“All you need is a saddle, tank, engine, two wheels, and handlebars.” - Miguel Galluzzi When the first incarnation of the Ducati Monster series designed by Miguel Galluzzi was released to the public in 1993 and unveiled at the 1992 Autumn Cologne Motor Show, the Italians new that they had a winner on their hands. The series has undergone many changes over its lifespan and because one of the main design features of the Monster bikes is their nakedness then they have become very popular and sought after by bike customizers. Some two thirds of all bikes sold by Ducati come from the Monster range and, as we will see, it is the diversity and variation that is found within the series which has allowed Galluzzi’s creation to maintain the popularity over the past two decades. The Beginning It is hard to imagine now but in the beginning the Monster series started life as a styling exercise and was originally intended to be a concept vehicle that was not to go into production. However, after initial reaction to the vehicle the decision was taken to produce it to a mass audience and for it to give the ‘cruiser’ market an alternative to the Harley. Ducati had attempted to venture into this market once before and push in to Harley-Davidson’s dominance however the much criticized and maligned Ducati Indiana never took off the ground and, looking back, it was as much of a clone of a Harley as you are ever likely to see minus the superior production. Originally, the technical director of the Italian firm, Massimo Bordi, wanted something unique and individual: “something which displayed a strong Ducati heritage but which was easy to ride and not a sports bike. He [Galluzzi] came up with a proposal and I thought, this was the bike Marlon Brando would be riding today in the film The Wild One!” And, thus, the Monster was born. However, before any models could be released the focus was very much on reducing the cost of making the bike. Rather than, what usually happens when a completely new series is released, building the bike with new parts that have been specially designed for the purpose of working together, the first Monster was pretty much thrown together with various bits and bobs from other Ducati models. The frame from the 900 Supersport was used as was the fork of the 750 and the naked design and framework were clearly made with saving money in mind however this all added to the intrigue and to the popularity of the bike itself. As we will see, the journey from the first generation of bikes in the 1990’s to the current incarnation in the 2010’s has been a long one however it has been fairly effortless to say the least. There have been no major disasters when it has came to the Ducati monster range in terms of build or design and every one of the bikes from the M600 to the 1100 Evo seem to serve a purpose and are aimed at one particular sector of the cruiser market. Indeed, it isn’t just the bikes themselves for their build quality that have brought Ducati praise, rather their ability to be customized and essentially made into art has also been a big drawing point for many people to the brand. So, let us enjoy the Ducati Monster range. First Generation: 1990’s Three M series bikes were released in 1990’s as part of the Monster range – the M600, 750 and 900 – which were separated by their engine size. The M600 came with a 583cc engine and 53bhp and could boast to having a top speed of 113 mph. Essentially it was the base version of the first generation series however it did prove popular amongst those who couldn’t afford to splash out on any of the other two models and proved a great entry way into owning and riding a bike and was also popular amongst women bikers. The engine was basically a lesser version of the one found on the Ducati 750SS however it proved to be more than adequate for cruising and urban riding although ‘letting rip’ as it were with the bike wasn’t really recommended. The M900 was actually the first one to come off the production line and holds certain nostalgia amongst enthusiasts of the range. ” This bike was very fun to ride. Whether it was setting car alarms off in Pasadena, lane splitting on the Hollywood freeway, or peg scraping in the mountains, this bike was at home… My opinion is, if cost is not an object, get one”. - Rev Magazine The M900 lasted until 2002 and it is the model that is most associated with the first generation of the Monster series. Indeed, the 900 was seen as somewhat of an all-rounder of the first few models and felt comfortable on all types of roads and track owing to its speed and weight. While it wasn’t fast enough to be a racer type bike by any means it did have enough power to give a few thrills and certainly more so than the other two first generation bikes. While the M900 roaring down the road can be somewhat of an iconic image to many enthusiasts it wasn’t the most practical bike at the time. The lack of a centrestand was bemoaned by many who rode the bike and also it fell down when it came to storage as well Furthermore, any passengers who hopped on the back of the M900 found it uncomfortable after long distance riding and the lack of a fairing didn’t help the rider much either. However, in the grand scheme of things, these were pretty small considerations for what was a fairly innovative bike