MODEL EVALUATION
Ducati 1200S
Monster
by Bruce Steever
A
shoving water-cooled engines
into whichever chassis Ducati had lying around,
sometimes with dubious results, Ducati has
finally built an all-new, water-cooled four-valve
Monster from the ground up.
The resulting Monster 1200, tested here in the upmarket
S trim, combines Ducati’s tried and true Monster formula
with its own unique styling cues and a full 1198cc of roaring
Italian V-twin. It is, without a doubt, the ultimate Monster.
fter years of
Engine
The original water-cooled Monsters—the S4, S4R and
S4RS—all packed detuned versions of Ducati’s existing
Desmodromic superbike motors. However, the 1200S
engine is slightly different; while it, too, is derived from the
four-valve Testastretta mill found in the 1098/1198 Superbikes, it is actually a variant developed from the Multistrada. Like
the Multistrada, the Monster 1200S engine measures 106.0mm
x 67.9mm and features a raft of changes designed to improve
driveability and refinement at lower engine speeds, including the
reduced valve overlap (from 41° to the namesake 11°), twin plug
heads, secondary air injection, narrower intake and exhaust tracts
and throttle bodies tuned to deliver increased low-end torque. It
also features an extra point of compression ratio, bumped up to
12.5:1. Like the Multistrada, the Monster 1200S makes use of an
exhaust pipe valve to regulate both backpressure and noise along
with paired lambda probes. And that exhaust makes an impression, with massive diameters and unusual routing to maintain
equal length headers on its way to the vertically-stacked mufflers.
We confirmed that Ducati’s efforts to boost useable power
worked as advertised, as the Monster loses about four hp compared to the MTS, from 131.1 to 127.3 hp, but boosts torque a
full four lb.-ft. higher, from 77.8 to 81.8 lb.-ft. Peak power and
torque also shift about 500 rpm lower as well. The big V-twin
overflows with low-end torque but still delivers a cammy rush
around 6000 rpm. With a good launch, the 1200S engine pushes
the compact Monster through a 10.53 sec. quarter-mile at 128.76
mph. Zero-60 mph happens in 3.08 sec., 100 mph in just 6.39
sec., and the Monster is good for just under 150 mph. Impressive
numbers for a sportbike, let alone a naked roadster. Interestingly,
the base 1200 is restricted by 10 hp compared to the S.
But more important than peak power is the revised engine’s
driveability. This is the best Testastretta 11° we’ve tested yet. The
ride-by-wire throttle is finally predictably mapped, and exhibits few
of the strange behaviors we’ve encountered on other late model
Ducs. Low-rpm fueling is now good enough to provide controllable
response below 3000 rpm. The three riding modes—full power
with sharp response, full power with a progressive delivery, and a
91.75-hp soft response—all give distinct characteristics (although
Rain strangles the motor too much), but we settled on the middle
Touring setting as the best match for both the engine’s torque and
the flowing riding style the Monster seems to encourage. With the
standard Ducati Safety Pack, you also get 8-step adjustable traction
control, configurable at a stop for each of the three riding modes,
which provides a commendably high intervention level.
Despite the improvements, the Monster’s engine package is
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OCTOBER 2014 // MOTORCYCLE CONSUMER NEWS
Photos by Dave Searle
not perfect, but our complaints are few: vibration can be bothersome, we’d still prefer a more natural RbW response with a bit
less dead-zone in the throttle and better fuel economy (merely
okay at 35.9 mpg average). But despite the beefy exhaust system,
engine heat is well-controlled—and the booming sound from
those shotgun exhausts is addictive.
Clutch & Transmission
We’ve been highly critical of the slip-and-assist, self-servo
clutches. Low and behold, Ducati has listened… sort of. It seems the
solution was to reduce the servo effect with stiffer clutch springs—
as we predicted. This reduces the variance we felt at the lever when
modulating power for a much more predictable response. Unfortunately, we’ve gotten spoiled by all these light clutch lever pulls,
and the stiff Monster lever has us remembering big-bore Ducatis
from days long since past. Finally, although it’s predictable, the
engagement range is very narrow, requiring precise control to slip
the clutch for hard launches or sneaking through traffic. Until you
get used to the clutch, expect some lurchy starts or even a stall or
two. The slipper effect is also a bit harsh in use as well.
