2009 Ducati Monster 1100/1100 S Review

Introduction

Weighing 373 pounds dry, only 18 pounds more than the 696, and developing 95 hp at 7,500 rpm and 75,9 lb-ft at 6,000 rpm, the Monster 1100 has the power to weight ratio on its side and it could easily be considered king of its category without temporizing things. The engine behind it is the already consecrated 1100 DS, an 1100 cc two-valved V-Twin present on the Ducati Hypermotard and Ducati Multistrada 1100 as well.

2009 Ducati Monster 1100

Exclusive features such as the Y-spoke wheels and the single-sided swingarm highlight the rear wheel in the case of both models. Furthermore, on the “S” version the Öhlins suspensions, carbon fiber insertions together with the golden wheels show us the future look of the naked category starting with the details.

History of the Monster

1995 Ducati Monster 900

Competition

By what you could read in the small history page that we’ve linked to, it’s easy to see how Ducati started the large displacement naked bikes frenzy, but that doesn’t mean that by this time they don’t get their fair share of contenders.

2009 Harley-Davidson XR1200

It’s simply enough to mention motorcycles such as the 2009 Harley-Davidson XR1200 and the 2009 Triumph Speed Triple to understand how the Italian brand ended up creating an entirely new category back in the early 1990s with that first 900 cc Ducati Monster.

2009 Triumph Speed Triple

Although Harley is the latest opponent added to the list, this doesn’t make it the weakest because the American bike is all about massive amounts of torque and stands for the highest refinement level. At least it is powered by a two-cylinder engine because in the case of the British bike it is all about three cylinders and much more engine performance. You’ll find it easier to compare the two big Monsters with the middleweight naked 2009 Triumph Street Triple R due to the similar performance figures.

Exterior

2009 Ducati Monster 1100 S

While being as modern as possible, the Ducati Monster 1100 and the corresponsive “S” model are characterized by the classic shape that consecrated the Monster name in the first place. Much similar to the strong-selling Monster 696, the big ones feature a replaceable tank cover and electronic instrument panel as well. The trellis frame doesn’t allow much of the V-twin engine to be displayed, but there are plenty of other things to happily look at. For example, the aluminum single-sided swingarm makes sure that the rear 180/55-17 wheel will make a big impression with those Y-type spokes, just as the front 120/70-17 one does. The headlight is stylish and the mirrors fit perfectly in the scenario.

By simply standing back and looking at the bike it’s easy to realize what draws a crowd. Basically stripped down to the bare necessities, the Monster 1100, such as its smaller sibling, is a roadster in the true meaning of the word. It shows agility and performance from a very first glance. Just look at those rocket launchers that are claimed to be the silencers.

Our tester was Red painted on the bodywork and frame and featured silver wheels, but other color options are the Silver (with the red frame and also silver wheels) and the Black (with black frame and silver wheels). Also, the “S” model ads the Red (with red frame and golden wheels) and White (with black frame and golden wheels) alternatives.

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Test Ride

2009 Ducati Monster 1100 S

Most riders who don’t even consider buying the 2009 Monster 1100 claim that the 95 horsepower is simply not competitive given the fact that this is a liter-size sportbike that we’re talking about. It’s easy to simply mention that as an argument without even testing the bike so we decided to give the big Monster all the chances to impress us.

First thing first, the riding position is comfortable. The first thing you notice is that “for a liter-size sportbike”, the seat is very low (only 31.9 inches above the ground) and the handlebars easy to grab. At the beginning, these feel a little too wide and they actually are, but that’s easy to get used too. Making it possible for all average-sized riders to flatfoot the ground easily and disposing of the fairly wide handlebars, the Monster 1100 maneuvers very easily at slow speed. Although the riding triangle is important, we do have to give credit for that to the extremely low weight, again “for a liter-size sportbike”. Weighing only 373 pounds dry, this thing will feel very easy to push into the garage, park in tight spaces or simply squeeze between traffic jams on.

There’s a reason why current owners brag about the perfect power to weight ratio. That, and not horsepower, is what makes the whole difference and translates both in impressive top speed figures and instant wheelies. In what the Monster is concerned, this bike is also capable of pulling second gear wheelies at the first instant twist of the throttle and the approximately 140 mph top speed is nothing to be ashamed of. Starting 90 mph, the wind blast will begin making its presence noticed, not to mention when pushing the air-cooled, 1,078 cc, L-Twin cylinder, 2-valved Desmodromic to the maximum in sixth gear.

Being of similar size with its smaller sibling, the 1100 does very well in the city. Stop and start of infinite times and always be happy with the engine torque, precise six-speed transmission and the dry clutch. Our tester had 250 miles on it when we got it and almost 500 when we took it back and never managed to miss none of the tall gears. While on the Monster 696, the tall gearing might seem a disadvantage, it is not the case of the 1100 model simply because this one benefits of much more torque.

