Modern classics: A guide to the Ducati Monster as one of the best road bikes

Ducati, often referred to as the "Ferrari of motorcycles", is an iconic Italian manufacturer with almost a century of history. The Ducati company is based in the city of Bologna in northern Italy, more precisely in Borgo Panigale. Manufactures some of the most sought-after, advanced and high-performance two-wheelers in the world. And while this prestigious marque is best known for its superbikes, the brand offers a wide range of options, from adventure bikes to sport tourers and cruisers, as well as retros under the Scrambler brand.

In this article, we'll look at the main models currently produced by the famed Italian brand, as well as information about Ducati's history, mechanics and technology. To properly understand the intricacies of two-wheelers from Ducati.

Early history of the Ducati brand

The company we know today as Ducati Motor was founded in July 1926 by brothers Bruno, Marcello and Adriano Ducati. The latter of whom filed a patent for a shortwave radio transmitter capable of reaching America. Operating under the banner of Società Scientifica Radio Brevetti Ducati in the brothers' native Bologna, the company initially sold radio equipment and achieved significant success in its first decade of activity. Growing from less than half a dozen employees to a huge factory employing hundreds of people.

Unfortunately, the company's size, success, and involvement in the production of equipment used by the nation's armed forces made it a prime target for airstrikes when World War II broke out. And in October 1944, the Ducati radio factory was destroyed by Allied bombing. After the end of the global conflict, growing demand for economical and utilitarian vehicles in their native Italy prompted Ducati to rebuild its plant into an auto company.

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Even before the war ended, Ducati began developing a 48 cc single-cylinder four-stroke engine that could be coupled to a bicycle frame. Nicknamed "Cucciolo" (Italian for "puppy") due to the high-pitched exhaust note. Ducati released the clip-on engine in 1946 to an incredibly warm reception from the public. Thanks to the four-stroke cycle configuration and two-speed gearbox, the buyer could make maximum use of 1.5 hp. 48 cc engine, allowing you to reach a speed of about 40 km per hour.

In 1949, the growing Italian company released its first fully equipped motorcycle model, the Ducati 60. The engine was 60 cc. cm, coupled to a three-speed gearbox, produced a whopping 2 hp. The manufacturer continued to prosper, and in 1954 Ducati brought in a young engineer named Fabio Taglioni. Which went on to develop the mechanical architecture and distinctive features that are now closely associated with the company. And eventually became the brand's chief designer and technical specialist. director and held this position until 1989.

One of Fabio Taglioni's many elements was the implementation of the Desmodronic valve system. Instead of using traditional spring-actuated valves, the "Desmo" configuration uses a mechanically actuated system that helps reduce valve displacement at higher rpm. In the modern steel and metallurgical industry, this advantage no longer exists and is used more for the sake of identity and tradition.

Ducati experimented with multi-cylinder engine configurations on its racing motorcycles, although it continued to produce single-cylinder models throughout its existence. In response to models such as Honda's hugely successful CB750, Ducati released the 750 GT, the company's first L-Twin. The L-Twin was essentially just a V-Twin, but due to the angle of the cylinders, the nickname helps differentiate it from the American-made V-Twin.

Ducati has been racing ever since it began making engines, and although the company has enjoyed considerable success, it was not until 1972 that the company really appeared on the radar of the world motorcycle scene when Paul Smart achieved fame piloting the Imola Desmo 750.

From this point on, the L-Twin configuration became Ducati's standard, and every production production model produced since then was equipped with an L-Twin. This has recently changed with the introduction of the flagship V4 platform created by Ducati MotoGP. Although most of the lineup has yet to receive the new four-cylinder powerplant.

Ducati 916 1994-1998 review

At the beginning of May 2022, John Urie, one of the co-owners of the MCN online magazine, presented his review of the 1994–1998 Ducati 916. We couldn’t pass up this exciting test drive, so we’re sharing with you our impressions of a retro motorcycle model that deserves to take a place in your heart, and maybe even in your motorcycle collection.

The Ducati 916 motorcycle managed to achieve what only a small part of bikes have achieved. The model crossed the boundaries of the market and received universal recognition and praise from motorcyclists; there was not a biker who did not appreciate this motorcycle. It was the enthusiastic response from riders that made the Ducati 916 a standout model, cementing its status as a legendary motorcycle.

Times have changed, and while riding the Ducati 916 has a special feel that takes us back to the 90s, it should be noted that for the modern rider the ride can be a bit disappointing. The only possible rider position is very uncomfortable when moving at low speeds. Also tiring is the very tight clutch, which is felt with every squeeze - it’s hard to get used to. However, if you just speed up the pace of movement, you will feel how your knees themselves find their place in the recesses of the gas tank, no longer flopping around in turns. There is no such refined handling compared to modern sportbikes, the beginning of a turn causes some difficulties, but once you get used to it, the motorcycle becomes more understandable and predictable.

