I’ve had, it was time to go down the toward Nicolosi where the straightens and re-enters city This portion of the ride, the climb up, gave me new opportunities to different aspects of the new Monster’s

Steering ease, mid-corner front-end feedback and overall performance is excellent. The unflappable inspires a rider’s confidence in the with the whole bike an effortless arc ‘round each The Monster 1100 EVO’s but planted chassis (as well as the 696 and for that matter) is a genuine and strength of this Duc.

there’s so much loose, lava rock dust in spots, both going up and the mountain, there were of chances for DTC to put itself in action. 2 seemed ideal for my riding, as it spin up in low traction sitches sand) but never struck me as intrusive. However, at low speeds, when getting on the gas while away from a stop in low conditions like gravel even DTC Level 1 can intervene abruptly, to the point that the feels as though it’s to stall.

DTC access via a single Mode on the left-side switch pod – the same that also accesses all settings in the LCD instrument panel – intuitive enough.

It took attempts to discern that the switch one way accesses a DTC submenu, and changing DTC levels requires the move in the opposite direction. It some time to get the routine but once figured out the process is complex. You can disable DTC altogether, and the will retain its setting the bike is switched off.

The ABS is also defeat-able but defaults to ON time the ignition is turned on.

like DTC, is a good and feature, but the anti-lock system me as “first generation,” and not as refined as ABS on current model sportbikes.

A perfect for carving arcs in the the Monster 1100 EVO is equally at pulling commuter duty. both a great weekend toy and urban-assault weapon.

At times the produces some serious or “pump-up” when ABS activates. The is that the Brembo radial cylinder’s lever has stopped This intermittent but funky is more profound at the rear pedal; it’s as if the pedal or has reached the end of its travel despite not doing so.

Hard to say exactly the ABS is or isn’t doing, but its as though the isn’t opening and closing the valve quickly enough to the brakes to apply and release as they should.

To clarify, it routinely aggressive application of the Brembo calipers to get the ABS to act up; under use the system was trouble-free. And, in this delayed pulsing at the isn’t exclusive to the Monster I’ve had similar experiences on ABS sets from different

The new back-torque-limiting clutch works Despite my best efforts to rear-wheel hop after rapid-fire, downshifts, the clutch kept the from binding under braking. The slipper-style clutch and 6-speed transmission performed on par some of the best clutch/transmissions – Japanese-bike-like, if you will.

The Monster EVO replaces the standard, as well as the S model 1100, in the 2011 lineup. While it usually good to eliminate choices for the all the updates on the EVO only serve to a bike we liked before better. Sweetening the deal is an of $11,995, the same price as year’s base model.

retained all that we liked the previous model Monster in the new EVO 1100, and adds to it worthwhile and enhancements, while at the same keeping consumers’ tightly pocket books in mind. Ducati!

Ducati Monster 1100 EVO
Ducati Monster 1100 EVO
Ducati Monster 1100 EVO
Ducati Monster 1100 EVO

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