2009 Ducati Monster 1100

Featuring a 24-degree rake and 87 mm trail as well as a 57.1-inch wheelbase, the Ducati Monster 1100 carves corners like no other and simply enjoys going from side to side as being ridden along twisted mountain roads or curved country back roads. You’ll always get a rush when opening the throttle and find it easy to understand what makes it a monster.

While the standard model (also the one that we tested) was equipped with Showa 43mm fully adjustable upside-down forks and progressive with preload and rebound Sachs adjustable monoshock and performed beautifully over speed bumps, the usual imperfections of the road, across tight corners and remained stable at all times, including when braking or accelerating strong, imagine how the Monster 1100 S model will do, taking in consideration the fact that the Ohlins suspensions enhance the overall sporty feel.

It’s hard not to appreciate the engine’s response, smooth fueling and the comfy riding position, but as you’ll be pushing it to the limit, the decent vibrations level will come more as an indicator that your way over the speed limit rather than a bothering intervention in the wide handlebars. Reducing speed fast is ensured by the front 4-piston radial Brembo caliper acting on the 320 mm pair of discs as well as by the 2-piston caliper and 245 mm disc at the rear. The bike feels safe and reassuring (not necessarily an advantage) as the engine purrs fairly quietly underneath you so it’s nice to know that the brakes don’t require that much lever power in order to deliver the best of them.

Overall, we can say that the big Monster doesn’t drift away from its original feel, but only breaths in new life into the already lively nature of the bike.

Price

The biggest disadvantages that both the 2009 Ducati Monster 1100 and 1100 S have are definitely the suggested retail prices. At $11,995 MSRP for the standard and $13,995 MSRP for the special model, there are infinite more tempting alternatives to consider, including the ones mentioned above.

Conclusion

Your really have to be fan of the Monster series in order to consider buying either one of the two 1100s (especially the much more expensive “S” model) because it is all a matter of knowing that you’re buying the right motorcycle for your taste, not the sharpest, fastest and most powerful, but a modern classic with a taste for speed and refined engine performance.

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SPECIFICATIONS

2009 Ducati Monster 1100

Engine and Transmission

Type: L-Twin cylinder, 2 valve per cylinder Desmodromic, air cooled
Displacement: 1078 cc
Bore x Stroke: 98 x 71.5 mm
Compression Ratio: 10,7:1
Power: 69,8 kW - 95 hp @ 7.500 rpm
Torque: 10,5kgm - 75,9lb-ft @ 6.000 rpm
Fuel injection: Siemens electronic fuel injection, 45mm throttle body
Exhaust: 2 aluminum mufflers
Emissions: Euro3
Gearbox: 6 speed
Ratios: 1st 37/15, 2nd 30/17, 3rd 27/20, 4th 24/22, 5th 23/24, 6th 24/28
Primary drive: Straight cut gears; Ratio 1.84:1
Final drive: Chain; Front sprocket 15; Rear sprocket 39
Clutch: Dry multiplate with hydraulic control

Chassis and Dimensions

Frame: Tubular steel trellis frame
Wheelbase: 1450mm / 57.1in
Rake: 24 °
Front suspension: Showa 43mm fully adjustable upside-down forks / Ohlins 43mm fully adjustable upside-down forks with TiN.
Front wheel travel: 130mm / 5.1in
Front brake: 2 x 320mm discs, 4-piston radial caliper
Front wheel: Y-shaped, 5-spoke in light alloy 3.50 x17
Front tyre: 120/70 ZR17
Rear suspension: Progressive with preload and rebound Sachs adjustable monoshock / Progressive with preload and rebound Ohlins adjustable monoshock
Rear wheel travel: 148mm / 5.8in
Rear brake: 245mm disc, 2-piston caliper
Rear wheel: Y-shaped, 5-spoke in light alloy 5.50x17
Rear tyre: 180/55 ZR 17
Fuel tank capacity: 15 l (of which 3,5 l reserve) / 3.8 US gal (of which 0.9 US gal reserve)
Dry Weight: 169 Kg / 373 lbs
Seat height: 810 mm / 31.9in

Other

Instruments: Digital unit displaying: Speedometer, rev counter, clock, scheduled maintenance warning, oil temperature, trip fuel, air temperature, lap time, warning light for low oil pressure, fuel level, fuel reserve, neutral, turn signals, overrev, immobilizer. Read
Warranty: 2 years unlimited mileage
Body colours (frame/wheels): Red (Red / Silver) - Silver (Red / Silver) - Black (Black - Silver)
Versions: Dual seat