Ducati Monster 1100 vs Harley-Davidson XR1200 Review —

12 Янв 2015 | Author: | Комментарии к записи Ducati Monster 1100 vs Harley-Davidson XR1200 Review — отключены

America takes on Italy in an V-Twin streetfighter shootout

says “motorcycle” like a air-cooled sporty bike. are little more than an with a couple of wheels on at either end. No unsightly and their attendant plumbing, and no fairings hiding the mechanical – they’re the epitome of elemental

But in this slice of moto-dom, are a few different philosophies. Ducati’s 1100 represents an Italian of thought, with eye-catching that befits its country of One of the originators of the … sportbike this new Monster’s abbreviated frame pares down the visible components to a level an untrained eye might wonder how the is held together.

The North viewpoint is provided by Harley-Davidson’s new an homage to the most American of two-wheel motorsport, dirt-track Other than its modern swingarm and triple-disc brakes, the XR as if it could’ve rolled off the pages of a News race report the 1960s.

What we have are two machines that are literally a world apart in origin, and a galaxy apart in styling Yet the commonality of simplicity – the simplicity of a air-cooled Twin as a power – make the Harley-Davidson XR1200 and Monster 1100 brothers in

The XR1200’s engine has roots stretch back several using old-tech elements pushrod valve actuation for its two per cylinder. Ducati’s desmodue valves per cylinder) powerplant has its in the Pantah first seen all the way in 1979, but it uses higher-tech than the Harley like overhead camshafts and desmodromic valve closure. Both have modern fuel-injection that deliver excellent response and emissions compliance.

These similar but distinct speak to a rider in different The XR1200 pilot is encouraged to to surf the broad torque revving it out only when thrust is required. The Ducati’s engine can be spun up higher to its bigger numbers.

As such, the H-D has a zone on its tach that need to be in most of the time if you to stay …-sniffing close to the And unless you’ve a racer’s that allows you to charge hard and carry speed out the side, you can expect a little bit of tap on the shifter to stay in that spot.

Engines, especially character-laden pair, are about than the raw data they For example, the Duc’s lighter means the engine can spin up which can also, at times, a more immediate smack of torque. This makes minor throttle input a tad at times, say, when mid-corner line changes.

the ‘Muhrican’s big ol’ honkin’ masses spin a little than the Duc’s. The XR’s flywheel effect and good equate to a deliberate yet friendly of power. Steady as she goes.

But same flywheel effect impacts shifting in the five-speed The big motor keeps a spinnin’ you’ve pulled in the clutch, means smooth and quick aren’t as easy as with the six-speed gearbox.

The other distinction in the engine department from the arrangement of the twin All modern Ducatis have cylinders placed in an L shape 90 apart. This architecture perfect primary balance, means that vibration is smooth, allowing it to spin up

In contrast, the Harley’s Sportster-derived has its cylinders arranged in The Motor traditional 45-degree Vee, necessarily creates stronger This is most noticeable at where the XR shudders and shakes such amplitude that it can blur a rider’s vision waiting for the stoplight to turn Rubber engine mounts on Sportsters in 2004 do an excellent job at unpleasant vibes at all cruising


Though the XR1200 on the same basic Sportster steel cradle frame as Sporties, it does come a brand-spankin’-new hollow cast-aluminum that Harley says is of 40% stiffer than the typical steel Sportster swingarm. the front wheel stuck to the is a non-adjustable USD 43mm fork.

suspension is another area the XR out, but not so much in a good The twin coil-overs certainly do the part of the past the XR draws its from, but they allow a too much wiggle and wallow. as Kevin says, “the high-speed compression damping the twin shocks can jump-start a victim while riding big expansion joints.”

However, sticky Dunlop Qualifiers front, 17-inch rear) specifically for the XR, aggressive cornering is after you’ve ground literally, some more between the bike and road. The footpeg feelers touch early, and the heat shields for the upswept exhaust follows after.

The Monster one-ups the Hog a bit by the same large-tube steel frame as its smaller brother, the a frame that is made the same tube stock as the A stout cast-aluminum subframe the trellis to a … but strong swingarm via a link-less shock. The line: this is one stiff

The fully adjustable 43mm USD fork soaks up the rough quite well. A Sachs performs admirably, too, but some harshness, though on large, sharp-edged bumps. A of Bridgestone’s BT016 tires the Monster to the tarmac perfectly.

in the bikes handling qualities the general differences between bike’s overall characters. the Harley’s performance is its porky H-D says it scales in dry at 562 pounds.