As for the transmission, the Ducati offers minimal drivetrain
lash and six widely-spaced ratios that allow for very low rpm
during highway cruising. But like other Ducatis, the shift lever is
very stiff, and we found false neutrals anytime we failed to kick
the lever hard enough. Neutral is hard to engage and the neutral
light and sensor often failed to operate correctly.
Chassis & Suspension
Featuring the engine as a central component, subframes bolt
directly to the motor to attach front suspension, the tail unit and
swingarm, with a steel trellis front and a combination of tubes
and cast aluminum brackets at the rear. With the minimal frame
sections, the Monster 1200S keeps weight down to 469.5 lbs.
Unlike previous trellis-framed Monsters, the new “frameless”
design feels like it gives this Monster more balanced chassis flexibility for better feedback. New geometry also smooths the Monster’s handling feel. Compared to the old S4RS, the new Monster
1200S features 0.3° more rake (but 3mm less trail) and 2.8"
longer wheelbase, much of which is in the longer single-sided
swingarm. Whereas the S4RS never felt confident enough to truly
handle its powerful 998cc motor, the new Monster provides a
much greater sense of control despite the extra 200cc.
The 1200S includes wonderfully supple Öhlins suspension
front and rear, a 48mm male-slider fork and a piggyback shock,
both fully adjustable. Öhlins parts are the gold standard for a
reason, but they still need to be properly tuned to the application.
We found ourselves reaching for the rear compression damping
dial for faster backroad riding or freeway droning, but this could
be done on the fly, which is nice. We also maxed out the front
rebound damping trying to slow the fork’s response, although
to little effect, but we figure Ducati wanted the front wheel to
stay on the ground as much as possible, as the Monster lifts the
front end very easily. Apart from a slight tendency to understeer
as the front wheel gets light, the Monster 1200S gives excellent
feedback, steers accurately, and oozes road feel.
Wheels, Brakes & Tires
Another high-zoot Italian motorcycle, another set of Brembos.
But sometimes status quo can be a good thing. The Monster 1200S
uses radial-pump master cylinders for excellent feel, pushing fluid
to Brembo’s awesome M50 “Evo” Monobloc radially-mounted
front calipers clamping 330mm discs for fantastic stopping power.
The brake pads offer an ideal combination of bite and grip without too much of either. Out back, a 245mm disc is clamped by a
two-piston caliper, but rear braking power was quite weak—ideal
for track riding perhaps, but we’d prefer more power. Connecting
these two systems is Bosch’s 9MP ABS, an adjustable system tied
into the Ducati’s riding modes. As on other bikes, the 9MP ABS
provides the rider with the ability to maintain chassis stability with
rear wheel lift prevention, or select more aggressive braking as
appropriate. Our test numbers back up our love affair with these
brakes, with an ABS stop from 60 mph in 123.65' and non-ABS
stops as short as 119.66'—both excellent numbers.
Wheels are lightweight machined aluminum, three-spoke,
Y-pattern designs shod with Pirelli Diablo Rosso II rubber, a
120/70ZR17 front and a 190/55ZR17 rear. Grip was flawless
during our street riding.
Ergonomics
We’re not sure where Ducati finds its Monster development
riders, but we think they must have extra knee or ankle joints. As
with previous water-cooled Monsters, the 1200S forces the rider’s
heels wide around the muffler and passenger peg brackets—the
larger the boot size, the bigger the resulting knock-kneed angle.
This proves uncomfortable instantly, and can’t be avoided with toes
on the footpegs, making the only solution to ride with your arches
on the pegs and your toes dragging very early. Furthermore, your
right calf hugs the rear exhaust heat shield, and both knees clamp
onto frame mounting bosses, making lower body ergonomics a bit
of a mess. Upper body ergos are better, with a wide, well-angled
handlebar and a decently padded saddle adjustable for two angles.