In the photo: confidently overcoming the terrain on a Ducati 916

Quite lazy by modern standards, the engine with a desmodromic valve timing mechanism gives the rider an intuitively interesting sensation while traveling to the accompaniment of a rumbling exhaust system of the 90s. And if you install an exhaust from Termignoni, you can get a completely unique sound accompaniment on every trip.

A Ducati motorcycle, like any other bike from the 90s, requires careful care and careful, careful maintenance. It is these factors that become the key to long-term and trouble-free motorcycle ownership. Ducati 916 should be serviced every 4,000 miles, and valve clearance should be checked and possibly adjusted after 10,000 miles. During the same mileage period, possible oil leaks through the main engine gasket are carefully checked, and a thorough inspection is carried out to identify other leaks. A dry clutch basket is also not a strong point of this modification of the power unit and requires careful attention.

After its release in 1994, a certain mystical curtain of attention and speculation fell over the motorcycle over time. The bike was actively advertised on posters and appeared in countless videos, films and performances. The significant success of the motorcycle shrouded it in an increasingly dense aura of exoticism and possible inaccessibility. The aura of sexuality associated with this bike was visible in most advertisements of those years, and the Ducati 916 became a true two-wheeled heartthrob of its time.

You can never predict whether a bike's exterior and interior performance will be a success and appeal to the public, but the 916, created by designer Massimo Tamburini, like its successor, the 999, certainly did a great job of attracting fans. The designer was able to invest in his masterpiece two main aspects of a successful future - attractiveness and effectiveness. At the moment, motorcycles, especially those with low mileage, are highly valued. When purchasing the SP and SPC versions, you should carefully make sure that you are looking at the original model, and not another series, adjusted to the original in terms of body kit and characteristic details.

In the photo: the design solutions of Massimo Tamburini are clearly shown

If you look at the Ducati 916 model from above, you can easily compare the silhouette of the motorcycle with a chiseled female figure, in which a wasp waist and appetizing roundness are easily visible. It should be said that this appearance of the motorcycle was created to satisfy the aesthetic needs of the future owner. The manufacturer Ducati did not plan for the 916 to participate in racing competitions, so the typical swingarm with a single-sided wheel mount is just a tribute to tradition. Just as Japanese designer Tadao Baba abandoned the idea of ​​installing an inverted fork on the FireBlade, Italian Tamburini used the same move. Despite the significant difference in perception between Japanese and Italian motorcycle design, Japan managed to devote a bit of influence to the development of Ducati's appearance.

The public often associates the 916's under-seat exhaust pipes with a fashion trend of the late 1990s, but Massimo admitted that the Japanese Honda NR 750 with a similar exhaust arrangement inspired him to this design solution. People often forget that, despite being a universally recognized designer, Tamburini was also a brilliant engineer. The sum of his knowledge and skills is impeccably implemented, and as a result the Ducati 916 looks stunning, rides well and handles quite well.

The three-spoke wheels found on early 916 models were made by Brembo, while the five-spoke wheels that appeared later in the 2000s were made by Marchezini, the same year Brembo took over Marchezini. The very first models of the bike had lower fairings rigidly fixed with rivets and other parts assembled with permanent fasteners. Also, the bikes of the early releases of the 916 model were painted in the signature red color of one of the Italian motorcycle manufacturers - Cagiva Red and bore the company logo - an image of an elephant on the front fairing and gas tank filler caps - in tribute to the founding brand.

To conclude the review, I would like to add a few technical characteristics and facts about this motorcycle.

Years of production: 1994 - 1998.

Maximum power: 109 horsepower.

Maximum torque: 65 Nm.

Maximum speed: 257.5 km per hour.

Engine capacity: 916 cc.

Engine type: V-Twin, 90-degree camshaft, injection, 4 valves per cylinder, with desmodromic valve drive and liquid cooling.

Frame type: Tubular birdcage.

Fuel tank volume: 17 liters.

Seat height: 790 mm.

Bike weight: 195 kg.

Front suspension: 43 mm Showa fork.

Rear suspension: monoshock absorber and single-sided swingarm from Showa.

Front brakes: two brake discs with a diameter of 320 mm with four-piston calipers.

Rear brakes: single 220 mm brake disc with two-piston caliper.

Front tire size: 120/70/17.

Rear tire size: 190/50/17.

Rise in Ducati production

Towards the end of the 1970s, Ducati really came into its own with what was arguably the first true modern motorcycle, the Ducati Pantah. The L-Twin bevel gears have been replaced not only with a two-valve system driven by rubber belts, but also with the brand's signature trellis frame. It's also probably worth mentioning Mike Hailwood's legendary 1978 win on an NCR-trained Ducati and the year before at the world-famous IoM TT.

Ducati continued to grow and develop along with other motorcycle manufacturers of the era, gaining a reputation as a distinctly sporty brand. The company made durable bikes, but didn't do anything revolutionary. However, in the 1990s, everything changed as a series of events eventually gave birth to the brand we know today.

