Alexander Smith, General Manager of Malcolm Smith Motorsports, cuts the ribbon to mark the opening of the new Ducati Dealership.
Ducati celebrated the grand opening of its newest North American showroom and service Center at the renowned Malcolm Smith Motorsports dealership in Riverside, California. Owner Malcolm Smith and General Manager Alexander Smith were on hand to cut the ribbon and declare the showroom open.
Malcolm Smith, off-road racing Hall of Famer, founded the Riverside store in 1967. It soon became a bucket-list destination for visiting riders hoping to catch a glimpse of the legendary biker, who co-starred alongside Steve McQueen in Bruce Brown’s consummate motorcycle documentary, On Any Sunday.
From left: Troy Senn (Service Manager), Alexander Smith (General Manager), Matt Gammell (Sales Manager), Malcolm Smith (Owner), Ashley Douthitt (Apparel Manager), Chris Semon (Parts Manager), Brooke Myers (Controller), and Brian Anderson (Sales Manager).
To commemorate the occasion, Ducati North America CEO Jason Chinnock visited Malcolm Smith Motorsports for the ribbon-cutting ceremony and to welcome local Ducati enthusiasts to the new showroom and service center.
“This new partnership with Malcolm Smith Motorsports is the outcome of many years of evaluation and a shared goal that when we do it, we do it properly,” said Chinnock. “This stunning new showroom and service center now offers Inland Empire motorcyclists convenient access to the Ducati brand. The demand for Ducati products has never been higher, and we feel that this location will be a welcoming home for both loyal Ducatisti and customers entirely new to the Ducati brand.”
A wide range of motorcycles from Ducati’s latest lineup are on display in the new showroom.
The showroom occupies a large section of the first floor and been stocked with a wide range of Ducati motorcycles, including the latest Scrambler lineup, Panigale V4 supersport models, and the new Monster and Multistrada V4.
Chinnock and Smith also completed a handover ceremony in honor of the new dealership’s first customer, Mark Michell. Michell, a long-standing Malcolm Smith Motorsports client and family friend accepted the keys to his new Multistrada V4 S Sport, and its gleaming red paintwork was adorned with a “sold” sign.
From left: Jason Chinnock (Ducati NA CEO), Alexander Smith (General Manager), Malcolm Smith (Owner), and Mark Michell (inaugural customer)
Two Ducatis raced by Malcolm’s son and store GM, Alexander Smith were on display – a Hypermotard 1100 he rode at the 2008 Pikes Peak International Hill Climb and the Scrambler Desert Sled he raced to second place in the 2019 Mint 400 desert race. In addition to these, the store is also home to several machines raced by Malcolm Smith, dating back to the early 1960s.
“Malcolm Smith Motorsports is known throughout the world for a passion for motorcycling, it’s a defining part of our family heritage,” said Alexander Smith, General Manager “We’re a family company and we take great pride in providing exceptional customer service. We aim to bring together our shared passion with a touch of Italian flair to the Riverside area, and we look forward to a great future representing Ducati’s expanding product lineup.”
The new showroom is situated on the first floor and offers Ducati apparel in addition to their lineup of motorcycles.
In addition to the grand opening ceremony, an open house and group ride took place the following day to introduce the local motorcycling community to the new dealership. Demo rides were also available for clients eager to experience a Ducati for the first time.
Testing the wheelie control on the 2021 Ducati Monster. (Photos by Gregor Halenda and Mike Levin)
Over the years Ducati has produced several iconic motorcycles which have withstood the test of time. Many enthusiasts credit Ducati’s 916 as the one that stands above the rest in it’s revolutionary design and styling. But there’s another Ducati that has made its own mark in similar fashion — the Monster — which established the “naked bike” style.
Unveiled at the Cologne show in 1992, designer Miguel Galluzzi said, “All you need is: a saddle, tank, engine, two wheels and handlebars.” Though designated the M900, it became known by its nickname, “Monster.” Like Frankenstein’s monster, the M900 stitched together the steel trellis frame from the 851 Superbike, the air-cooled, 904cc L-twin from the Supersport Desmodue, a “bison-back” gas tank, a low handlebar and a round headlight.
