Why the 2014 Ducati Monster 1200 S is a Better Bike Than its Predecessor
2014 Ducati Monster 1200 S Review: Instant Animal, Just Add Water
It doesn't look dramatically different at first glance, but the 2014 Ducati Monster 1200 S gains a slew of modifications that make this naked bike's personality much closer to its menacing moniker than ever before, while still maintaining an air of civility.
2014 Ducati Monster 1200 S Review: What's New?
For starters, gone is the air-cooled, 1,078cc L-twin that powered its predecessor, replaced by a liquid-cooled, second-gen derivation of the 1,198cc Testastretta 11° mill that powers the Diavel and Multistrada.
The Monster application has the same heads, valves, cams, and timing, with throttle bodies which are round (vs elliptical) for better lower and and mid-range power.* The engine is now a fully-stressed member with the trellis frame, and produces 135 horsepower in standard form (which is priced at $13,495), and 145 hp in the S model (priced at $15,995). Torque comes in at 87 lb-ft and 92 lb-ft, respectively, and the engine is fed by a larger 4.6 gallon tank (1 more gallon than before), which is now constructed of steel, not plastic. Reducing the valve overlap from 41° to 11° means less horsepower but more torque and smoothness, specifically in the mid-range areas of the powerband. Power is fed through a slipper clutch and a 6-speed transmission with, of course, chain final drive.
A new TFT display offers three different layouts based on three riding modes: Urban, Touring, and Sport, which can be individually tailored using parameters like Traction Control (1-8, or off), ABS (1-3, or off), Ride-by-Wire throttle (high, medium, or low, which is specific to each mode), and wheelie control.
In Urban, the speedometer serves as the primary display; in Touring, the tachometer takes on secondary importance; in Sport, the tachometer is the main focus. The three modes can be changed while riding (when neither the throttle or brake are being applied), but customizing each mode requires the bike to be stationary.
The Monster 1200 rides on new lightweight 10-spoke 17-inch wheels, and the standard version gets 320mm front Brembo monobloc brakes while the S is treated to Panigale-spec 330mm stoppers; both are ABS units. The standard model gets Kayaba forks and a Sachs rear monoshock, while the S is graced with TiN-coated 48mm Öhlins forks and Öhlins rear shock with an integrated piggyback reservoir.
The Monster's new chassis enables double the torsional stiffness, using bigger diameter steel tubing (despite achieving lighter weight); overall, dry weight climbs 28 pounds. Also revised is the new aluminum swingarm, which now holds a license plate holder with a tidy LED lamp. The wheelbase has been lengthened by 2.4 inches while the handlebars have been raised 1.6 inches and moved 1.6 inches closer to the rider. The saddle is now longer, and with 3.1 inches of foam at its deepest point, comfier, as well. The seat is also height adjustable, offering a seat height as low as 30.9 inches, or 29.3 inches with an optional accessory seat-- Ducati's lowest perch, ever, which makes it even shorter than the Diavel's 30.3 inch saddle.
How does the new 2014 Ducati Monster 1200 S ride? Click "Next" to find out.
(* A previous version of this review incorrectly stated that the engine is based on the Panigale's powerplant.)
The moment you climb aboard the new Monster 1200, you'll notice the lower seat and its cushier feel, not to mention the more accessible-- but still forward leaning-- handlebar positioning. The heat shield from the exhaust can swivels your heel out a tad, and the rearward pegs can mean a bit of knee bending in order to place the balls of your foot on the pegs. But apart from those two points, ergonomics are surprisingly accommodating on this saucy redhead.
Fire up the big twin, and that familiar Desmodromic Ducati engine roar comes to life... but the real differences emerge when you kick the sidestand up, click into first, and crank the throttle as you release the clutch. Unlike the old 1100 EVO, the water-cooled engine doesn't chatter at low RPMs or require unusual clutch slippage off the line; first gear engages with a smooth click of the pedal, and the Monster is ready to charge out of the gates. Credit the new engine's broader powerband, 45 horsepower gain (!), and slightly shorter final drive for the new lease on life.
