Ducati’s latest Monster has big boots to fill. At $23,400 it’s the latest in a long line of monstrous iterations. Does the SP do that magnificent model name justice?
The first time I heard the moniker of ‘Monster’ when the original of the yet-to-become-iconic Italian breed landed on these great southern shores, well, I think I giggled a bit.
“Monster? What is this? An afternoon cartoon show?” Indelicate, I know.
I was less effusively bemused on hearing the Italian translation – Il Monstro. I reckon one could say ‘half a dozen cans’ in Italian and it would sound sexy.
Yes, it wasn’t long before I was swallowing that initial smirk. Indeed the Ducati Monster has gone on from those mirthful beginnings over dozens of iterations over 31 years to become a mainstay and much loved pillar of Ducati’s near past success. Initially penned by the great Miguel Galluzzi, well, the rest is history.
Doesn’t mean it wasn’t a funny name at release mind, and truth is I still don’t like to think too hard about it, but let’s not bog down in my short-sightedness.
As I said, the Monster is a cornerstone of the red-bike breed and a man could get whacked for not paying due homage.
So, all that brings me to the subject of this review. The Monster SP.
It’s a little special this one and here’s why. You see, the bike gets a bunch of feel good bits over the garden variety Monster including those lovely golden Ohlins forks (it’s 0.6kg lighter than the standard bike’s job) at the rear you get the same adjustable monoshock on a double-sided swingarm and Termignoni’s homologated silencer along with Brembo Stylema front calipers on twin 320 mm front brake discs (again, lighter by half a kilogram).
Of course, there’s that unique paint scheme as well.
The general lightening of the bike also comes with the adoption of a lithium-ion battery, which brings the overall weight saving to about two kilograms compared to the standard model. This one comes in at 186kg wet.
The Ohlins suspension is quite delightful. From Aussie rough-as-guts bush roads to slick freeway slamming, the suspension at both ends was completely undaunted and nothing short of speccy. A highlight and completely in keeping with the Monster pedigree. Top marks there.
The Termis look the business, but they don’t give any extra neddies and little discernible aural basso profundo. They are lighter in weight though and, well, they are Termis and my fragile boy-ego still gets a little soothed by their pose-presence. Possibly why I’ll always be single and broke, but again, let’s stay on track.
Performance is street quick, with the 937cc Testastretta L-twin producing 82kW at 9250rpm and that power lands quickly and just in the right spot. Torque numbers are 93Nm at 6500rpm. Yep, point to point operation is this thing’s sweet spot in terms of happy habitat and banging through the ratios while carving through traffic is a thrill. It’s super nimble in the suburban grand prix of Melbourne, and who doesn’t love the occasional podium there?
Standard equipment includes cornering ABS, traction control and wheelie control, all adjustable to various levels of intervention. Oh, and there’s launch control so you can hose your mates off the line.
While the bike is street suave and the likely buyer knows it, don’t be frightened to kiss the significant other and head off for the weekend. Indeed, it quite happily dons the Akubra and longer trips are doable too.
Bung it deep into tight sweepy stuff and allow the good folk at Ohlins to do their thing – you’ll be nicely rewarded. It’s quick to transition and nailing the throttle early rewards with front wheel lifting exits. It’s real-world quick and makes the most of what really is not a massive road-delivered power figure. That’s sophisticated engineering and I love that idea. Damned clever those Italians.
It feels dimensionally small and due the nature of the engine and waspish tank design, it’s narrow. There are three seat heights options, ranging from 810-840mm.
There’s a feel of being completely in charge in the bike’s cockpit. Of course, staring right back into your visor is the steering damper, conspicuously draped inside the bars.
Indeed, the Monster has flighty manners at times, but it never gets unruly. And, do you want your Italians subservient and entirely predictable? I certainly don’t.
The TFT screen offers all the info you’ll need, but it’s a little small and well, boring. I don’t need to see Cher singing If I could turn back time aboard the HMAS Erection, but a smidge more pizazz from an Italian icon might have been expected.
I subjected the SP to the ‘Lygon Street Limbo’. That’s where I ride an Italian bike up and down Melbourne’s Little Italy and its leafy throughfares and watch for responses. When a waiter looks up from his bored-but-still-macho sweeping around the al fresco streetscape, and gives you the blown kiss of approval, well, you know you are on a winner. And that happened in a big way.
Come to think of it, that little pantomime possibly lacks a little science in regard to judging likely domestic sales success, but it hasn’t let me down yet.
Oh. And half a dozen cans in Italian?
‘Una mezza dozzina di lattine’.
Sexy huh.
What we like:
- Iconic model heritage
- Quick point to point
Room for improvement:
- Instruments a little down home
- Styling not as sexy as older Monsters
INFO MOTO’s QUICK SCORECARD
ENGINE: 8/10 – Unmistakeably Ducati and makes its power in the right places.
GEARBOX: 7/10 – Neat, smart ratios. Slightly choppy, but rewards precision at the lever.
CHASSIS: 9/10 – Great suspension, intelligent geometry balanced twixt pragmatism and hooligan. It has attitude and demands a good rider. Are you enough?
WOW-FACTOR: 7/10. Frankly, it looks a bit like a lot of other bikes and that is a little anti-Monster for mine.
Snag’s career in motoring journalism spans 30 years with stints at major bike mags Australian Road Rider, Motorcycle Trader and AMCN along with contributions to just about every other outlet worth a hill of beans. He was editor of Unique Cars magazine and hosts his legendary podcast ‘Snag Says’ when he gets off his date.
