The Monster was perhaps the world’s first ‘parts bin special’, created using a smattering of different parts from various Ducatis of the late ‘80s and early ‘90s. It was a resounding success for the company and remains one of its strongest sellers in India. Today, the Monster is in its fifth generation and is now powered by the company’s new 890cc spring valve V-twin.
Design and Quality –
Traditionally, the Monster was known for its butch stance, clean lines and round headlight and the fifth-gen V2 has two of those three attributes. The earlier 937 drew some flak for being too thin so for the V2, Ducati has reverted to a big tank look albeit, at 14L, the capacity is quite small for an engine of this size and the same as before. In an era where most sporty bikes have sprouted winglets and sharp edges galore, the Monster’s textbook, elemental lines are a breath of fresh air. However, it’s definitely not as chunky-looking as the older trellis-frame Monsters – not a complaint to our eyes but purists could be put off.
Typical of Ducati, quality is high all around and just about everything in sight and touch is well put together. I say ‘just about’ because the mirror housings & stalks feel very budget for a bike of its price and also, the gap between the seat and the subframe is a bit much. On a rainy day, a lot of filth gets kicked into this crevice and to clean it, you need to remove the seat. These are nitpicks but on a bike at this price, something to bear in mind.
Performance and fuel economy –
| Specifications | Values |
|---|---|
| Max Engine Power | 111 hp @ 9000 rpm |
| Max Engine Torque | 91.1 Nm @ 7250 rpm |
| Transmission Type | Manual |
| Fuel Type/ Propulsion | Petrol |
| Engine Type | 2 cylinder |
Expensive it might be, but the Monster is still the most attainable way to get your hands on Ducati’s new 890cc V-Twin. In a world increasingly populated with parallel-twin engines, Ducati has commendably stuck to its guns and is giving you an authentic V-Twin experience.
In this application, the V2 is tuned to make 111hp (it’s lowest yet) and this number is on the lower side for the segment, but the 91.1Nm of torque it makes, is conversely, one of the higher numbers in the class. Not just that, Ducati claims that from 3,000rpm you have 70 percent of that available and it definitely charges forward with gusto above that threshold. It’s enthralling fun to chase the rather high – for a big twin – 11,750rpm redline and the butter smooth quickshifter ensures you have to wait but a few milliseconds before the next gear brings you the next wave of adrenaline. The exhaust note is a bit muted (Euro5+ will do that) but there’s an enticing intake roar and even lovelier pops and bangs on the overrun, which all add to the theatricity of it.
Yet, for all its zest and verve, Ducati’s latest V2 benefits from the company’s learnings over the years. No longer do you have to fear exorbitant Desmo services or overheating in traffic. Valve clearance checks are now at 45,000km and the cooling system works superbly to ensure the engine never boils over.
However, while the engine doesn’t overheat, being stuck in traffic does result in the rider’s legs slowly being done medium rare. Since you’re sitting right on the top of the rear cylinder, there’s not much that can be done but to build your tolerance and wear motorcycle-appropriate clothing. Its hydraulic clutch too is properly weighty but what annoys more is its grabby nature causing you to lurch forward in traffic.
Ride and Handling –
| Specifications | Values |
|---|---|
| Seat height | 815 mm |
| Front Suspension Type | Showa Ø 43 mm usd fork |
| Rear Suspension Type | Showa monoshock with adjustable preload. Aluminum double-sided swingarm |
| Fuel Tank Size | 14 L |
| Chassis type | Aluminum monocoque frame |
| Front Tyre Size | 120/70 – ZR17 |
| Rear Tyre Size | 180/55 – ZR17 |
| Kerb Weight | 186 kg |
Happily, once you find some nicely laid tarmac roads, these quibbles fade away and the Monster makes up for it with its surefooted and energetic handling. On paper, the chassis components may feel a bit budget (for an 18L rupee machine) but in practice, they work very well. The non-adjustable Showa fork and Sachs monoshock have good poise when you want to attack corners but simultaneously also provide an air of suppleness over bumps, striking a nice balance. Brembo’s M4.32 calipers may have been around for well over a decade now but they bring the Monster to a halt seriously quickly and the radial master cylinder too is bristling with feedback.
What also helps the Monster tip into corners and come to a halt exceedingly well is its weighs just 186kg fully fueled – similar to a RE Guerrilla 450, which has half the displacement! Not only is the Monster one of the lightest bikes in the class, it also has a friendly 815mm perch (in the context of big, sporty machines). The rider’s triangle too is not overly committed and strikes a nice balance between being engaging yet comfortable. These attributes mean that the Monster is one of the friendliest big bikes you can buy.
Features and safety –
There when you need them, mostly
What further reinforces the Monster’s approachability (especially to someone who’s buying their first big bike) is its array of electronic rider aids. There are four riding modes (Sport, Road, Urban and Wet) with dedicated settings for power levels, traction control, wheelie control, engine brake control and ABS intervention. These work exceptionally well when you need them to and fade into the background when having fun – just the way it should be! Typical of Ducati, you can go into each mode and adjust everything to your preference, giving you complete control over the electronics – an appreciable touch.
| Specifications | Values |
|---|---|
| Anti-Lock Brakes (ABS) | Dual channel |
| Front Disc/Drum Size | 320 mm |
| Rear Disc/Drum Size | 245 mm |
| Calliper Type | Front – 4 Piston, Rear – 2 Piston |
| Traction control | Yes |
| Riding Modes | Yes |
| Cruise Control | No |
| Quickshifter | Yes |
| TFT colour Instrument cluster | Yes |
However, what I certainly don’t appreciate is the fact that Ducati has provided you the switchgear and wiring for the cruise control and heated grips on the bike but is deliberately gatekeeping the software in lieu of princely sums of Rs 40,009 and Rs 41,013, respectively. This trend of locking valuable features already present on the expensive machine you buy until you pay an additional sum needs to be abdicated promptly before it becomes commonplace.
Price and verdict –
The words above are apt to describe the new Monster V2, which starts at Rs 13.99 lakh (ex-showroom, India) and the price only goes northward for different colours and if you opt for the Plus variant, with the flyscreen and pillion seat cowl. There’s no justifying the very large price delta to its European and Japanese counterparts, which are accomplished machines in their own right.
What are strong points on the Monster are that it is a desirable, good-looking and exciting machine that gives you access to the alluring world of Ducati. Plus, today’s V2 Ducatis now have ownership costs that are more or less in line with their peers and the company’s aftersales is a particularly strong highlight for customers. If all that sounds like something you are looking for, the Monster V2 should be on your radar.
Combined with the classy-looking leatherette padding on the dash and door pads, plus the burgundy, gold and light cream colour scheme, the interior of the top-spec Nissan Tekton looks upmarket. The driving position is great and provides excellent all-round visibility, while the seats themselves are comfy enough to be occupied even over long-distance drives.