That power gain comes through loud and clear when instigated, with meaty delivery and some midrange vibes; the 10,000 rpm rev limit smoothly tapers off the juice (which is a bit past the 8,750 rpm peak horsepower figure), and the pull in those registers isn't as wild thanks to the more powerful middle section of the engine's rpm range. The grunt is addictive, and while the front end becomes perceptibly loose upon hard acceleration (and sometimes lifted), it's not as wheelie-happy as its shorter-wheelbased predecessor.
Riding modes make a noticeable difference in engine behavior; during sharp switchbacks and more technical sections, I preferred Touring mode, which enabled smoother roll-on throttle and more progressive power buildup. Power delivery is more explosive (and, obviously, more exciting) in Sport mode, but that's not necessarily the most desired setting when it comes to modulating acceleration while leaned over. The Urban mode's castrated 100 horsepower output matches that of the old Monster 1100 EVO (which, incidentally, was the most powerful air-cooled Ducati engine in history), and delivers predictably mild, mellow, and predictable power.
Despite its burly persona, the Monster's steering is surprisingly light and accurate, as is its ability to turn into corners and hold the line through a curve. According to Ducati, the bike's center of gravity (with a rider aboard) is lower than before, but the weight distribution has also moved slightly rearward, leaving 47.5%, versus an even 50%, of mass on the front. On the tumbling, winding, and climbing roads on the volcanic island of Tenerife, grip felt good from the Pirelli Diablo Rosso IIs, with the traction control adding a security blanket to the proceedings. Though one rider in our group unfortunately took an injury-free spill on a low-speed corner (likely due to cold ambient and tire temperatures), the Monster handled intuitively, with stable dynamics as it leaned into corners. Despite the bumpiness of some sections of road, the Öhlins suspension managed to filter out much of the jostling; expect worse ride quality from the lower spec suspension components on the non-S model. Due to a revised master cylinder, these Brembo brakes don't have the same razor sharp responsiveness as the 1199 Panigale's, but rather build up in stopping power and offer more than enough tank-slamming oomph when called upon.
Bottom Line
There may be purists who decry the beloved Ducati Monster's move to liquid-cooling, but the new 1200 S is an undeniably quicker, more flexible, and more comfortable bike than its predecessor. Ducati has once again tapped into the ingredients which bring technology and soul to life: their L-twin engine still throbs with the signature exhaust note bark, while electronic riding modes and various aids-- all of which can be entirely disabled, in case you were wondering-- leverage a degree of control over the dynamics.
You may recall that I previously acknowledged the Monster predecessor's improvements over that model's non-EVO predecessor, but that I also preferred the smaller-displacement 696 version over the old 1100, saying, "... [the 1100] may have more power and greater cachet, but its performance isn't exactly blistering, while the 696 comes across as an earnest, honest, bike."
Enter 2014, and Ducati has addressed many of the big Monster's shortcomings, offering a fast, nimble, and charismatic riding experience that entirely usable, yet never lacking for personality. Nitpickers (like me) can get hung up on some of the Monster 1200's visual details which are rough around the edges, like the fasteners, bundles of wiring, and cooling hoses emerging from the engine. But as a re-imagined naked bike with oodles more power that enables greater control over electronics while also delivering comfier, more accommodating ergonomics, the 2014 Ducati Monster 1200 S emerges as an even more serious force to be reckoned with in the world of naked motorcycles.
Specfications
Who Should Buy the 2014 Ducati Monster 1200?
Style and speed savvy riders looking for a soulful naked bike with Italian roots and superbike-like performance.
Related:
It doesn't look dramatically different at first glance, but the 2014 Ducati Monster 1200 S gains a slew of modifications that make this naked bike's personality much closer to its menacing moniker than ever before, while still maintaining an air of civility.
2014 Ducati Monster 1200 S Review: What's New?
For starters, gone is the air-cooled, 1,078cc L-twin that powered its predecessor, replaced by a liquid-cooled, second-gen derivation of the 1,198cc Testastretta 11° mill that powers the Diavel and Multistrada.