Sitting on a huge number of unused engines from its 900SS model, Ducati began exploring alternative ways to move this seemingly unwanted product. Thus, the famous designer Miguel Galluzzi was asked to create a “special parts container”, taking existing off-the-shelf parts and components from the Ducati factory to create a new motorcycle. By borrowing the 888 superbike frame and 900SS engine and giving it a new tank, tail section and round headlight, Galluzzi created the now iconic Ducati Monster.

Around this time, in the mid-1990s, the so-called "Michelangelo of Motorcycles" Massimo Tamburini developed the revolutionary 916 Superbike. Apart from modern electronics, all the features that you probably associate with the Ducati brand were on display in the 916. This model not only played a decisive role in creating the modern Ducati identity, but also had a huge impact on the sports bike sector as a whole over the years.

Ducati built on the 916 model with the 996 and then the 998, before replacing it with the controversial 999. A little after the turn of the millennium, Ducati developed the Multistrada. The mid-aughts saw the introduction of numerous key Ducati models, such as the Hypermotard, Sport Classic (both created by renowned motorcycle designer Pierre Terblanche) and the 1098 (and 848) range of superbikes. The 1098 R was also the first production road bike to feature MotoGP-style electronic traction control. A feature that has since become standard on modern sports motorcycles.

1098
In 2011, Ducati unveiled its new superbike, the Panigale, which has since received several newer incarnations, the latest of which features the aforementioned V4 powertrain. Fast forward to 2015, in the immediate aftermath of the global financial crisis, Ducati launched its more affordable Scrambler range, which quickly began to account for more than a quarter of the manufacturer's total annual sales.

What makes Ducati motorcycles unique?

Without going into too much detail, there are a few important aspects to understand that make Ducati motorcycles different from others. In addition to its Desmo valve systems, Ducati also uses a so-called "dry clutch". As the name suggests, this is a clutch that is not in an oil bath (and therefore does not suffer from the drag caused by oil) and leaves the component more accessible for maintenance or repair. This setup also helps with heat dissipation, plus it's just great to be able to see the mechanical interaction as the thing spins.

Dry clutches also give Ducati engines an incredibly distinctive rattling sound. This, combined with the L-Twin configuration, makes it very easy to detect the roar of a Ducati engine, even if you can't see it for several blocks.

Ducati Pantah
Ducati also views competition as a form of marketing for its two-wheelers, and racing is therefore intrinsically linked to the brand's roots and identity. The manufacturer has historically incorporated technologies and systems from its racing cars into its road-going production models. And more than 70 years after the release of the first motorcycle, this fact remains relevant today as never before.

When you pay for a Ducati, it's a luxury to get a motorcycle that is loaded with features and equipment designed for racing. Ducati continues to rely heavily on its Grand Prix racing program for cutting-edge research and development. And was the first manufacturer to offer MotoGP-style electronic rider aids such as launch and traction control on a road-going production model. The engine found in Ducati's latest flagship superbike is directly inspired by the V4 engine that has been used by the Ducati Corse team for over a decade.

To sum it up, Ducati motorcycles are largely distinguished by their long-standing racing heritage, unique engine architecture and sound, distinctly oriented character and typically exotic Italian aesthetic design. And while they often boast superior performance, Ducati motorcycles almost always cost more than most of their competitors, which ultimately provides a unique sense of exclusivity that is not found in most Japanese models.

Myths and misconceptions about Ducati reliability

Throughout its modern history, Ducati has produced some undeniably high performance motorcycles. Luckily, Ducati's reliability issues are now largely reflected in their rear view mirrors. Modern Ducatis are no less bulletproof than any other European or Japanese model. Moreover, the current crop of Ducati motorcycles boast of longer service intervals. If you buy a Ducati today, you can honestly expect it to start for you every morning.

However, it's worth noting that Ducati's running costs generally exceed those of their Japanese competitors. Not only is the motorcycle itself more expensive, insurance is more expensive, registration is more expensive, aftermarket parts and accessories are more expensive, and just like with an expensive car.

Are Ducatis suitable for beginners?

It's quite common to hear new and/or aspiring riders ask if Ducati motorcycles are the right bike to start their two-wheeled career, and the short answer is "absolutely not." It would be unwise to learn to drive from a modern Lamborghini, and Ducati motorcycles are no different, except for the fact that you have much less physical protection. Even Ducati's non-superbike models are still too big, heavy and powerful to be suitable for beginners.

Despite having a fairly extensive model range, the current range of Ducati bikes is not suitable for beginner riders. The Scrambler and Monster 797 models are great choices for a new rider. Ultimately, the only truly beginner-friendly model in Ducati's current range is the Scrambler Sixty2, which is preceded by a 399cc air-cooled Desmo L-Twin version.

