2021 Ducati Monster review | The trellis frame may be gone, but the Monster's DNA can still be felt

Review by guest contributor Stefano Cordara

When the Ducati Monster naked motorbike first hit the streets way back in 1993, with its sinuous tank and pokey twin-cylinder engine, no-one realised just what an impact this naked motorbike would have. Since then more than 350,000 have been sold, so when it comes to reinventing it, Ducati didn’t want to get it wrong.

• Related: History of Ducati's V-twin engine

This 2021 Ducati Monster is a major step away from what’s gone before, not least because Ducati have dropped the trademark trellis frame in a move which raised eyebrows around the Ducatisti world. But fear not, get on board and it still feels very much like the Monster we know and love. If anything, it feels even more Monster-ish.

The resulting transformation is truly astonishing. We are now in the presence of a more complete and refined machine, equipped with first-rate components. Overall weight reduction has been impressive and as a result the Borgo Panigale factory has given birth to an extremely agile – yet surprisingly stable at high speeds – bike, even without using a steering damper.

The chassis is excellent and can easily handle the feisty engine. This really will push the likes of Yamaha’s MT-09 SP. A set of fully adjustable forks would have been a nice touch, but the 2023 Ducati Monster SP has addressed this issue.

Watch: Ducati Monster video review

Bike Magazine editor Mike Armitage is your guide for this in-depth video guide to the 2021 Ducati Monster.

The aluminium front frame section is from the Panigale V4 superbike and plays a major part in the 18kg weight reduction. Looking at, and riding, an old Monster alongside the new model, you immediately understand that not only are the aesthetics more advanced but the whole motorcycle has taken a massive step forward.

The rider’s seat is set at 820mm but thanks to the optional seat configuration it can go down to 795mm, or be lowered to 775mm using the suspension lowering kit.

The new Ducati Monster also features a more upright handlebar position, with the bars 70mm nearer the rider and pegs moved further down. This is more comfortable but also feels more 'active'. The steering angle has also been altered and it is now easily possible to complete a U-turn in one hit, something that was challenging on the older models.

Agile yet precise, the Monster can be nailed through fast corners with a mix of composure and lightness. There’s outstanding stability and supple yet predictable suspension, despite a lack of adjustment up front.

The revitalised Ducati Monster is powered by the 937cc Testastretta Euro5-compliant V-twin, which delivers 109bhp with 69lb.ft of torque while the IMU takes care of cornering ABS, traction control and three riding modes. Although new to the Monster, this motor has been used to great effect in the SuperSport sports tourer, Multistrada 950, and Hypermotard 950.

The engine is a peach, offering top performance in the segment, especially in terms of torque. We were riding a pre-production model for this exclusive test so throttle response was a bit rough with very little difference between the Touring and Sport riding modes, but Ducati insist this will be ironed out for production.

That 18kg weight saving is apparent out on the road. While power is similar to the old Ducati Monster 821 (which had 112bhp), the new slimline Monster jumps out of corners with a whiff of throttle and revs rapidly towards the redline.

Being such a new model, it is difficult to comment on reliability. That said, the same 937cc V-twin can also be found in the Ducati SuperSport, Ducati Multistrada 950 and Ducati Hypermotard 950. All three of these bikes score between an average of 4.5 and five out of five stars for reliability from owners and there's nothing to suggest the Monster will be any different.

The build quality is typically high for Ducati who are happy to concentrate on the upper end of the motorcycle market. Gone are the days of the Monster being a parts bin special to save an ailing brand - everything on the new bike feels deliberate and well-thought out.

Our Ducati Monster owners' reviews show nothing whatsoever to be concerned about.

Ducati have moved the Monster on without ripping up its DNA and losing that little piece of Italian magic. While the old Ducati Monster 797 and Ducati Monster 821 have been dropped from the range, Ducati are listing the Monster 1200 and Monster 1200 S as current models (with Ducati Monster UK prices unchanged at £11,995 and £15,095) although they’re only approved to Euro4 emissions standards and as such will only be able to be sold this year under end-of-series regulations allowing firms to offload stocks.

Ducati Monster price vs rivals

Available in two flavours: a £10,895 standard model and £11,195 '+' (which gets a small screen and rear seat cover as standard) it’s now more eager and has been brought bang up to date. However, by 2023 its price has increased to £11,295 for the standard bike and £11,595 for the Plus.

