2009 Ducati Monster 1100

2009 Ducati Monster 1100 follows hard on the heels of the new, second-generation Ducati Monster 696 we rode recently—a machine that put everyone on notice about what Ducati can do when it has enough money and motivation.

The first-generation Monster was developed (way back in 1993) in order to provide the company with an entry-level model that would increase overall sales as much as it might lend impetus to the European naked-bike fad. The Monster quickly became the factory's bread-and-butter product, easily outselling everything else in Ducati's model range. That first Monster was a bit of a parts-bin special, using available frames and engines to cut the cost of the gamble. In contrast, the new Monster was unique from the outset, and that allowed the designers to make important improvements.

This 1100 version of the new Monster benefits from a 1078 cc engine that has cylinders shared with the Multistrada and Hypermotard models, but with crankcases cast in a new vacuum process that loses about 6.5 pounds of mass. There's a new Siemens fuel-injection system on the Monster 1100 that uses what Ducati calls combined Alpha-n and speed-density air-measurement technology to improve part-throttle operation. Alpha-n is a dyno-generated airflow model (in the computer) that takes over in circumstances where airflow meters (MAF) tend to err.

Rated at 95 hp at 7500 rpm and 79.5 lb-ft of torque at 6000 rpm, the 1100 is noticeably more muscular than its 696 sibling, capable of second-gear wheelies with just a twist of the grip. The trellis-type frame is borrowed directly from the 696, but there is an all-new aluminum single-side swing arm locating the rear wheel. A fully adjustable inverted Showa fork is used up front, with a Sachs shock at the rear. That's on normal 1100 models—1100 S-models will wear high-end Öhlins suspension components. Tire sizes are up slightly from the 696, and the Bridgestone BT-016 hoops fitted to the 1100 are 120/70-17 on the front and 180/55-17 on the rear.

A tight-fitting cowl on the rear part of the seat makes the bike look like a monoposto model, but it's easily removed to accommodate a pillion passenger seat. The same instrument panel we know from the 696 reveals engine speed by way of a liquid-crystal analog arc, and road speed with a typical seven-segment digital readout. It provides trip-computer functions like travel time, air temperature and scheduled maintenance reminders. Because the new-generation Monster now has a steering-angle range improved to 64 degrees lock-to-lock, it's much easier to maneuver at low speeds, making it better suited to heavy traffic and confined spaces.

© Source: popularmechanics
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