Is something missing? The Monster’s iconic steel trellis frame has been replaced with a Panigale-style modular frame that uses the engine as a structural member.
Over nearly three decades of production and more than 350,000 units sold, the Ducati Monster has seen multiple evolutions in terms of styling and technology, and it has been offered in a range of displacements, from 600cc to 1,200cc. The commitment made by Ducati to enhance and keep the Monster relevant is evident from the latest version of this iconic motorcycle, which brings together a Superbike-inspired chassis, a road-going engine and the latest in electronic riding aids.
The Monster’s new electronics suite is easily navigated via handlebar switches and the 4.3-inch TFT display.
It’s fitting that the 2021 Ducati Monster was launched in San Francisco because the bike has been a huge hit among urban enthusiasts. The design brief for the latest version was to deliver the best of both worlds — to be “more thrilling for experienced riders” as well as “more accessible for new riders.” The new 2021 Monster maintains the model’s signature minimalist styling and aggressive attitude while delivering increased power, comfort, and maneuverability. Couple this with a new, comprehensive electronics package, and the latest generation is likely to ensure the Ducati Monster remains as popular as ever.
The lighter, tighter Ducati Monster made quick work of San Francisco’s steep, narrow Lombard Street.
First impressions of the 2021 Ducati Monster can be deceiving. Sure it looks like a Monster with its bison-back tank and round headlight, but there’s something missing. The classic steel trellis frame has been replaced with a new Panigale-style aluminum upper section frame that saves 9.9 pounds and uses the engine as a structural member of the chassis. They didn’t stop there. Updates including a new swingarm and fiberglass-reinforced polymer subframe shave off 10 pounds, and the Testastretta engine and lighter wheels save another 10 pounds. All this tinkering, Ducati says, has reduced the Monster’s curb weight to a lean 414 pounds, a full 40 pounds less than last year’s model.
Less and more. Less weight to the tune of a 40-pound-lower curb weight. More power and torque than the Monster 821 thanks to the larger 937cc Testastretta L-twin.
Firing up the Monster produced a familiar sound that resonated in my ears. Powering the Monster is a version of the liquid-cooled, 937cc Testastretta 11-degree L-twin also found in the Hypermotard, Multistrada 950 and SuperSport 950. Claimed output is 111 horsepower at 9,250 rpm (up 2 from the Monster 821) and 69 lb-ft at 6,500 rpm (up 1.5). Updates to the engine include new cylinder heads, pistons and rods, intake and exhaust system, geardrum, stick coils, alternator and belt covers. A new clutch has 20% lighter pull, and an up/down quickshifter is standard. The new Monster has a 9,000-mile oil service interval and an 18,000-mile desmodromic valve service interval.
The Monster’s unique mix of style and performance, not to mention compact dimensions, make it a favorite among urban enthusiasts.
The Monster’s new electronics package includes three fully customizable riding modes (Sport, Touring and Urban), IMU-based cornering ABS, cornering traction control, as well as wheelie and launch control. Starting off in Urban mode, which reduces engine output to 75 horsepower, the softer throttle response and increased level of intervention for ABS and TC make the Monster highly manageable. The tamed throttle response is sufficient enough to get the job done when negotiating lane changes or avoiding sketchy situations, but after a few miles of exploring the busy streets of San Francisco, Urban mode felt too corked up and I was eager for more.
Everything you need, nothing you don’t.
Tapping a button on the left switch cluster allowed me to sample Touring and Sport modes, both of which offer full power, more direct throttle response and less electronic intervention, with Sport mode being the most aggressive. An up/down toggle scrolls through the various settings within each mode; just push the button, close the throttle and the change takes effect. Changes to default settings can only be done while stopped. Everything is displayed on a new 4.3-inch, high-resolution TFT instrument panel.
Wait, I just came down this road. Where’s the lunch stop again?
