YAMAHA TRACER 9
PLUS First ride of Ducati’s radical new Monster,
‘The whole bike’s taken a massive step forward’
When the Monster first hit the streets way back in 1993, with its sinuous tank and pokey twin-cylinder engine, no-one realised just what an impact it would have.
Since then more than 350,000 have been sold, so when it comes to reinventing it, Ducati didn’t want to get it wrong. This latest incarnation is a major step away from what’s gone before, not least because Ducati have dropped the trademark trellis frame in a move which raised eyebrows around the Ducatisti world.
But fear not, get on board and it still feels very much like the Monster we know and love. If anything, it feels even more Monster-ish. The revitalised bike is powered by the 937cc Testastretta Euro 5-compliant V-twin, which delivers 109bhp with 69lb.ft of torque while the IMU takes care of cornering ABS, traction control and three riding modes. Although new to the Monster, this motor has been used to great effect in the SuperSport, Multistrada 950 and Hypermotard 950. The aluminium front frame section is from the Panigale V4 and plays a major part in the 18kg weight reduction. Looking at, and riding, an old Monster alongside the new model, you immediately understand that not only are the aesthetics more advanced but the whole motorcycle has taken a massive step forward.
The rider’s seat is set at 820mm but thanks to the optional seat configuration it can go down to 795mm, or be lowered to 775mm using the suspension lowering kit.
The new Monster also features a more upright handlebar position, with the bars 70mm nearer the rider and pegs moved further down. This is more comfortable but also feels more ‘active’. The steering angle has also been altered and it is now easily possible to complete a U-turn in one hit, something that was challenging on the older models. Agile yet precise, the Monster can be nailed through fast corners with a mix of composure and lightness. There’s outstanding stability and supple yet predictable suspension, despite a lack of adjustment up front. The engine is a peach, offering top performance in the segment, especially in terms of torque. We were riding a pre-production model for this exclusive test so throttle response was a bit rough with very little difference between the Touring and Sport riding modes, but Ducati insist this will be ironed out for production. That 18kg weight saving is apparent out on the road. While power is similar to the old Monster 821 (which had 112bhp), the new slimline Monster jumps out of corners with a whiff of throttle and revs rapidly towards the redline. Although there’s no ‘S’ version, Ducati have announced a ‘★’ version for £10,693. It gains a tiny screen around the clocks and a colour-matched pillion seat cover.
Ducati are offering the Monster in red, matt black (both with black wheels) or grey with red wheels. However, if you want a different look, Ducati will be offering sticker kits and entire replacement body panel kits with added graphics, as well as parts like a bellypan and a Termignoni exhaust, as extra-cost options. Both the Monster and Monster★ are due in dealers next month. While the old Monster 797 and 821 have dropped from the range, Ducati are listing the Monster 1200 and 1200 S as 2021 models (with prices unchanged at £11,995 and £15,095) although they’re only approved to Euro4 emissions standards and as such will only be able to be sold this year under end-ofseries regulations allowing firms to offload stocks.
Ducati have moved the Monster on without ripping up its DNA and losing that little piece of Italian magic. It’s now more eager and has been brought bang up to date.
‘The new bike can be nailed through fast corners’