Scrambler
Modern Ducatis boast features such as a rain mode that limits power by around 50%. This really allows you to properly learn and grow as a racer. Ducatis come with traction control and ABS, which also helps in speedy learning. Plus, even with a modern suite of electronics, big bikes aren't forgiving of things like harsh throttle inputs and harsh handlebar inputs.

Learning to ride a motorcycle doesn't just mean understanding how to operate the motorcycle itself, but also doing so in traffic, surrounded by distractions and inattentive drivers. In fact, learning to drive on the road is a skill in itself. By initially riding a smaller, more controllable bike, you'll be able to focus on the road without having to worry about controlling the bike's power. By starting with a smaller size, you can also learn to control it better, develop strong muscle memory, and learn how to drive safely and responsibly.

A large selection of motorcycle accessories, equipment, and spare parts can be viewed via the link on Yandex.Market.

Motorcycle Ducati Monster S4 2001 review

The description of the Ducati Monster S4 2001 motorcycle is in the queue for publication of the article. Announcement: Today, for almost every new motorcycle that comes into being, marketers strive to carve out their own niche. This one is a road sport, this one is a recreational enduro. But what class should we include a motorcycle that has a little bit of everything? A good bike should have a reliable engine, comfortable ergonomics and simple controls...

The Ducati Monster S4 is a very rare motorcycle in Russia equipped with a fairly powerful 101 hp engine. Despite the fact that good models of motorcycles have a very respectable price, and the season for their use is relatively short, the motorcycle market is developing rapidly. And if you believe the words of dealers, then some models of recently released motorcycles are selling like hot cakes at the beginning of the season, and the models brought to Russia are clearly not enough to fully satisfy consumer demand.

A motorcycle has long ceased to be an alternative to a car, and the times when this equipment was bought only because there was not enough money for a full-fledged car are forgotten. Nowadays, two-wheelers can be called technological marvels in many cases, and their cost can be compared with that of prestigious cars.

Many people have started buying motorcycles for hobby purposes as riding or even collecting them has become a good pastime for many people. Many motorcycles, for example the Ducati Monster S4, whose technical characteristics make it possible to call the model a prestigious brand, are in demand among both beginners and experienced motorcyclists.

Currently, it is impossible to purchase a new Ducati Monster S4 motorcycle from the 2001 model year, since their production stopped 15 years ago. At the same time, the Ducati Monster S4 has excellent technical characteristics, so many people strive to purchase, if not a new, then at least a used version.

Motorcycles with an engine capacity of 916 cc. see, appeared as a result of long work of inventors who sought to create a model that was not inferior in characteristics to other versions of the motorcycle. In some cases, these models are not only not inferior, but also ahead of other motorcycles, as they have minimal fuel consumption and other excellent parameters.

Motorcycles with an engine capacity of more than 400 kb. cm, which includes the Ducati Monster S4 - this category of motorcycles simply cannot claim the title of “motorcycle for a beginner.” On the contrary, this is already a serious technique that requires certain control of motorcycle equipment with a smaller engine capacity. Yes, she attracts more attention, she is the most beautiful, fast, interesting and there is a huge selection of models. But as power increases, the weight of the motorcycle inevitably increases. In this class you are unlikely to find motorcycles lighter than 180 kg, unless they are the latest motorcycle models.

Go to the entire range of Ducati motorcycles, on this page you can find Ducati Monster S4 motorcycles from other years of production and information about them

Main Ducati models

Ducati Diavel/XDiavel

Ducati has always produced a completely different type of V-Twin engine than its American competitors. Although in 2011 the brand threw its hat into the cruising ring with the Diavel. Bringing the company's signature high-performance engine into the cruiser genre. The bike boasts a comfortable, lean-back riding position, although its foot controls are positioned far enough back to provide a more spirited ride. Aesthetically, Ducati also brings its own typical exotic Italian cruiser styling, with pronounced air intakes, low-profile LED headlights, a smooth underbody and a set of radiator caps, and a superbike-inspired tail section. Retaining the signature trellis frame, single-sided swing arm and L-Twin engine. Thanks to Ducati's full suite of electronic rider aids, the Diavel is nimble enough for city duties but also great for touring.

Ducati Diavel
If the Diavel represented Ducati dipping its toes into cruising waters, the XDiavel sees the Italian marque fully immersed itself in the segment. While they admittedly look very similar, the XDiavel falls much more neatly into the cruiser category, sporting a completely redesigned steel trellis frame. The engine has been tuned for a more relaxed power delivery. Lower seat height (29.7 inches), front foot controls, slightly longer wheelbase, 30-degree rake and 5.12-inch rake compared to the regular Diavel's 27 degrees and 4.7 inches. In 2016, the XDiavel design was also awarded the coveted Red Dot Design Award. And, in typical cruiser style, the XDiavel has a belt-driven final drive.

