First ride: Ducati Monster 1200S review — Road Tests: First Rides — Visordown

20 Янв 2015 | Author: | Комментарии к записи First ride: Ducati Monster 1200S review — Road Tests: First Rides — Visordown отключены

First ride: Ducati 1200S review

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IT’S been a big year for bikes.

First we had the endlessly ‘Beast’, KTM’s 1290 Duke R. Then BMW launched the flawless S1000R, based on its sports bike, the S1000RR (to an extent they didn’t giving it a new name).

Just a of weeks ago, BMW launched its R a less powerful but no-less interpretation of the genre.

Yes, are the new sports bikes. And now Ducati has in with a new version of a stalwart of the

The Monster has been doing its … thing for over 20 Anyone who’s ever one should instantly recognise the Monster 1200, as one of the family, its trademark bulbous tank. as recognisable as a Porsche 911.

In the Monster 1200 is an all-new It’s got the superbike-derived 1198cc 11 V-twin Testastretta engine the Multistrada.

The engine is a stressed the frame a tiny steel bolted to the cylinder heads and them to the headstock. The swing-arm is to the crankcase. You’re basically an engine.

Which is good,

There are two versions: the base Monster 1200, making and 87lbft, and the Monster 1200S, 145hp and 92lbft.

Both have fully-adjustable but the S is upgraded with Öhlins and rear. Both have monobloc brake calipers but the are bigger, and taken from the Panigale.

Both also as standard Bosch ABS and traction with three riding each of which can be fine-tuned by the

It’s a lot of electronic choices on a which seems to say from the you sit on it that electronic choices are not what you’re here

It’s in the riding position. leaning forward a bit, but not with hands far apart on the wide bars, and without motorcycle in front of you except the You feel like you might be the component.

It’s comfortable, not over-reaching (I’m 5’9), but it like how a bulldog sits, its paws widely spaced, its thrust forward.

There’s the Ducati V-twin roar the two-into-one-into-two exhaust, with a low rumble when you roll Japanese and European manufacturers are on different pages in their of noise regulations.

It conveys you are here to pay attention. To ride a Find time to mess with electronics later. now you’re busy.

It was the S version journalists rode at the press in Tenerife. Even with its 145hp, it’s 5hp less than the Multistrada, something say has been done to give it torque across most of the

And does it have torque the range. From a standstill there, saying hello, the you ease out the clutch.

Driving out of it nearly doesn’t matter how a gear you’re in. A gentle hand draws the power water from a deep The wide bars make it to stand up quickly as the road Then you nail it and the power and builds and keeps building.

there’s so much so low, you expect it to run out before it does. But a at the rev counters says the party’s begun. That was only and the red line isn’t till

On it comes. The power curve like a steep, constant The front lifts and skips and as you near 10,000.

Then you to brake for the corner that ago was a dot on the horizon. You haven’t changed since the last one.

At the 1200S makes 10 more the BMW S1000R. But because it’s so liberally, there’s little to explore those peak It’s nicer to short-shift and the sense of having ample while still going as as you dare.

The three riding modes are Touring and Urban, with capped to 100hp in the latter.

settings allow you to adjust the of intervention taken by each For example, within Sport you can opt for the traction control to be off altogether. then on, that’s what get every time Sport is

Each mode also you a different dash layout on the TFT display. Touring tells you like the ambient temperate and average fuel consumption. tells you in enormous digits how you’re going.

Touring seemed to make most on the winding mountain roads of You still get enough useable to drag a whale, but initial response is smoother and more

Where the weight of the old Monster was distributed 50/50 between and rear wheels, the 1200 has on the front according to Ducati. I pretend that 2.5% translates to something I could but the steering is responsive to light aided by those wide

The suspension is firm, giving a sense of contact with the and dealing deftly with surfaces, but not without a sense of too. One long, straight was exceptionally rough. Things got but not jarring and never bouncy. The wide, with thicker than the Monster 1100’s to Ducati.

I was comfortable all day.

The front doesn’t have quite the bite of the BMW S1000R’s set-up but could be a good thing. The responds decisively to the lightest The Monster’s is more progressive, just as much power you actually want it.

The back weak though, with too travel before anything Even spongey.

Ducati the bikes we rode were models, and problems would be out. I hope so.

For the most the finish is everything you’d from the rich red paint on the to the high-quality feel of the switch-gear.

But you notice that beautiful red seat cover moves side-to-side by a couple of centimetres, of fitting snuggly.

Ducati Monster 750
Ducati Monster 750

Underneath the glue around the edges of the is sticky to the touch.

And every one of the bikes had messy-looking white base gaskets, like around a window.

The worst though, and one I suspect may not be fixed the bike goes on sale, was a of clearance behind the rider They’re mounted to the same as the pillion pegs, a single unit which curves the exhaust. All but the smallest-footed Italian find their heel up that curve before the of their foot is on the rider’s There’s no easy fix.

You can’t remove the hanger also removing the rider Such an easy problem to in the design stage. How does it get development?

I’m only seven and even I found my fouled the hanger and exhaust I rode on the arches of my feet. For bigger-footed journalists, and those who riding on the balls of their it seemed to taint the whole

Being a Ducati, the Monster has mirrors as useless as they are giving a view predominantly of arms. What do you expect? don’t buy Ducatis to see what’s them.

There’s no under-seat (although soft panniers are an accessory) and the battery is tucked a space in front of the swing-arm. it from under the tank has create that new front/rear distribution. I’m not sure it help when you need to the battery.

Perhaps that’s not an most Ducati owners either.

And the steering lock is as as a sports bike’s.

I cannot and not dislike it though. The imperfections part of its character. Like — a beautiful, dramatic formed by a volcano, but you also to love the ash-black sand on the

At £10,695 for the Monster and £12,995 for the S, it’s got tough competition the S1000R, which costs for the base model and £11,390 for the one, with semi-active

But, unfortunately for KTM, the seems one more reason not to buy the Beast, at least until its comes down.

That’s as as you don’t have monster

Model tested: Ducati 1200S (Monster 1200)

£12,995 (£10,695)

Power: (135hp)

Wet weight: 209kg

92lbft (87lbft)

Seat Adjustable from 785-810mm. 745mm accessory seat

Colours: Red, white

Ducati Monster 750
Ducati Monster 750
Ducati Monster 750
Ducati Monster 750
Ducati Monster 750


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