The Monster application has the same heads, valves, cams, and timing, with throttle bodies which are round (vs elliptical) for better lower and and mid-range power.* The engine is now a fully-stressed member with the trellis frame, and produces 135 horsepower in standard form (which is priced at $13,495), and 145 hp in the S model (priced at $15,995). Torque comes in at 87 lb-ft and 92 lb-ft, respectively, and the engine is fed by a larger 4.6 gallon tank (1 more gallon than before), which is now constructed of steel, not plastic. Reducing the valve overlap from 41° to 11° means less horsepower but more torque and smoothness, specifically in the mid-range areas of the powerband. Power is fed through a slipper clutch and a 6-speed transmission with, of course, chain final drive.
A new TFT display offers three different layouts based on three riding modes: Urban, Touring, and Sport, which can be individually tailored using parameters like Traction Control (1-8, or off), ABS (1-3, or off), Ride-by-Wire throttle (high, medium, or low, which is specific to each mode), and wheelie control.
In Urban, the speedometer serves as the primary display; in Touring, the tachometer takes on secondary importance; in Sport, the tachometer is the main focus. The three modes can be changed while riding (when neither the throttle or brake are being applied), but customizing each mode requires the bike to be stationary.
The Monster 1200 rides on new lightweight 10-spoke 17-inch wheels, and the standard version gets 320mm front Brembo monobloc brakes while the S is treated to Panigale-spec 330mm stoppers; both are ABS units. The standard model gets Kayaba forks and a Sachs rear monoshock, while the S is graced with TiN-coated 48mm Öhlins forks and Öhlins rear shock with an integrated piggyback reservoir.
The Monster's new chassis enables double the torsional stiffness, using bigger diameter steel tubing (despite achieving lighter weight); overall, dry weight climbs 28 pounds. Also revised is the new aluminum swingarm, which now holds a license plate holder with a tidy LED lamp. The wheelbase has been lengthened by 2.4 inches while the handlebars have been raised 1.6 inches and moved 1.6 inches closer to the rider. The saddle is now longer, and with 3.1 inches of foam at its deepest point, comfier, as well. The seat is also height adjustable, offering a seat height as low as 30.9 inches, or 29.3 inches with an optional accessory seat-- Ducati's lowest perch, ever, which makes it even shorter than the Diavel's 30.3 inch saddle.
How does the new 2014 Ducati Monster 1200 S ride? Click "Next" to find out.
(* A previous version of this review incorrectly stated that the engine is based on the Panigale's powerplant.)
The moment you climb aboard the new Monster 1200, you'll notice the lower seat and its cushier feel, not to mention the more accessible-- but still forward leaning-- handlebar positioning. The heat shield from the exhaust can swivels your heel out a tad, and the rearward pegs can mean a bit of knee bending in order to place the balls of your foot on the pegs. But apart from those two points, ergonomics are surprisingly accommodating on this saucy redhead.
Fire up the big twin, and that familiar Desmodromic Ducati engine roar comes to life... but the real differences emerge when you kick the sidestand up, click into first, and crank the throttle as you release the clutch. Unlike the old 1100 EVO, the water-cooled engine doesn't chatter at low RPMs or require unusual clutch slippage off the line; first gear engages with a smooth click of the pedal, and the Monster is ready to charge out of the gates. Credit the new engine's broader powerband, 45 horsepower gain (!), and slightly shorter final drive for the new lease on life.
That power gain comes through loud and clear when instigated, with meaty delivery and some midrange vibes; the 10,000 rpm rev limit smoothly tapers off the juice (which is a bit past the 8,750 rpm peak horsepower figure), and the pull in those registers isn't as wild thanks to the more powerful middle section of the engine's rpm range. The grunt is addictive, and while the front end becomes perceptibly loose upon hard acceleration (and sometimes lifted), it's not as wheelie-happy as its shorter-wheelbased predecessor.
Riding modes make a noticeable difference in engine behavior; during sharp switchbacks and more technical sections, I preferred Touring mode, which enabled smoother roll-on throttle and more progressive power buildup. Power delivery is more explosive (and, obviously, more exciting) in Sport mode, but that's not necessarily the most desired setting when it comes to modulating acceleration while leaned over. The Urban mode's castrated 100 horsepower output matches that of the old Monster 1100 EVO (which, incidentally, was the most powerful air-cooled Ducati engine in history), and delivers predictably mild, mellow, and predictable power.