at the time. The third bike of the main first generation series was the 750 model. It came with a 749cc, 52 bhp engine and covered the middle ground between the entry 650 model and the more high spec and costly 900. To say this is all it does would be a little unfair on the bike as it had all the same iconic and fashionable design characteristics of the rest and could ride well too even if it did suffer from a poor turning circle and a heavy clutch. Up to that point, the motorcycle to me was simply a machine. Riding was fun for sure, but I didn’t really feel it. Then the owner arrived [with the Ducati 750], and I made my way out to the lot. He put the key in, turned it on, and at that moment I could definitely feel it; I had an ‘epiphany’ if you will. I knew then that I was meant for this bike, and that was before I even got on it. “The rush of emotions that accompany this bike are inescapable, and when riding, everything is so effortless, so predictable, so amazing- so perfect. Riding this bike is truly a soul-stirring experience”. - Ducatisuite.com A smaller model was also put into production by the mid-nineties in addition to the three mentioned above. The M400 was designed for locations where tax or licensing requirements would heavily penalize riders on the M900, 600 or 750 and was thus aimed at many Asian countries such as Japan, Singapore, Thailand, Indonesia and Taiwan in addition to Italy as well. The M400 had only 42hp and was essentially the M600 with a toned down engine and shorter stroke crankshaft and smaller diameter pistons. The first generation of Monster bikes were not perfect, far from it in fact, however they are iconic in the history of the model and while the m900, m600 and m750 undoubtedly had some of their faults the fact is that they kick started a series of bikes that were highly popular even if a few smaller details needed to be ironed out over time. Second Generation: 2000’s So if you the first generation of Ducati Monster series bikes began a revolution as it were the second generation started the evolution of the series. That being said, it wasn’t until the early 2000’s that anything began to change with the Monsters and even then the first changes were relatively minor in that fuel injection was added to the M900 in 2000. It would take until 2001 for a new model to be released in the shape and design of the Ducati Monster S4. Often described as like the original series ‘but on steroids’ and there were a few noticeable but welcome improvements to the range. A new liquid-cooled four-valve Superbike engine was added to the bike and this gave it a much improved 916 cc with 97 bhp and a top speed of 145 mph. This was not the only change that could be found on the bike however and there were also new semi-floating front disc brakes with Brembo four-piston callipers, 43 mm Showa inverted forks and Brembo wheel which were much lighter and more efficient. Riding the S4 and the further updated S4R offered a much better riding experience as well which grew and grew throughout the lifespan of the second generation of Monster bikes. Some complained about the suspension in that it was often seen as very sport or racy for some casual drivers however it wasn’t a major issue with the line. Probably the most famous second generation Monster was the S4R which was in circulation between 2003 and 2008. It gave around 12 bhp more power than the normal S4 and instead of using the engine from the 916 that the S4 used it instead turned to the 996 model to give it a bit more ‘oomph’ when it came to riding. Even at a costmetic level the S4R seemed to be an improvement with alloy-tubed single-sided swinger, funky twin upswept pipes, and five-spoke Marchesini’s which undoubtedly added significantly to the design and aesthetic appeal of the bike. The S4R providing a much more fulfilling ride than any other Monster you’ve tried before. It has a ‘sorted’ balance to it, with a great blend of agility and stability. - Visor Down Perhaps a big improvement was in the riding position. While it did not change significantly the foot rests were higher was added more comfort to the bike and it did feel more relaxed and comfortable on long rides which was something the original Monsters failed in. Looking after any motorbike is a difficult job however it also seemed to be more of an effort with any Monster series bike but especially with the S4R range. A lot of cleaning and TLC was needed to keep corrosion and rust at bay and dirt and grime with common in building up in some of the little pockets of space on the bike so constant upkeep was essential to keep the bike in a reasonable condition throughout its lifespan. There was an entry level version of this generation of Monster bikes – the S2R. This was a very sporty but toned down version of the Monster series of bikes with an 803cc, 90-degree V-Twin engine and 70 bhp, indeed, an even powerful bike was released in the S2R 1000 which came with a 1000cc engine to give it an extra edge in the category however these were very much entry level into the second generation and many commented that once they tried the S4 and S4R then there was no going back. The 800’s air-cooled, two-valve engine lacks the top-end rush of its liquid-cooled, four-valve, larger-displacement stablemates (including the nearly