Ducati Monster 821 – TEST
2015 onwards, 821 cm3, 112 l. pp., 205.5 kg, 10,490 €
text: Alexander Barkalov photo: Milagro
in the photo: Alexander Barkalov
“To see with my own eyes exactly how the new Monster turned out, I went to the homeland of Ducati motorcycles - Bologna, where the world premiere of the new product was held for the press.
Genes More than 20 years ago, Ducati introduced the first model of the Monster family, creating a real revolution in the motorcycle industry. Since then, more than 290,000 Italian naked bikes have been sold worldwide, and each of their owners has contributed to the development of the model, making the Ducati Monster a true icon, independent of the laws of time. Combining unique design and high technology, Monster series devices continue to be a symbol of style and uniqueness. The new 821st “Monster” was no exception. Designed to replace the 796th modification in the manufacturer’s model range, the new member of the large Italian family is quite distanced from its predecessor, since it was created with an eye on the Monster 1200 and borrows many components from its “big brother”. The new product differs from the Monster 796, which debuted in 2011, in literally every detail, so the 821 model can be confidently spoken of as a radically new development from the factory. Global changes affected not only all technical aspects of the motorcycle, but also affected one of its strongest sides - design. The frame has grown in size, capable of accommodating the Testastretta 11° engine, an intricately shaped fuel tank, a shortened “tail” and mufflers that have moved to the right side - all this has made the appearance of the device more collected and muscular. From a stylish naked bike, the motorcycle has turned into a real urban street fighter, radiating aggression even while standing in the parking lot.
It is quite natural that the changes made to the motorcycle also affected the ergonomics of the driver's seat. For example, the handlebar position on the Ducati Monster 821 is 40mm closer and 40mm higher than it was on the 796. The seat has also changed quite a bit. Firstly, the thickness of the filler has increased by 10 mm, and the platform itself has become 27 mm longer and 34 mm wider. Secondly, already in the factory configuration, the new “Monster” is equipped with a height-adjustable seat (from 785 to 810 mm). Taken together, all this allows a driver of almost any height and build to sit comfortably behind the wheel of the new Ducati. Perhaps the only ergonomic mistake is the position of the driver's footrests, due to which the right motorcycle boot inevitably comes into contact with the hot exhaust system. Otherwise, the “workplace” of the owner of the Monster 821 can be considered impeccably thought out and incredibly comfortable.
Fierce When choosing an engine for the new naked bike, Ducati engineers did not invent anything new: the latest version of the proven Testastretta 11° engine, which was first installed on the Hypermotard and Hyperstrada models in 2013, instead of the old 2-valve, was chosen as the power plant for the Monster 821 model. air balloon." Specifically for the dimensions of the engine, the Ducati design bureau developed a new unit, which is usually called the frame. The remnant birdcage, once the family's calling card, is made from steel tubing and bolts directly to the cylinder heads, just like on a Monster 1200 or Panigale. According to the manufacturer, the new frame not only became 99% stiffer in torsion and 67% stiffer in bending, but also lost 1.23 kg. In turn, the steel subframe has also become lighter, shedding 1.1 kg. Especially for the new “Monster,” the 821 cc L-Twin was “pissed off” a little, adding two horsepower on top, bringing the total number to 112 units. At the same time, the torque figure remains unchanged: as before, at 7,750 rpm the Testastretta 11° produces 89.4 Nm. If we continue to compare the characteristics of the new motorcycle with the performance of its predecessor, the increase in power is an impressive 25 hp. s., and the torque increased by 10.8 Nm. In addition, the company’s specialists were faced with the task of achieving smoother power delivery at low speeds than was the case on the Hypermotard and Hyperstrada. This was achieved by installing a new block of throttle valves with a diameter of 53 mm directly into the original air filter box - with a slight loss in the upper rev range, this operation resulted in extremely juicy “bottoms” and “mids”.
Like all the latest models from Borgo Panigale, the engine of the new Monster 821 is capable of operating in three different modes: Urban, Touring, Sport. During a road test, which took place in the southern outskirts of Bologna, I tried the “urban” mode only once, after which it was forgotten forever. In general, driving using Urban mode, where engine power is reduced to 75 hp. pp., and the degree of control of electronic assistants reaches almost the maximum level, is a very dubious pleasure. The engine's response to opening the throttle is as slow as a line of pensioners at the post office, and the traction control tries to work even before leaving the parking lot. In Touring mode, the L-shaped “two” is transformed. Thanks to smart electronics, the connection between the throttle and throttle body feels as natural as a cable drive. The engine is extremely tractable and controlled, delivering maximum power smoothly and demonstrating the ability to accelerate the bike quickly while maintaining torque flow at all rpms. Already in the “middle” of the operating range, the Testastretta 11° demonstrates performance close to maximum, which allows you to accelerate quite dynamically on the Italian naked bike, without driving the electronic “snake” of the tachometer into the red zone.