Ducati Hypermotard

In the early 2000s, Supermoto (or "Motard") motorcycles—off-road bikes with street wheels and suspension—began to see a big surge in popularity. As manufacturers such as Suzuki have moved to meet demand by offering turnkey factory supermotos such as the DRZ400SM. Ducati took a different route, calling on Pierre Terblanche to create something of a supermoto-inspired sportsbike that would capture the high-octane appeal of road-going MX. The results were and are unlike anything anyone has ever seen before. Aside from its stellar looks, the Hypermotard is easily one of the most fun bikes out there.

Ducati Hypermotard
When Dax Shepard was asked why he decided to use the Ducati Hypermotard in his 2022 film. The actor, filmmaker and motorcycle enthusiast responded that in all his years of riding, the Hypermotard is the only machine that can do everything he needs to enjoy the motorcycles in the film. Throwing it up and down stairs, jumping, curbs, skidding, canyon riding and other forms of hooliganism on two wheels. The base model also has enough electronics to comfortably push the limits without worry, with multiple power modes.

Ducati Monster

The original Ducati Monster was objectively a game-changer, paving the way for what is now an incredibly popular segment. This sporty naked roadster offers the perfect balance of thrills and practicality. Which makes it the brand's bestseller for a quarter of a century. Although it was offered in a variety of engine displacements, Ducati introduces the Monster in three engine sizes, although the differences go beyond displacement. Since each model boasts its own electronics and chassis.

The Monster 797 is an “entry-level monster” priced below the $10,000 mark. Features all the classic hallmarks of the original 1990s model with minor appearance changes. With enough power for road and highway cruising, the Monster 797 doesn't use the lion's share of Ducati's electronics and only gets ABS.

The Monster 1200 is the full-size monster in the Ducati line-up and is powered by a 1198cc liquid-cooled engine. cm producing almost 150 hp. The 1200's power is controlled through Ducati's full suite of rider aids with ABS, DTC, DWC cornering, multiple riding modes and electronically controlled throttle. Suspension is by 43mm Kayaba inverted forks and Sachs monoshock linked to an aluminum single-sided swingarm.

Ducati Street Fighter

Launched last year, the Ducati Street Fighter V4 is a naked version of the Italian company's Panigale V4 superbike. Like its fully faired counterpart, the SF V4 produces over 200 horsepower and boasts MotoGP-style aerodynamic winglets that generate downforce at speed. All 200 or so Italian horses are controlled using a state-of-the-art electronic system. Ultimately, this is a more practical and road-friendly version of the Ducati Panigale range that looks just as aggressive, if not more so.

Ducati Multistrada

Multistrada means "many roads" in Italian. This is an adventure touring bike first released in 2003 as an evolution of the Cagiva Gran Canyon. Over the years, the original Multistrada's appearance has been updated and it now has an attractive appearance with a rugged, muscular appearance that is still very much in keeping with the spirit of Ducati's design. And while it's admittedly better on the road (at least straight out of the box), the Multi's over 6 inches of suspension travel front and rear gives it plenty of mud-riding capability. Overall, the Multistrada is a solid all-round bike, although if you're looking for a Multifamily for off-road or touring purposes, we'd recommend opting for a dedicated variant such as the Enduro or Grand Tour.

Ducati Panigale Superbike

The successor to the 1198, the Ducati Panigale Superbike line was first introduced in 2011. Starting with the 1199, which was still equipped with the brand's L-Twin engine, it received a super powerful engine. While the Panigale range remains the company's flagship model, it has since undergone numerous facelifts and updates, the largest of which was the introduction of the Desmosedici Stradale V4 engine platform. Since then, all new models have been designated V4 or V2 designation, which indicates the model's two-cylinder engine (L-Twin). In terms of performance, this is the absolute best Ducati has to offer. These are incredibly powerful racing machines, equipped with the latest track technology.

Panigale V2
The Panigale V2 is a slightly smaller version of the Italian superbike, replacing the previous 959 models. The 955 cc engine received 155 hp. You also get a performance-ready electronics package with multiple ride modes (including a dedicated Race mode and a Sport mode), six-axis IMU, ABS Cornering Evo, DTC, DWC, DQS EVO 2 and a TFT color screen with racing display modes. Make no mistake, just because it's the smallest member of the Ducati superbike family doesn't mean it's not a serious machine; it is, after all, a cutting-edge, race-ready, almost-litre model.

Panigale V4
The Panigale V4 is the first Ducati in almost half a century to receive a different engine. This is the base model of the brand's latest and most advanced flagship superbike. Most of the components and electronic systems featured on this bike come from MotoGP and WSBK development and are some of the most advanced on earth. This is very important considering that this two-wheeled scalpel produces around 214 hp. If you want the latest and greatest in the world of two-wheelers, this would be your starting point.

Ducati SuperSport

The Ducati SuperSport line dates back to the 1970s, and although it started out as a racing replica, the current SS version represents a more middle-of-the-road approach to motorcycle production, offering a bike with Ducati's signature sporting character, but boasting an upright and reasonably comfortable riding position for driving, which allows you to use it on trips to work and in the city. Equipped with a Panigale-style design with a single-sided swing arm and shotgun-style twin-barrel canisters, this fully faired Ducati doesn't have the same power as the company's full-size superbikes. The SS's current performance also makes it a great choice for touring, especially with some luggage.