twice-as-expensive and much peakier S4R), but the S2R has great bottom-end torque that makes it a better all-around street engine. And that, along with its wide handlebar, sit-up ergonomics and exceptional lightness, allows the 800 to be a very capable backroad bomber while still possessing excellent everyday street manners. - Cycle World The M600 also got a significant upgrade in the shape of the 620 in 2001 and 695 which was announced in 2006. Again, these versions were meant to be an entry way into the Ducati Monster range however it was somewhat of a major upgrade on the original 600 model. The 620 retained much of the same design and minimalist values and didn’t even ship with a fuel gauge (much to the annoyance of many) and offer some 9 bhp more than the original Monster 600. It also had an air-cooled, Desmodromic engine and for an entry level bike at the turn of the millennium then it was popular although it much be said that for experience riders then it was lacking in many departments. The 695/6 was another upgrade with 10 bhp more and the highest output per cc of any Ducati air-cooled V-twin ever. The 695 was very light to handle and ride although some criticism’s included the fact that, out on the road, the suspension could be described as somewhat soft even if it did handle corners like any good Ducati does. Indeed, the 696 sold 12,000 bikes in 2009 which was the first time that Ducati had sold over 10,000 in one range and this further cemented the Monster bikes at the zenith of the Ducati brand. 2003 saw the release of the Monster 1000, a formidable sounding name for what was a difficult to place bike. The 1000cc Dual Spark motor certainly gave it a punch and it could easily breeze around most roads without any effort or strain while making you look good in the process. Although it did suffer from some noticeable drawbacks. The cam belt required changing every couple of years or so and it certainly wasn’t a cheap fix; it didn’t suit B-roads or long distances to well nor did it do well in wet or cold climates however it still proved to be a fairly popular model and many people bought it solely on the fact that it was part of the Ducati Monster range was maybe said more for the success of the brand as opposed to the 1000 itself even if it did have a following of sorts. The 1100 was released in 2009 and proved to be a nice addition and a way to end the first decade of the new millennium for the Ducati Monster brand. While in terms of style and aesthetics the changes were minimal at best it did undergo somewhat of a mechanical overhaul and the new Showa suspension received much praise from those who rode the bike and while it wasn’t going to be a race bike it did allow for good fun on bendy roads. Ducati has got it together and, at last, its motorcycles are tidily put together. There are no unnecessary wires or cables flapping about in the breeze and everything is finished to perfection. From frame to engine cases, everything is new and polished. Fact: we can’t remember the last time a Ducati fell down during testing - MCN on the second generation Ducati’s The second generation of Monster bikes for Ducati took it to a new level. The likes of the 900, 750 and 600 laid the foundations for what would become the S2, S4, 695, 1000 and beyond. The new bikes increased their power by a significant distance however they kept their iconic design while maintaining a high end and entry level models of the popular bikes. Into The 2010’s So, what does the 2010’s hold for the Ducati Monster brand. For a series that started at the beginning to mid nineties, was updated throughout the first decade of the 21st century, then the 2010’s should have already gave a glimpse into the way in which the Monster range is going to go. It didn’t take long for a new Monster bike to be announced and in April 2010 we were told of the arrival of the Monster 796 and was designed to be a middle ground bike between the entry level 696 and the more high spec 1100 much in the same way that the 750 did almost two decades previously. The 803cc engine solidified its mid range market credentials and while it didn’t suffer from either being too powerful or under powered for that matter this did not take away from its excitement. The light throttle action, throttle response and the major points it received in terms of its handling meant that the first Ducati of the 2010’s was well received. Like all bikes it had some drawbacks but these tended to be fairly minor; for example the mirrors tended to vibrate around at a high speed rendering them fairly useless and it isn’t designed to unleashing on a long stretch of road but then again, with 87 bhp, that was not its purpose. "Certainly a step up from the novice-friendly 696, though not on a level of the big, bad 1100 Evo, the Ducati Monster 796 is a welcoming way-station on the journey from nascent urban sport rider to demanding city and canyon demon". - Ultimate Motorcycling The Monster 1000 and 1100 also got an improvement as well in 2010 when the 1100 Evo was announced for release the following year. There was a dramatic change in regard to switching the model from a dry to wet clutch and, as usually with these types of changes, sparked some debate around the community in regards to what was better. For many the switch