Ducati Monster 1100 EVO Review- Ducati Launches New Monster 1100 EVO

1 Jan 2015 | Author: | Comments Off on Ducati Monster 1100 EVO Review- Ducati Launches New Monster 1100 EVO
Ducati 1100 Racing

Ducati Monster 1100 EVO – First Ride Bologona’s air-cooled Monster hits 100 horsepower.

Release a new, lighter and faster Ducati Monster on Mount Etna, an active volcano on the ancient island of Sicily? Am I making this up? Never. What could be more natural?

Sicily’s right across the water from Bologna and packed with fantastic roads—the ideal setting and location, really, for the launch of Ducati’s new Monster 1100 EVO. I got on the plane.

An early-release 2012 model, the 1100 EVO combines the best of Monster 1100 and 1100S to focus development instead on one Monster, the EVO. Monster styling has come a long way over the last 18 years of the model line, so have the electronics: Ducati Safety Pack (DSP) incorporates Ducati Traction Control (DTC) and ABS, a collusion which now comes standard on the Monster.

Now you can subsidize self-control with electronic intervention; before you ride away, simply left-thumb select one of four DTC settings or… turn it off. A little yellow blinking light at TDC in the instrument pod reminds you if you have toggled off the ABS (which resets every time the key is turned off, while your DTC setting level of choice remains in the Monster’s memory). Tidy instruments also relay battery voltage, oil pressure, fuel reserve, neutral and turn-indicator info.

And the high-beam flasher doubles as a lap-time trigger.

Right-thumb starter button erupts 1078cc of Desmodue L-Twin, the first Ducati air-cooled two-valve Monster motor to produce a claimed 100 horsepower. Ducati stuck with 98.0 x 71.5mm bore and stroke numbers, but new pistons bump compression of the fuel-injected engine a full point, to 11.3:1. Revised cam profiles let volatile combustibles enter the engine through reshaped ports.

Egress is by way of a new two-into-one-into-two Diavelesque system that houses a catalyst and a back-pressure control valve, and sets the 1100 apart from the lesser Monsters. Independent passenger peg brackets hang from the new aluminum subframe, doing away with the monstrous brackets of yore that splayed the rider’s heels awkwardly out (a thing we just got done complaining about in our group test of the Monster 796 in our May issue).

The new EVO actually feels narrow between the ankles, which equates to more comfort, control and lean angle, as we found out for ourselves by riding repeatedly up and down Mount Etna. I sampled DTC in all four of its various terra-formas until I found my favorite: For sunny, dry, non-lava conditions, I actually preferred “off” for exploiting the gain in power and to get a feel for the true grip of the new Pirelli Diablo Rosso II rubber wrapped round the redesigned, lighter 10-spoke wheels.

Changes to the newest EVOlution Monster 1100 amount to the most balanced, best-shifting Monster in memory (it’s got a great six-speed box). The no-surprises L-Twin delivers linear pull to its 8500 rpm redline, and the time we spent in the redesigned narrow saddle was reasonably comfortable, thanks in part to 20mm-taller bar risers that make tucking in a choice instead of a decree. The ABS Brembo brakes stop the Monster in its tracks, without causing it to stand up during banked-in trail braking to apexes.

Moto-ing through Sicily’s decomposed urban-cross-type pavement sections proved the soundness and bump-absorption qualities of the new 43mm Marzocchi fork and Sachs shock, desmodromic rumbleation echoing through the tight confines of the city walls like a horse’s head repeatedly slapping an ExtraFirm Sealy Posturepedic.

For the same $11,995 of the previous model Monster 1100, the new 1100 EVO is expected in dealers by the end of May in Red or Black. Increased valve adjustments duration—from 7500 to 12,000 miles—also means less time spent dormant for this most volcanic Monster.

Ducati 1100 Racing
Ducati 1100 Racing


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