Ducati Scrambler

Introduced in 2015, Ducati's Scrambler line is a more affordable sub-brand of the luxury Italian marque, targeting a younger, hipper audience. To achieve this, Ducati took inspiration from the single-cylinder Scrambler range of the 1960s and 1970s to create a highly modular platform that could be used to create a diverse array of model variants. These retro-flavored standards were initially offered with an 803cc air-cooled engine. cm, as well as in the entry-level version with an engine capacity of 399 cc. These motorcycles are scramblers in name only (except for the Desert Sled version), aiming to offer nostalgic and vintage-loving riders the best of both worlds, with timeless retro aesthetics and modern performance, mileage, safety and reliability.

The Icon is the base version of the Ducati Scrambler 803cc. It's a damn good looking bike in stock form, although it's also a fantastic base for customization. Inspired by the liveries of the original motorcycles from the 1960s, the Scrambler Icon comes in yellow or orange, as well as an all-black Icon Dark version with silver tank panels.

Ducati Cafe Racer
With a windshield, hard fender, rear hood, number plates and clips, Ducati has turned the Scrambler platform into a true Cafe Racer. The lower handlebars give this model a more hunched riding position, which, while making for a more aggressive ride, can quickly cause back pain, not to mention it's less than conducive to navigating traffic. The latest version of the Ducati Cafe Racer features a special silver and blue livery inspired by Taglioni's eight-litre racing cars of the 1950s, and its rear fairing can be removed for two-up riding.

Modern classics: A guide to the Ducati Monster as one of the best road bikes

We continue our series of materials about modern cars and motorcycles, which in the future, it seems to us, will definitely become recognized classics. Another contender for the role of a legend, who became one during his lifetime, is the Ducati Monster motorcycle.

Its designer, Miguel Galuzzi, said it best about the bike's design philosophy: “Really, all you need on a motorcycle is a seat, a tank, a motor, two wheels and a handlebar,” when Ducati unveiled a new prototype that was destined to become an icon . At the presentation in Cologne, the Monster 900 created a real sensation.

1993: Ducati Monster M900

The Ducati Monster provoked with its appearance the birth of a whole cohort of imitators - neoclassical motorcycles. However, imitation is the highest form of flattery. The motorcycle was completely devoid of fairings and other decorations, presenting its frame and bare engine to the eyes of ordinary people. The name of the “naked” motorcycle class was born on its own, thanks to the appearance of this “monster” in the early 1990s.

In terms of its character, the motorcycle fully corresponded to its name: powerful, daring and at the same time perfectly controllable. However, for most motorcyclists, his temper was still frightening, then in 1995, Ducati launched the 600 model on the market. Outwardly, it was no different from the more powerful one, but the engine was much more rider-friendly.

Moreover, to develop the Japanese market, along with powerful versions, models with a 400 cc engine with a power of 53 hp were produced. With. (this is the cubic capacity that inexperienced motorcyclists are allowed to start with in Japan).

2001: Monster S4

However, the most interesting modifications began to appear in the early 2000s. So in 2001, the Monster S4 model appeared, which was equipped with a liquid-cooled Desmoquattro engine from the Ducati 916 sportsbike. The buyer received a motorcycle without fairings, with a classic round headlight, serious brakes, suspension and an engine from a racing superbike.

2004: Monster S4R

Following the S4 in 2004, an even more monstrous Monster appeared - S4R. This time the old chassis, with some modifications, was equipped with a 996 cc injection engine. cm and a power of 115 horsepower, still borrowed from the superbike. However, a radical difference from its predecessor was the cantilever mounting of the rear wheel - a solution directly taken from motorsports.

2005: Monster S4RS

The “swan song” in the glorious history of the family of monsters from Italy was the release of the S4RS model. This time: 130 horsepower, the usual rear wheel console and Marchesini spoked wheels.

Of course, the model line was represented by a much larger number of engines; at different times, models with a volume of 620, 695, 750, 800 cubic meters were produced - all in identical bodies.

2008: Ducati Monster 696

Today in the showrooms of official dealers you can buy a second generation Monster, developed from scratch, it has few similarities with the original, although this is another story and a topic for a separate material

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It’s safe to say that any first-generation Monster is the quintessence of the sensations you expect from a road motorcycle. And you get from it exactly what you asked for: incomparable sensations in high-speed corners, a classic headlight and the temperament of a southern beauty - all this for quite reasonable, and in the case of very old copies, small money.

The market is quite saturated with offers for the sale of “Monsters”; this is a really good chance to find a real Italian legend. Prices for the youngest models with a 400 cc engine start from 150 thousand rubles, the older versions with the thunderous Testastretta engine (998) will cost no less than 500 thousand rubles.