to a wet clutch isn’t a big deal although some are ardent that they prefer the dry option due to the fact that some power can be lost with the wet clutch even if it does take less maintenance to keep in shape; either way it was a fairly big change at the time but ensured that Ducati were prepared to change the Monster to suit the times. The new Monster Evo was also the first to come with the new safety features from Ducati such as ABS and traction control. Again, the debate raged as to how far this took away from the experience of riding a bike and, in a sense, it did automate the process somewhat however most people realize that this is very much for the better in terms of safety and the changes are minimal at best. Regardless, it took the Monster range into the 2010’s with all the new technology that Ducati is able to splash on their bikes. Furthermore, at the end of 2011 a 795 model was announced that would be aimed at Asia and countries such as Thailand and Vietnam in particular and basically it was made up of a 796 engine with a 696 frame. Monster Art When the Ducati Monster was released its minimal design as much more down to the fact that costs etc… were meant to be kept low as opposed to anything else however it has given rise to a popular fad called Monster Art. The endless customizable options for the bike mean that it can be tailored and designed in many different ways and this is something that countless owners have been doing around the world. ” Monster Art was born as a space to try out innovative languages and stylistic trends with a main theme: to celebrate and emphasize the great artistic potential of Monster. The Monster Art project is a constantly changing laboratory, ready to provide the tools to explore creative solutions and give an exquisitely artistic character to its bike”. - Ducati Indeed, Monster art kits are available from Ducati that comes with full painted front fender, headlight fairing, seat cowl, left tank panel and right tank panel customizable design options. This has added a new dimension to the Monster brand; not only are the bikes iconic and well made in their own right but they offer the chance to seriously alter and change the look of the bike itself in a way that is not always possible with other bikes. Failing to customize a Monster can be a difficult thing and the temptation is certainly there. One owner explained how it started with putting on Ohlins rear shock and before long he had superbike forks, dual disc upgrade, chopped rear frame, bar end mirrors, Keihin FCR carbs with pod filters, removed the emissions and side pods and added alloy fender and seat cowls. Rather than being just a bike the Monsters are a work of art in their own right sometimes. The Monster Series So, there we have the Monster series of bikes that were announced in the early 1990’s and are still around today. The first three models were innovative and, essentially prototype bikes that took off like no-one believed that they would and thus cemented their place in Ducati bike history. The eagerness to fight Harley-Davidson was something that had been on Ducati’s mind for years since the 1980’s and with the Monster range they felt that they could at least make a dent into that market. However, the fact that the first generation of bikes were not newly built in the sense that the parts came from different Ducati’s at the time should not have boded well for the line however it probably increased its popularity; here was a bike that took many different aspects of other Ducati’s and fused them together to create a new product. It wasn’t exactly new but it worked. The M600, M750 and M900 are fondly remembered and still ridden in some quarters today by Ducati enthusiasts. They are not high tech by any means now and even at the time they were not too technologically advanced however they were fun to ride and looked great. While the bikes, even the 900, were not race bikes but rather cruisers and could breeze around urban landscapes without any effort they were appreciated in just about all circles. Indeed, they stayed around for the whole of the 90’s with only a few choice upgrades at the beginning of the next decade until the second generation of bikes began to be rolled out in 2001 with the S4 kick-starting proceedings. The S4R (which could be described as perhaps defining the model from 2000-2010) soon followed with enhanced updates as did the 620, 695 and the 1000 series of Monster bikes. They all had different aspects and enhanced the brand in different ways and it is not fair to say that any of the bikes released in this period, or the one preceding it, did anything to damage to reputation of either Ducati or the Monster series. 2010 and yet more changes to the model and along came the 796 and most notably the 1100 Evo versions with their new technological enhancements such as ABS and traction control to give us a glimpse of where Ducati are taking the series in the years to come. It may be difficult to find any bike rider who doesn’t at least share some sort of appreciated for the Ducati Monster series. It has been Ducati’s mostly successful line and has sold thousands across the globe. From 1992 and beyond, the Ducati Monster is well renowned and will continue to be so for a few years yet. Read the original post here.
