It is big and red. The signature trellis frame, also in the
racy red, lurks below the bulbous tank. The meaty fat twin with the
Testrastretta 11 badge and snaky bent-pipes have me hooked. All I need to do is
key in, thumb the starter and ride away. But the twin barrel sawed-off
shotgun-like exhaust has me distracted. Do I like it? Or not? What I do not
like, for sure, is the missing single-sided swing arm – the Monster trademark.
The wide handlebar is flat and the seating comfortable.
The big 17.5-litre tank is cut out nicely for the knees. The posture is leaned forward owing to the rear set foot-pegs. You feel the 205 kg
weighing on the handlebar until you open the throttle. As compared to the 696
or the 796, the steering is on the heavier side but still easily manoeuverable
and relays feedback precisely. Set up on the softer side, the ride is
plush. The Ducati was poised all the way and did not lose composure even over
an unmarked speed-hump. The Pirelli Diablo Rosso IIs do an excellent job
holding on to everything they tread upon – tarmac, concrete, paver blocks
whether wet, damp or dry.
The four-valve liquid-cooled fuel injected 90-degree V-twin
motor is potent. It develops 111bhp of power at 9250rpm as it revs to 11000rpm
before the electronic limiter cuts in. The torque kicks in from almost as low
as 4000rpm, peaking out at 89.4Nm at 7750rpm. The Monster hurtles you forward
earnestly, making you smile while not really scaring you white. Power delivery
is relentless through the gears, across 100kmph in second, nearing 150 in third
while you lean forward to keep the Monster on two.
The L-twin crackles to life after a misfire or two, settling
into a crude burble at idling and the over-square L-twin settles into a throaty
whine while cruising. The note is crisp and loud and the engine internals make
their presence felt. You can cruise comfortably at about 2500-3000rpm in
traffic, below which, the typical V-twin shudder puts you off. Like all other
Ducatis, the crankcase is a stressed member of the frame. While this does
transmit the vibrations and harshness from the engine on to the frame, they are
almost unable to reach you at higher revs.
The six-speed gearbox is a dream. Pull the clutch and unlike
most big bikes that do so with a heart-breaking clunk, the Ducati gearbox eases
into first. As you open up, it slides into successive gears with a click at the
toe. For down-shifts, you have to get used to the ways of the Monster to
realise how easy it is to go down gear after gear. The ratios are nicely laid
out and you always find one to settle in. The Brembo disc brakes are wonderful.
The front brake has a nice bite when you tap the lever and feels progressive.
The 320mm twin-disc setup in the front, coupled with the single disc in the
rear, provide ample braking force for you to cut down speed quickly.
The eight-step Ducati Traction control and the three-step Bosch9MP
ABS ensure that you get the best of the available grip and are not intrusive.
The three riding modes - Sport, Touring and Urban – provide different engine
maps suitable for each of the situations. You can switch modes on the fly from
75bhp in Urban to the full 110 horses on tap in Sport.
At 9.56 lakh, the Ducati Monster 821 asks a hefty premium
over the Triumph Street Triple or the Kawasaki Z800. The Ducati is as powerful as
the Z800. The LED signatures in the headlamp, aggressive but not overt styling
and the magic of proportions exude the Italian touch. The Street Triple, with
its nimble ways and lighter weight, is quite close to the Monster in riding
pleasure but loses out on power. When it comes to spares and service, the
Ducati history in India has not been really glorious. But, if I am wanting a
boy toy - for a leisurely weekend ride or to look at from the bedroom window–
the Ducati will certainly be the undisputed first on my list.
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