“I still can’t decide whether to leave my “Monster” in stock condition or not - there seems to be absolutely no point in ruining the finished beauty with tuning. And the main thing here is the driving sensation, honest and direct, as if during the chase from “Bullitt”.

When choosing a “Monster”, the main thing is to clearly know one thing - I want a “Ducati”, and everything else is trifles. It is best to take 800 or 900 cubes if you have not had much experience before. And having skated yours, you can always try your luck and ride the S4RS rocket, which will give a light to a lot of people - just have time to cope with its temper.

Nevertheless, you should avoid copies that have seen Miguel Galuzzi’s adolescence and be sure to bring a good mechanic you know to listen to the motorcycle, so as not to buy a “Hiroshima” with the sauce of the sound of a desmodrome. And after the purchase, don’t skimp on the service; fortunately, there are enough services to serve Italians.”

Text: Adel Shangaraev

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Discontinued models

While we're certainly big fans of the current generation of Ducati motorcycles, the brand has plenty of fantastic older bikes that are worth exploring. Below we've rounded up some of the best out there, whether you're looking for an everyday bike, a customization platform, or a two-wheeled investment.

Some Ducatis have stood the test of time better than others. In terms of mechanics, performance or aesthetics.

Launched in 2013, the 899 Panigale is the first generation of this family of superbikes, and although it doesn't have the facelift that the newer models get, it is nonetheless the most affordable bike in the stunning Panigale body. In terms of performance, the 899 isn't too bad, and it still comes with a full suite of electronic driver aids, including ABS, traction control and multiple ride modes. They can also be found on the used car market for between $8,000 and $10,000 in good condition.

The 900SS CR (short for “Cafe Racer”) is an interesting take on the brand’s Super Sport model, adding some 80s cafe style to the Italian sportbike. These cars have enough bodywork to provide protection from the wind without worrying about the fairings getting cracked. This model does come with some outdated technology, although with proper maintenance these machines can be quite reliable. The handlebars and seat provide a sporty yet sensible ride, and the twin-pipe exhaust system adds racing styling elements to the equation. The best thing is that they can be purchased in excellent shape for $3-5 thousand.

Hyperstrada
The Hyperstrada is the touring version of the Ducati Hypermotard, giving the already insanely versatile machine much more utility on two wheels. Coming standard with a tall windshield, luggage and more comfortable handlebars, this model can not only be purchased for around the same price as a regular Hypermotard - if not cheaper in some cases - but can often be found on the used bike market . Used Hyperstradas typically cost between $5,500 and $8,500.

Winter is still snowing. There are a couple of months left until warmer days and thoughts about a motorcycle come more and more often. To brighten up this time, to consolidate pleasant summer moments in my memory and to fill the lack of information on my monster, I decided to write an article based on the results of seasonal operation.

I purchased it at the end of February 2012. That winter, the choice of monsters in Moscow was limited to only a couple of decent specimens. It’s not like this year, when resellers responded to the growing interest in Ducati and brought a dozen interesting examples. In general, choosing and buying a motorcycle is a different story, especially considering that this is my first bike.

April was ending, the whole city was already buzzing, the especially dexterous guys even managed to go on a long-distance ride, and I was still waiting. Driving training had come to its logical end, and it was time to pick up the motorcycle from the service center, but it didn’t work out - the defense was still moving...

With May came the holidays, and with them came my jacket. I was already mentally prepared for my first ride on the monster. Having collected all the equipment and a support group, in the person of my father and a friend, we went to the workshop.

On the spot, in the workshop, among the other dukas, my yellow one looked very calm and did not inspire any fear. But the whole idyll collapsed as soon as the monster was fed with gasoline, equipped with a charged battery and started. On the second turn of the starter, the engine began to purr and the clutch began to knock. From these sounds a slight trembling began to take hold of me.

While I was figuring out how to properly fasten the motorcycle boots, the master rode along the block, checking the operation of the bike. Fighting with the clasp, I listened to the roaring sounds coming from the street... yes, this definitely does not sound like my training scabies. Once in the saddle, the difference became more obvious: a more aggressive riding position, leaning slightly forward, but still comfortable - the knees took a comfortable position, although they usually do not fit into the recesses on the tank or rest against the plastic.

The time had come to set off, the motorcycle growled menacingly at the slightest turn of the handle, and the jitters intensified. I turn on the first one, trying to catch the work of the clutch, a rather tight handle with good feedback allowed me to feel the moment of grip, the sound of the knocking discs changes and I stall... second attempt, I stall again. This is where the first “feature” of the Ducati comes up - the high-torque water-cooled engine from the legendary 916 superbike does not want to go at speeds below 3000, you have to tighten it up and play with the clutch. But all this can be cured by tuning the clutch cylinder and installing a slightly larger rear sprocket.