The saddle still slopes too aggressively, however, crowding your
crotch area against the tall fuel tank. Ignoring the lower body issues,
the Monster 1200S features a moderately aggressive riding stance
that is good for freeways or sport riding, but less happy in stopand-go traffic. Combined with the loping engine and larger 4.6
gal. fuel tank, it’s still quite passable for longer days in the saddle.
low-end driveability, the awkward ergos, the slightly odd suspension tuning—can easily detract from the ride, but as a whole, the
Monster rider is too busy giggling from the huge rush of sound
and power from the Desmo V-twin. Still, the new Monster is
very fast and doesn’t get out of shape like older desmoquattro
Monsters. The1200S offers decent commuting manners, carves
corners like a surgeon and can even hit the highway for longer
trips. There are better mounts for doing all of those tasks, but
none of them look or sound like a Monster while doing so.
Instruments & Controls
As mentioned, the clutch and shifter on the Monster are very
stiff, but brake action is very good. The 1200S shares switchgear
with the Multistrada, with the same complaints—too many buttons
serve multiple functions, requiring the rider to learn the button
presses to control the riding modes and dash functions. The instrument panel on the Monster is quite distinctive, however, with a
full color graphical display showing a bar-graph tachometer and a
large speed readout. While we like the color display and its concise
messages, the unit lacks contrast and is too dim in direct sunlight,
especially thanks to the metallic gray background of the display.
Attention to Detail
The electronic subsystems don’t get in the way of the riding
experience, preserving the classic Monster formula well. Clever
passenger grab rails blend into the bike’s styling, and bungee
loops are bolted to the underside of the adjustable saddle. The
bike includes a standard rear cowl and the “super-white”-style
headlight uses LED marker lighting. In other ways, the Monster
is a bit spartan, lacking a gear position indicator or fuel gauge.
Mirrors are well-placed but vibrations blur the images. Overall
detailing and styling is excellent, with quality castings, sculpted
chassis parts and good paintwork.
Value and Conclusion
For $15,995, the Monster is a compelling and charismatic
ride, but it’s hard to call it a strong value, especially when the
KTM Super Duke is only $1000 more, and the faster, if slightly
anodyne, S1000R can be had for a $1000 less. However, the
base Monster 1200 retails for a huge $2500 less than the S, and
although you’ll lose the Öhlins suspension, some carbon fiber
bits and 10 hp, you’ll still get the style, noise and electronics of
this latest Monster. Both are worthy of a test ride.
Riding Impression
Even compared to KTM’s 1290 Super Duke, the Monster
1200S is pure torque, thanks to the Monster’s wheelie-prone
chassis. The Duke is faster, of course, but the Ducati’s less refined
driveability and snarling engine character make it feel just as
wild, making the Monster the most character-rich machine in
the class. Individually, the minor flaws of the Ducati—its coarse
www.MCNews.com // OCTOBER 2014
17
MODEL COMPARISON
PHoTOS by BRuce Steever
3
1
5
valve (below the brake pedal) is the
first hard part to drag.
3. The dash display is very hard to
see in direct sunlight. In shade or at
night, it’s brilliant, with crystal clear messages and decent functionality. But there’s
no fuel gauge or gear position indicator.
4
1. Taller bars, a compact headlight and that
sweet gold Öhlins fork make a good first
impression. The headlight uses LED marker
lights and a “super white” headlight bulb for
excellent lighting. Braking power and ABS
response are ideal. Fork action is very good,
but rebound damping was a bit light even
with the adjuster at maximum.
2
2. Ducati worked to style various parts such
as the radiators and coolant lines, but the
effect can be a bit lumpy at times, channeling a bit too much Diavel from certain
angles. And disappointingly, the exhaust
4. Behind the tall fuel tank lies one of the
better Ducati saddles we’ve tried in some
time—plush, well shaped and wide enough.
Taller riders will want a bit more room.
