Ignition
TRIMMING DOWN: For 2017, Ducati's Monster 1200 lost fractions of an inch in length and width, which makes for a much more svelte and attractive package.
A LESS MONSTROUS MONSTER NEW MULTISTRADA -> BACKPACKS STYLE CHECK -> ON GOING LEFT
lifE RIDE 1RRT~ HERE
2017 DUCATI MONSTER 1200 S
CW FIRST RIDE
three Number of Ferraris I wheelied by on my way past the Monaco Grand Prix finish line
50* Number of first-gear hairpins ridden during the Monster1200 test
30 euros Price of the cheapest martini at the Monte Carlo Casino
Ducati returns to its Monster-ous roots
Sean MacDonald
Massive power and comprehensive rideraid electronics have sharpened bikes that fill the super-naked category, creating a class of potent track weapons that require some serious skill to pilot to their full potential. Ducati’s own Monster is just one example in a class gone a little mad, with recent models straying far from the pure, light, and simple sport-nakedclass-founding 1993 Ducati Monster M900. Recent offerings seemed a bit monstrous in the wrong ways.
With the 2017 Monster 1200 S,
Ducati hasn’t gone completely back to its stripped-down roots—that would undermine the Italian brand’s commitment to its progressive sporting heritage. So the Monster’s been updated with tech that will help keep you safer while returning the bike to the beautiful, simpler form that’s been copied around the globe.
The Monster has shed some water weight for a more ripped version of its muscular appearance, with a redesigned tank and tailsection that have sharper lines and more compact dimensions.
The tailsection length drops nearly an inch, while the fuel tank narrows by a quarter of an inch.
Then there’s a new, rounder headlight, the Monster R-inspired exhaust,
and redesigned footpeg/passenger-peg mounts. The last point is important because the passenger pegs interfered with rider foot placement on the previous Monster 1200. That is now fixed, with plenty of foot room for even largeboot-wearing riders.
Bigger news is the reworked engine (bigger oval throttle bodies, higher compression), which now makes a claimed 150 hp at 9,250 rpm and 93.1 pound-feet of torque at 7,750 rpm—15 hp more than the outgoing standard Monster 1200
and 5 more than the outgoing 1200 S, all while meeting Euro 4 emissions standards.
Finally, the electronics have been improved by adding an inertial measurement unit (IMU), which feeds the new cornering ABS and Ducati Wheelie Control (DWC) systems. Ducati has also given the Monster a full-color TFT screen, and the S model (which we rode) comes with a Ducati Quick Shift (DQS) standard for clutchless upand downshifts (it’s optional on the base bike).
The result is a package that feels far more svelte than the spec
sheet suggests. Engine changes make the riding experience much smoother when playing around in the bottom of the rev range, and the smaller physical package makes it easier to finagle the bike through tight streets, like those in Monte Carlo, where we rode during the press launch. As city bikes go, the Monster 1200 S is forgiving and easy to handle.
Unfortunately, the hairpins that stack on themselves in the mountains above Monte Carlo, like a snake coiled and ready to attack, flummoxed the Monster. In this slow, bumpy, tight-corner setting the Monster took more effort than expected to tip in and would stand up midcorner at times. The roads in this case were not flattering.
With its inch-shorter 58.5inch wheelbase and 23.3-degree rake/3.4-inch trail (1 degree steeper/0.1 inch shorter, respectively) the 1200 did feel more
nimble and less porky than its predecessor but, to me, still not as good as the smaller Monster 821. Admittedly, I did not ride the 821 on these roads and in these conditions, so we will leave final judgment on the 1200 S chassis for when we get a bike stateside.
Power and engine response outside of town was too twitchy in sport mode but absolutely splendid in touring, and the S model’s Ohlins suspension soaked up the myriad of potholes, speed bumps, and variety of pavement surfaces comfortably. Like on the other DQS-equipped bikes, the quickshifter works great shifting up or down and frees up brainpower to concentrate on braking and corner entry
or throttle application and exit line. The IMU-equipped traction/ wheelie control and cornering ABS system intervened smoothly and without drama too.
So while we the jury will remain out on the Monster 1200 S’s backroad handling, the new, leaner appearance, more agile chassis, and smoother, more powerful engine have become one of the best options for daily street riding in the class. If you want something higher performance for serious canyon riding or trackdays, I’d look elsewhere. For something beautiful to have as a daily rider that has tons of power, high-quality contact points, and electronics to keep you safe, the Monster 1200 is a damn fine choice. CUM
2017 DUCATI MONSTER 1200 S
ENGINE TYPE DOHC 90 V-twin
DISPLACEMENT 1198cc
31.3-32.3 in.
FUEL CAPACITY 4.4 gal.
CLAIMED WEIGHT 485 lb. (wet)
BASE PRICE $16,695