The Sport mode is not much different from the “Touring” mode: the power is the same, except that the reactions to the operation of the gas handle are slightly aggravated, plus the presence of the ubiquitous proprietary Ducaty Safety Pack weakens (8-level DTC traction control and 3-mode ABS Bosch 9MP) . Perhaps the most obvious drawback of the 821 cc engine, which was noted by all colleagues, is the excess heat generated by the power plant. Due to the design of the exhaust system, engine heat is especially felt on the right side of the motorcycle. On a 30-degree afternoon, standing at a traffic light waiting for the green light, you begin to involuntarily “flow” onto the left side of the Monster, trying to avoid the fate of being smoked alive. However, the excessive ardor of the new naked car can easily be forgiven for the sound of the exhaust system alone! Stylish upward-facing mufflers produce such a deep and rich “sound” that the right hand is looking for an opportunity not to cover the throttle longer. To the accompaniment of slight engine vibrations and rolling thunder from the mufflers, you can leisurely roll along quiet city streets or rush along the arrow of the autobahn, feeling like the rider of a ferocious centaur. In both situations, the feeling of piloting is indescribable.
Delight As I enthusiastically accelerated on short straights and dashed into the blind corners of the winding mountain roads around Italy's longest A1 motorway, I gradually began to understand what it was that I liked so much about the new Ducati naked. The composure of the chassis and its predictable behavior in any situation is what makes you literally fall in love with this little “Italian”! The behavior of the motorcycle on the road is as simple and clear as it is precise and confident.
A simple Kayaba fork with stays with a diameter of 43 mm and completely devoid of adjustments works well on the road surface, while giving clear and intelligible feedback. The Sachs rear shock absorber, although equipped with adjustments, is tailored for the average rider and is slightly oriented towards comfort. Despite the very low-cost suspension for such an expensive motorcycle, Italian specialists managed to achieve an amazing balance between comfort and refined handling. Every time you push the Monster 821 into a corner, you're surprised at how responsive the bike is. Any command, be it a trajectory adjustment, a change in the angle of inclination or an instant change of direction, is executed unquestioningly. And then the understanding comes that you are already waiting for the next sharp turn with excitement, and your heart begins to beat more and more often with delight. The only thing you can try to blame the chassis of the new Monster for is the loss of charm: the classic pendulum is noticeably inferior to the console one in terms of aesthetics. The naked brakes also deserve praise: 4-piston Brembo M4-32 calipers frantically bite into 320 mm discs under the watchful gaze of Bosch ABS 9MP electronics, forcing the 200-kilogram motorcycle to quickly settle. Ducati claims that compared to the Monster 796, the new model's braking efficiency is approximately 14-25% higher, depending on the applied force! The rear brake “circuit” on the motorcycle is also very effective, but the brake pedal is located a little low.
The main target audience of the Ducati Monster 821 in Bologna is seen as owners of “Monsters” of previous generations, owners of naked bikes from competing companies, as well as novice riders and women. We can only partially agree with the last two points. I am sure that due to its lower power, weight and seat height, the Monster 696 model is much better suited to this target audience. The 821, in turn, can be an ideal means of enjoyment for the more experienced pilot. A competitive power-to-weight ratio, exciting handling and the presence of modern electronic assistants, coupled with ease of daily use, make the new Monster extremely attractive in the eyes of many buyers. One cannot discount the magnificent Italian design, modern, but at the same time managing to preserve the family features inherent in all generations of naked bikes from Bologna. Largely due to their unique appearance, representatives of the Monster family have remained true style icons in the industry for 20 years. And the new Ducati Monster 821 is no exception. /
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Ducati
Ducati electronic gadgets
Where Ducati wins is in the electronic gadgets. On the display, the pilot can choose from three engine and throttle modes (Sport, Touring and Rain) , and there are also three ABS settings and eight traction control (TC) settings. ABS and TC systems can be completely disabled. But there is a drawback: navigating the menus is very tedious, requiring you to press numerous buttons to save the necessary settings before exiting the menu and heading out.
Of all the engine modes, we liked Touring the best, as it gives full access to all 96 horses (27 more than the SFV and 31 more than the Yamaha) , but the response is smoother and more linear. The 3D engine performance graph is not perfect, the throttle is jerky, and the sensitivity is superficial. Given the larger volume of the 821 Monster, it is not surprising that it consumes more fuel and travels more distance per liter. As a result, of all the motorcycles, it traveled the longest distance on a full tank - 306 km. Ducati's traction control works well on the 821, providing a high level of safety in difficult rides. However, advanced pilots prefer to turn off the electronic systems, although they admit that they are indispensable for beginners or on dangerous roads.
821 two-cylinder engine
But it makes no sense to deny the functions of ABS. Braking test results demonstrate the system's effectiveness: with ABS enabled, the Monster stops 161 cm earlier. Also, the high-performance Brembo brakes proved to be better and more efficient than the budget design on Japanese bikes. Ducati stops from 96 km/h to 0 km/h in 35 meters, which is 7 meters better than its rivals (Yamaha—42.8 m, Suzuki—43.8 m).
The Monster's L-twin engine becomes the king of torque, producing 81.3 Nm at 7,700 rpm. But it's not as punchy in the low rev range as the Yamaha's twin, despite the torque curve. The sound produced by the Ducati's exhaust pipe is the loudest, but not as impressive as the Yamaha's.