5. Even with the big motor, the Monster is
very narrow, but check out both the passenger footpeg brackets and exhaust routing—
both conspire to contort the rider’s lower
body for awkward sport riding ergonomics.
Testers’ Log
As alluded to in the review, I’ve never really enjoyed previous
water-cooled Monsters. To me, they’ve been mediocre chassis
forced to swallow big superbike motors, resulting in wayward
handling. Ducati went back to the drawing board here and created a big-engine Monster finally capable of delivering balanced
handling in addition to big, controllable power.
Of course, it seems Ducati can’t make a Monster without
forcing the rider to contort in weird ways, and if I owned this
machine, I’d take a hacksaw to the footpeg brackets in order to
fix it permanently. But everything else is better, with a decent
seat and humane bars.
Styling-wise, there’s a bunch of Diavel hiding in this latest
Monster, but it all still works wonderfully. What doesn’t work
is the price: $16,000 is knocking on KTM’s door, and the KTM
smokes this thing. Hell, Kawasaki’s fiesty Z1000 is right with
this 1200S. The latest “Super Monster” is definitely a good machine, but I’d recommend folks test ride the base 1200 first before biting on the S.
—Bruce Steever
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OCTOBER 2014 // MOTORCYCLE CONSUMER NEWS
Not so far-removed from the first water-cooled desmo-quattro Monsters, the new 11° 4-valve motor still doesn’t like lowspeed running, with a cantankerous attitude below 3000 rpm or
about 45 mph, although its APTC clutch is now better behaved,
probably as a result of stiffer springs. However, when opened up,
its sound is fierce and its acceleration is thrilling. But it also
has very noticeable vibration, which can easily tire your hands as
the grips are so hard and thin.
On the freeway, the ride is only average, and the windblast
gets tiring at 75 mph, but once in the canyons, the Öhlins suspension is magic, giving great poise while the sticky Pirellis supply what feel like endless traction, so the sensation is a big step
above what ordinarily passes for good handling.
Although the S-model’s M50 Brembo front calipers are almost
too powerful, the excellent radial-pump master cylinder allows
subtle modulation. The transmission is stiff, and a quick-shifter
would be a good addition, but the seat is very nice. And compared
to the BMW R nineT, it’s almost a bargain!
—Dave Searle
2014 Ducati Monster 1200S
SPECIFICATIONS AND PERFORMANCE DATA
PERFORMANCE
Measured top speed:
149.44 mph
1
⁄4 mile:
10.53 sec. @ 128.76 mph
0–60 mph
3.08 sec.
0–100 mph
6.39 sec.
60–0 mph (w/ABS)
123.65'
60–0 mph (non-ABS)
119.66'
Power to Weight Ratio
1:3.69
Speed @ 65 mph indicated
62.2 mph
MC RATING SYSTEM
EXCELLENT ————————————­—­­— :::::
VERY GOOD ——————­—————­—­­— ::::.
GOOD ————­­­­­———————————­—­­— :::..
FAIR ————————————————­—­­— ::...
POOR ————­­­­­———————————­—­­— :....
ERGONOMICS TEMPLATE
C
54.5"
28.5"
51.5"
36.2"
61.0"
17.25"
E
31.5"
D
G H
I
J
MISCELLANEOUS
Instruments: Color TFT speedo and tach,
odometer, avg./instant economy, clock,
engine and ambient temp, riding modes,
DTC and ABS modes
Indicators: hi-beam, t/s, neutral, low fuel,
ABS, EFI, engine warnings, rev limit
MSRP:
$15,995
Routine service interval:
9000 mi.
Valve adj. interval:
18,000 mi.
Warranty:
24 months/unlimited mi.
Colors: Red, Star White
::::;
Engine
Transmission/Clutch ::::.
::::;
Suspension
:::::
Brakes
::::;
Handling
:::;.
Ergonomics
::::;
Riding Impression
Instruments/Controls ::::.
Attention to Detail ::::;
:::;.
Value
::::.