Despite its burly persona, the Monster's steering is surprisingly light and accurate, as is its ability to turn into corners and hold the line through a curve. According to Ducati, the bike's center of gravity (with a rider aboard) is lower than before, but the weight distribution has also moved slightly rearward, leaving 47.5%, versus an even 50%, of mass on the front. On the tumbling, winding, and climbing roads on the volcanic island of Tenerife, grip felt good from the Pirelli Diablo Rosso IIs, with the traction control adding a security blanket to the proceedings. Though one rider in our group unfortunately took an injury-free spill on a low-speed corner (likely due to cold ambient and tire temperatures), the Monster handled intuitively, with stable dynamics as it leaned into corners. Despite the bumpiness of some sections of road, the Öhlins suspension managed to filter out much of the jostling; expect worse ride quality from the lower spec suspension components on the non-S model. Due to a revised master cylinder, these Brembo brakes don't have the same razor sharp responsiveness as the 1199 Panigale's, but rather build up in stopping power and offer more than enough tank-slamming oomph when called upon.
Bottom Line
There may be purists who decry the beloved Ducati Monster's move to liquid-cooling, but the new 1200 S is an undeniably quicker, more flexible, and more comfortable bike than its predecessor. Ducati has once again tapped into the ingredients which bring technology and soul to life: their L-twin engine still throbs with the signature exhaust note bark, while electronic riding modes and various aids-- all of which can be entirely disabled, in case you were wondering-- leverage a degree of control over the dynamics.
You may recall that I previously acknowledged the Monster predecessor's improvements over that model's non-EVO predecessor, but that I also preferred the smaller-displacement 696 version over the old 1100, saying, "... [the 1100] may have more power and greater cachet, but its performance isn't exactly blistering, while the 696 comes across as an earnest, honest, bike."
Enter 2014, and Ducati has addressed many of the big Monster's shortcomings, offering a fast, nimble, and charismatic riding experience that entirely usable, yet never lacking for personality. Nitpickers (like me) can get hung up on some of the Monster 1200's visual details which are rough around the edges, like the fasteners, bundles of wiring, and cooling hoses emerging from the engine. But as a re-imagined naked bike with oodles more power that enables greater control over electronics while also delivering comfier, more accommodating ergonomics, the 2014 Ducati Monster 1200 S emerges as an even more serious force to be reckoned with in the world of naked motorcycles.
Specfications
- Engine: 1,198.4cc L-twin, liquid-cooled with electronically managed throttle (ride-by-wire)
- Output: 135 hp, 86.8 lb-ft torque (standard), 145 hp, 92 lb-ft torque (S model)
- Fuel Capacity: 4.6 gallons
- Gearbox: 6-speed
- Clutch: Slipper
- Frame: Tubular steel trellis
- Swingarm: Cast aluminum, single-sided
- Front Suspension: Kayaba 43mm fully-adjustable (standard); Öhlins 48mm fully-adjustable (S model)
- Rear Suspension: Sachs Monoshock with spring preload and damping adjustability (standard); Öhlins monoshock, fully adjustable (S model)
- Rake/Trail: 24.3°/93.2mm
- Front Brakes: 2 x 320mm semi-floating discs, radially mounted M4-32 4-piston Brembo monobloc (standard); 2 x 330mm semi-floating discs, radially mounted M50 4-piston Brembo monobloc (S model)
- Rear Brakes: 245mm disc, 2-piston calipers
- Dry Weight: 401 lbs
- Wet Weight: 461 lbs
- Price: $13,495 (Monster 1200), $15,995 (Monster 1200 S)
Who Should Buy the 2014 Ducati Monster 1200?
Style and speed savvy riders looking for a soulful naked bike with Italian roots and superbike-like performance.
Related:
- 2012 Ducati Monster 1100 EVO Review: Naked Italian Gets More Gizmos, Same Price
- 2011 Ducati Monster 796: Street Testing Ducati's Sub-$10,000 Bike in Italy
- 2009 Ducati Monster 1100S Review: Is Bigger Always Better?
- 2008 Ducati Monster 696 Review
- Five Things I Learned From Riding a Ducati 1199 Panigale on the Street