There are plenty of other naked middleweights on the market to consider. If you want to save £300 you can pick the standard Aprilia Tuono 660 (£9700) over the Factory model, but this seems a bit like a false economy as you are getting lower-spec suspension and a marginally less powerful motor for very little saving.

KTM’s 890 Duke (£10,049) costs £1000 less than the R version and drops 5bhp and 5lb.ft of torque from its motor while having lower-spec WP suspension and lacking Brembo calipers. Interestingly, the stock Duke comes with an up/down quickshifter as standard, something that is a £361.51 accessory on the R.

There is only one Monster model (£11,051), however Ducati sell a Monster Plus for £300 extra, which is just a Monster with a small screen and pillion seat cover, both of which can be bought as accessories for £159.74 and £164.74 respectively.

Yamaha’s MT-09 SP (£10,650) is a genuine rival in terms of tech and the SP version adds better suspension including an Öhlins shock as well as a few other trinkets and unique paint scheme over the stock MT-09 – and costs £9400.

Honda now have the ultimate budget middleweight CB750 Hornet parallel-twin and Kawasaki have the Z900 SE (£11,299) which adds an Öhlins shock and higher-spec forks alongside Brembos to the stock Z900 (£9699).

Suzuki’s GSX-S950 (£10,299) is a bit disappointing in terms of its power, spec and electronics and doesn’t sell very well as a result and despite being comparable on price, the Suzuki GSX-S1000 (£11,199) is more a super naked as it is heavier than our naked middleweights.

BMW’s overlooked F900R (from £8675) may have a low starting point in terms of its price, but when you spec it up this changes quite quickly and it is easy to spend over £10,000 on one.

Ducati Monster vs KTM 890 Duke R vs Aprilia Tuono 660 Factory

Additional words by Jon Urry

Tipping over the £10,000 barrier (which is always a milestone in a buyer’s mind) the Aprilia Tuono 660 Factory, Ducati Monster and KTM 890 Duke R don't represent the budget end of the middleweight market – especially the Ducati and KTM which both start at just over £11,000. What do you get for the extra cash? Bikes that both look and handle a step ahead of their more budget-conscious siblings.

In some ways it feels a bit cruel lining the 659cc Tuono up against its bigger capacity rivals – it’s always going to lose out in terms of outright  performance. But by saddling it with that £10k price, Aprilia have fired it into the same ballpark as the Ducati and KTM… which seems like a mistake.  

The more you ride the Tuono the more you warm to it and it is undeniably an excellent middleweight but Aprilia have missed a trick. A ‘Factory’ Aprilia model should be special and this one isn’t – where are the Öhlins suspension, lightweight wheels, etc? Aprilia have sold it short and charging just £300 more over the base one shows a lack of effort.

If it was £1300 more and had a bit more capacity (which is what KTM did with Duke R over the old 790 Duke) and flash suspension it would be a proper Factory model and would have run its rivals far closer. But it hasn’t and that’s why ultimately it loses out to them.

Riding the KTM in ‘Sport’ mode alone will leave you frustrated as it is too aggressive, making it unpleasant and needy. A change of mode transformed the bike. Yes, it’s still very sporty, but that’s what you get with a KTM and firm seat aside is a stunning naked. 

But if you want a bike that is fun to ride and brimming with character, the Monster is our pick. It manages to do everything well and with very few irritations.

The 2021 Ducati Monster is teeming with tech. There's a new 4.3" colour TFT dash, which features easily readable graphics inspired by the Panigale V4’s readout. The system for switching between riding modes is revised and easy to get on with, too.

The new screen allows you to opt between three riding modes, made possible by a ride-by-wire throttle. These sit alongside a full suite of electronics, including eight-stage traction control, which can be personalised in each riding mode.

There's also a new exhaust system, which is ultra-compact yet still creates a decent bark as the revs rise. The exhaust manifold sits more directly under the engine, too, improving mass centralisation. What's more, the Monster’s new hydraulic clutch, combined with a standard fitment quickshifter makes gear-changes seamless, so you can make the most of the power and torque.

As ever, there's a huge selection of Ducati Monster accessories available to buyers. Choose from exhausts, bodywork, a trio of colours, a lowered seat, luggage and plenty more.