The is claimed to be 189 pounds lighter!

serious weight disadvantage, 3-inch longer wheelbase and a angle 5 degrees softer the Duc’s means it won’t nearly as lively. But with upright handlebars, manhandling the like, well, like a rider might, is easy Shoving and pulling aggressively on the bars, flipping back and between corners while upright, helps mask a lot of its weight and mild geometry.

to the active ride on the XR, the Monster’s nature equates to easy input and solid confidence. The can make you feel as though on a magnetic rail, as it simply and trouble follows the arc of the turn as it knows exactly where you to go.

About our only chassis is the 1100’s occasional propensity to its head vigorously if the front a little light, say from over an expansion gap on the freeway hard on the gas. A steering would make a nice for the holidays.


The Milwaukee-based Motor came up a winner when it optional ABS-equipped Brembo on its touring models over the couple years. Now with the XR, sincerely seems to be catching up to the of the sportbike world in terms of performance.

There’s no question the Nissin-made binders crush mercilessly on the 292mm rotors, but strong initial bite certainly catch a few people by if they’re accustomed to a typical stopping experience. The brakes heaps of power, yet not enough to match; locking the front is all too Better than not stopping we guess.

Ducati 1100 Racing

A pair of radial-mount Brembo calipers and 320mm similar to the 696 slow things on the Monster 1100, but as Kevin from the Duc’s launch, “it a radial-pump master cylinder to fluid through its braided-steel which Ducati says the same stopping power 17% less lever pressure.”

And the key difference in braking: The Monster better feel than the though both stop similar force. Adding the powerful rear brake to the considerably aids its ultimate distance.

Instruments/Controls/Fit ‘n’ Finish

In with the simplistic theme of a the XR’s instrumentation has a basic tach and very visible LCD rounded out with the usual of … lights. “The instruments offer a paltry of info compared to the Ducati’s gauges,” Kev noted. Indeed the one-piece LCD tach and speedo are but a part of the offering on tap in this gauge package that’s identical to the 1098.

The Duc’s DDA-ready (Ducati Analyzer) gauges employ a tach that’s easily and all info is toggled from one on the left switchgear. Unfortunately, it one thing hasn’t changed for the lack of an indicated redline. action is moderate if not light on the and all its levers and switches are slim and yet aren’t flimsy.

The Harley’s and brake levers are big and wide; a grasp is the result. We really the rounded and well-integrated switchgear, but found a nit to pick in another “The rear brake cylinder forces a rider’s foot outboard several more than the left

The standard-style upright riding of the XR means you’re not hunched or leaned forward for too long. The from the saddle to the wide bars is easy, though the relation may seem a little for those over, say, six tall. This riding lends to muscling the bike the canyons, as noted above, but means commuting or casual is comfortable.

Freeway windblast can be a bit of as the bike really doesn’t any protection, but we’ve ridden

Getting into corner-… is easier and more natural on the not to say it’s uncomfortable. Seating is still very much but the bars are flatter and the pegs higher and more rear-set is also why the Duc as great ground Surprisingly, a 40-plus-mile freeway is remarkably easy despite a of wind protection much on the XR.

Finally, though the Duc has a higher height via increased … in the for more ground clearance the Monster 696, putting feet flat at a stop is a on the big Monster. Anyone with an of 28 inches should feel at The touring capabilities of the 1100 and XR are by diminutive fuel tanks, 3.8 and 3.5 respectively.

As far as we’re concerned there’s no the XR1200’s cool factor. the first production Harley to mimic the dirt-track dominating Sure, we’ve heard a few out there say the tailsection is too big and needs to be or that some type of carbs or throttle bodies really make it look a 750 racer.

Bahhh! We say, in the orange color scheme, the looks great and taps the visceral draw of Harley’s flat-track racing heritage.

On the hand, Harley’s XR1200 a fresh take on the … Its success lies in the fact it attracts sport riders and faithful in equal measures. Its inspiration resonates with a cross-section of two-wheel enthusiasts, and broadband appeal and friendly places the XR in an enviable position normal city/commuter use.

also about $1200 than the swanky Italian.

Ducati 1100 Racing
Ducati 1100 Racing


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