For a beginner, especially if he studied in Japanese, it will be a little difficult at first. If you are greedy with gas, the motorcycle pushes and tries to stall.

Having figured out the speed and clutch, I begin to ride along the street of the block. I was lucky, it was already evening and there was no movement, only a group of boys at the tinted basin switched their attention from the beer to the newcomer’s attempts to depict a U-turn on steady gas. The motorcycle turned out to be nimble, as they wrote in the reviews - you can turn around on a narrow two-lane road in one go, and this is in addition to good handling at speed.

Even though I figured out the controls and more or less felt the throttle, the jitters almost turned into fear, my head was spinning: “this is not a Jap, they didn’t prepare for this in motorcycle school!” Seeing my condition, the support group makes a strong-willed decision - I have to go. And now we are already on the Moscow Ring Road: I am driving in front, the support group is behind me in a car. To my displeasure, the traffic on the Moscow Ring Road is very busy, someone is constantly overtaking, someone is cutting, even though I keep the speed at 100-120. The motorcycle rides very smoothly, the L-shaped engine vibrates pleasantly, the clutch stops knocking at speed, so you can only hear it when stopping or at low speed.

There is always a reserve of power, you just need to crank it up more and get ready for a noticeable kick. The monster's gears, compared to the Japanese, are a little short; when driving aggressively, you have to actively work with your foot, simultaneously training your hand on a tight clutch. Even I, a fairly strong guy, did not quickly get used to this situation, and for the first month my hand constantly ached. A special feature of the box, in addition to the length of the gears, is its certain demands for confident shifting. For a newbie like me, it wasn't difficult to accidentally miss a gear or not catch neutral on the first try.

Half the way has been passed, I’m starting to feel the motorcycle, it no longer resembles the intractable bug that it appeared at the beginning. I notice a light in the mirrors - it’s my father honking at the distant ones, which means I’m driving faster than the agreed upon 100-120 km/h. Although the monster has no protection from the wind, except for a small fairing above the headlight, the ride is comfortable. The wind hits the middle of the chest, giving the sensation for which we love naked shoes. If you move back a little and bend down towards the tank, you can go all out. It was in this position that I laid the arrow and the wind only noticeably pressed on the top of the helmet, forcing me to press it closer to the tank.

The 70th kilometer of the Moscow Ring Road was approaching, the flow began to pile up, and a couple of times I had to brake quite sharply. The Brembo brakes immediately showed their good side, quickly stopping the motorcycle from any speed. Today, and later in the summer, they have saved us more than once in dangerous situations, allowing us to effectively brake on the verge of blocking, feeling that very “just a little more and a breakdown.” After replacing the brake fluid, minor complaints about the brakes finally disappeared.

It's already half past 2, so we stop to rest. I share my enthusiastic impressions with the support group, my father does not listen and asks not to go faster than 120. There is an interchange ahead with an exit to Leninsky Prospekt. We are entering the city. It’s already dark, the low beam spot illuminates a small section of the road, in principle it’s enough, but if you’re driving along the highway, it’s worth turning on the high beam. It’s not very interesting to drive a monster on the highway, and it’s not particularly suited for long-distance driving. Although there are people who rode monsters from Moscow to Europe and back. The tank is 16.5 liters, at 3.5 the light starts blinking. With an average consumption of 6 liters in the city, you can fill up at 12 liters and not worry.

Turning onto Kosygin the thought flashed, “Shouldn’t we go up the mountain?” Easily throwing away the bad thought, I turned towards the garage. There was less than a kilometer to go home. And only when I rolled the monster into the garage did I realize that my dream had come true.

Instead of an epilogue.

pros

• traction and power distribution throughout the entire rev range
• handling, easy during aggressive driving
• adjustable suspension
• Brembo brakes
• lightweight wheels and carbon body kit
• trouble-free and friendly with proper maintenance and driving
• exterior
• S4 is affordable, often cheaper than Japanese classmates

Minuses

• specifics of maintenance Special skills are required: replacing timing belts, adjusting the desmodrome. Replace belts every 2 years, on average 10-12 thousand city mileage. The clutch lasts 5-20+ thousand, depending on driving style. In some situations, the clutch basket itself must be replaced. Consumables are usually in stock, but anything serious takes 2-4 weeks from Europe.
• when it rains it splashes a little from the wheels
• not convenient with a passenger, maybe it’s individual

Features

• desmodrome
• dry clutch with a tight handle (tightness can be treated), giving a characteristic “bucket of bolts” sound and a firm grip both during acceleration and during engine braking
• pleasant vibrations and specific operation of the L-shaped engine
• Italian

Summary.
I'm completely satisfied with the S4, it has everything I need from a motorcycle. Yes, the service is a little more expensive than the Japanese and there are minor shortcomings, but these are rather complaints about age and they can be easily eliminated. The motorcycle is very “masculine”. I had a chance to drive the 696 a little and compare monsters of different generations. The difference was in everything except the great pleasure of driving.