Ducati Monster SP (2023-on) Review

There’s something evocative about an SP-badged Ducati. In the late '80s and through the '90s they were money-no-object homologation specials built to go World Superbike racing. Blood red icons like the 888 SP series, or the 916 SP and its derivatives were the stuff of motorcycling dreams.

It’s been a badge of honour for the chosen ones ever since, with the odd ‘R’ thrown in for good measure along the way. Now it’s the fourth-gen Monster’s turn to get the SP treatment.

Unlike those old Bologna superbikes, sprinkled with unobtanium like parmesan on a spicy plate of penne, the new Ducati Monster SP isn’t ‘full factory’. Instead, it’s a regular production model and costs £2700 more than the base Monster, which isn’t bad when you look at the goodies you get.

But is it worth is high ticket price? Viewed as a stripped back, minimal naked probably not and you’d need to be a SP anorak to notice the difference over the standard Monster. But it oozes quality and, ultra-focused Hypermotard aside, it’s easily Ducati’s most playful pure road bike and one that refreshingly, doesn’t take itself too seriously.

With its firmer suspension, sportier riding position, stronger brakes and reduced weight the Monster’s character transforms from mild-mannered roadster to something approaching Hypermotard levels of lunacy.

It’s easily a match for its sporty middleweight naked rivals and with its grunty, easy to use V-twin engine it’s more fun at B-road speeds than a Ducati Streetfighter V2 or Ducati Streetfighter V4.

It’s expensive and isn’t as ‘factory’ as SP badged Ducatis were back in the day, but it still has an air of specialness about it, is beautifully put together and well worth the extra over the base model in terms of pure excitement.

Watch MCN's Ducati Monster SP video review here:

With an engine that doesn’t stress the rider or chassis the Monster has never tied itself knots on the throttle or been to hard turn but given the SP treatment the handling is even sharper.

We got the chance to ride a standard version during our test. It’s fun, simple to ride and never does anything wrong. In tricky conditions its softer suspension is actually a positive, finding more grip from the tyres and pouring confidence into the rider, but on dry roads the SP shines.

A 20mm taller seat (up to 840mm) coupled with firmer Öhlins suspension pushes your weight over the front wheel. It gives the SP an aggressive, up-on-its-haunches supermoto-stance. The standard Monster sits lower at the rear and feels almost chopper-like by comparison.

The SP’s riding position smacks of a race bike and as such has far crisper, more accurate steering with more feel on the way into corners. Suspension is more controlled without being harsh and newer generation Pirellis (compared to the base model’s Diablo Rosso III) are grippier, too.

It’s tricky to feel the brakes’ extra power or use the extra ground clearance the taller ride height brings on a chilly February in Northamptonshire, but there’s no question the SP can be pushed harder on warm, dry tarmac.

The 109bhp 937cc Testastretta V-twin is a gem of a thing. It’s proven to be bulletproof over the years in other models and has long service intervals: 9000 miles/two years between oil services and 18,000-mile valve checks.

But it’s amazing how just how differently it behaves in different Ducatis: uninspiring in the SuperSport 950 sports tourer, business-like in the Multistrada V2 adventurer, perky in the standard Monster and downright bonkers in the Hypermotard supermoto.

Weight, steering geometry and suspension stiffness seem to make all the difference to how the booming V-twin performs. Powering the Monster SP, it’s Hypermotard levels of exciting. With the wheelie control switched off it’s as entertaining as a KTM 890 Duke R, Yamaha MT-09 SP or Triumph Street Triple RS.

It’s the perfect engine for B-roads and small A-roads with all the entertainment happening at legal speeds. A Streetfighter V2 or V4 is faster, but the Monster SP far more of a laugh in the real world. It’s punchy down low, perfectly fuelled, easy to manage and with a host of rider aids on call to bail you out, safe, too.

Ducati’s937cc Testastretta V-twin engine is tried tested and proved to be reliable and the other bikes in the range that use itall have all positive MCN reader reviews.

Is it worth £14k? It’s every inch a stripped back, minimal naked and you’d need to be a SP anorak to notice the difference over the standard Monster, so probably not. It’s also around £2500 more than main rivals that include the KTM 890 Duke R, Yamaha MT-09 SP or Triumph Street Triple RS.

It shares the same 937cc 109bhp V-twin Testastretta engine as the base Monster and the cast ali monocoque frame that caused all the hoo-ha when it replaced the old machine’s 1993 vintage steel trellis in 2021.

The SP’s specialness comes from a host of chassis mods, all designed to give the Ducati more poise in corners and enjoyable to ride quickly: fully adjustable Öhlins, a steering damper, Brembo Stylema calipers and Pirelli Diablo Rosso IV sports rubber.

Weight is down 2kg to 186kg, fuelled and ready to go thanks to a 1.7kg lighter lithium-ion battery and lighter brake disc flanges and forks to reduce unsprung weight. It comes with a MotoGP rep paint job, Termingnoni end cans, a nose fairing, rear seat cover and of course that hallowed SP badge.

Like the standard Monster it has a hydraulic slipper clutch and electronics are the same with a 4.3in colour dash, an up/down quickshifter, fully adjustable cornering traction control and ABS, anti-wheelie and riding modes, including a new 74bhp Rain mode with extra electronic control for safety in the wet.