OVERALL RATING
Vertical (ground to)
F: Handlebar (center).
G: Rider footpeg (top).
H: Rider seat (lowest
point). I: Passenger peg
(top). J: Passenger seat
(middle).
14.0"
F
Open-Class Naked
DYNAMOMETER DATA
::::;
Low end
Mid-range :::::
::::;
Top end
Huge grunt off the bottom, a
cammy midrange hit, and
awesome sound marks this as a
Ducati, but decent RbW settings
also mean it’s one of the first
Testastretta 11° motors we’ve
really enjoyed, too. It’s not
perfect, but Ducatisti won’t have
to make excuses for it, either.
TEST NOTES
PICKS
: Compact chassis, great suspension, killer motor
: Beautiful looks and sound, high-tech electronics
: Everything you could want in an ultimate Monster
PANS
Same lower-body ergonomic issues as past Monsters
Suspension balance could be slightly better
Exposed exhaust valve will break under cornering abuse
150
120
SPORT/TOURING n
MODES
RAIN MODE n
150
127.33 hp
120
91.75 hp
90
90
60
60
62.74 lb.-ft.
81.8 lb.-ft.
30
0
3
4
5 6 7 8
RPM, THOUSANDS
9
30
10
0
SAE CORRECTED REAR-WHEEL TORQUE, LB. FT.
B
66.0"
SAE CORRECTED REAR-WHEEL HORSEPOWER
A
Horizontal (nose to)
A: Passenger seat
(middle). B: Rider seat
(middle). C: Handgrip
(center). D: Passenger
footpeg (center). E:
Rider footpeg (center).
39.6"
ENGINE
Type:
Liquid-cooled 90° V-twin
Valvetrain:
DOHC, 4 valves per cylinder,
Desmodromic dual-shim valve adjustment
Displacement:1198cc
Bore/stroke:
106.0 x 67.9mm
Comp. ratio: 12.5:1
Fueling: Twin 53mm ride-by-wire throttle
bodies w/riding modes, DTC
Exhaust: 2-into-1-into-2
w/backpressure valve
DRIVETRAIN
Transmission: 6-speed
Final drive: chain
RPM @ 65 mph/rev-limiter:3735*/10,300
*actual, not indicated
DIMENSIONS
Wheelbase: 59.5"
Rake/trail:24.3°/3.7"
Ground clearance: 5.8"
Seat height:31.5"
GVWR:
860 lbs.
Wet weight: 469.5 lbs.
Carrying capacity: 390.5 lbs.
SUSPENSION
Front:
Öhlins 48mm fully-adjustable
male-slider fork, 5.1" travel
Rear: Öhlins piggyback fully-adjustable
shock, 5.9" travel
BRAKES
Front: Brembo dual 330mm floating discs,
four-piston M50 Evo radial-mount
calipers w/Bosch 9MP ABS
Rear: Brembo 245mm fixed disc, two-piston,
floating caliper w/Bosch 9MP ABS
TIRES & WHEELS
Front: 120/70ZR17 Pirelli Diablo Rosso II on
3.50" x 17" machined alloy wheel
Rear:190/55ZR17 Pirelli Diablo Rosso II on
6.00" x 17" machined alloy wheel
ELECTRICS
Battery:
12V, 14Ah
Ignition: Digital
Alternator Output:478W
Headlight: 1x 60/55W
FUEL
Tank capacity:
4.6 gal.
Fuel grade: Premium
High/low/avg.mpg:47.7/29.1/35.9
STANDARD MAINTENANCE
Item
Time Parts
Labor
Oil & Filter
0.5
$80.97
$40.00
Air Filter
0.6
$81.96
$48.00
Valve Adjust
4.0
$146.30
$320.00
Battery Access
0.3
MF
$24.00
Final Drive
0.3
$24.00
R/R Rear Whl.
0.2
$16.00
Change Plugs
1.0
$78.32
$80.00
Synch EFI
1.0
$80.00
Totals
7.9
$387.55
$632.00
www.MCNews.com // OCTOBER 2014
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