As our test ride continued, I came to appreciate the Monster’s agreeable riding position and agile handling. The Panigale-style frame, new bodywork and a new seat make the Monster narrower between the legs. Height of the stock seat is 32.3 inches, but the accessory low seat ($160) reduces seat height to 31.5 inches and the low seat plus the accessory low suspension kit ($300) reduces seat height further to 30.5 inches. Ducati also changed the bar/seat/peg configuration, with the handlebar moved 2.6 inches closer to the rider and the footpegs moved back 1.4 inches and down 0.4 inch compared to the Monster 821. Not only are the ergonomics more comfortable, but a 7% tighter steering angle reduces the turning radius by 3.75 feet, simplifying U-turns and slow-speed maneuvering.
As fun as the Monster is in the city, it’s even more fun when you escape the urban jungle.
Riding around town, the Monster hits all the marks, but how will the changes translate out in the twisties, while giving it the berries? On the handling front, Ducati kept it simple. Suspension is made by KYB, with a non-adjustable 43mm USD fork with 5.1 inches of travel and a preload-adjustable rear shock with 5.5 inches of travel. The basic setup worked quite well, with good bump compliance and exceptional midcorner stability. Compared to the Monster 821, the wheelbase is slightly shorter thanks to a tighter rake (24 degrees, down 0.3) but trail is unchanged at 3.7 inches. Revised chassis geometry, less weight and a narrower 180/55 rear tire make for a more maneuverable platform. While lighter wheels, reduced unsprung weight, and grippy Pirelli Diablo Rosso III tires combined to give a planted feeling during quick transitions.
The highway separating me and the new Monster from the sublimely twisty roads of the Santa Cruz Mountains, south of San Francisco, provided an opportunity to feel out its cruising abilities, and in 6th gear, at around 75 to 80 mph at 5,500 rpm, there was plenty of roll-on power in reserve. As soon as I exited the highway, and headed into the mountains, I really started to flog it. I thought for sure the suspension would give it up, but the Monster handled pretty much everything I threw at it. Tight switchbacks, long sweepers, decreasing-radius corners, uneven pavement and even those mystery bumps hidden in the shade of redwoods were all kept in check. The effort Ducati put into designing a more compact, agile, and friendlier riding position has really paid off. Transitioning back and forth was fairly easy in the fast stuff, but needed some increased effort in the tighter sections. The front-end feel at corner entry and mid-corner was reasonably good, allowing me to feel the road adjust to the conditions with confidence.
The Monster also has good front-to-rear balance and minimizes weight transfer on exits. I did some experimenting with the TC and ABS settings to gauge their effects at full tilt. There is definitely some intervention in the upper ranges of the 8-level TC, especially when traction is questionable. I found that peculiar sensation like a rev limiter kicking in several times on hard corner exits. In the lower levels of the TC the Monster’s response is more measured and precise. You’ll feel like a real pro, barely noticing that it’s working.
Braking wise, the Monster is equipped with Brembo’s latest M4.32 monoblock front calipers and 320mm rotors, along with a Brembo radial master cylinder. Together they offered a superb braking feel with plenty of stopping power. The ABS is well sorted and even though I’m not usually a fan, it stepped in to save the day a few times.
Everybody sampled the 4-level wheelie control and launch control at nearly every stop light. Where it counted for me was on low-speed corner exits. In Level 4 it’s very apparent as the motor starts to cut out in order to keep the front wheel on the ground. Level 1 and 2 seemed most agreeable with minimal intervention. The good thing is the wheelie control can be independently adjusted from the other control systems or turned off. Ducati’s quickshifter worked well in both up and down directions, adding to the fun, but felt clunky at lower speeds.
Overall, the 2021 Ducati Monster performed exceptionally well. It’s the friendliest Monster yet and should satisfy a wide range of riders (and abilities) attracted not only to its performance and style, but also its accessibility. The many updates ensure that Monster legacy will be carried forward by this worthy successor.
The Monster comes in three color options: Ducati Red ($11,895), Aviator Gray (+$200) and Dark Stealth (+$200). And the Monster+ ($12,095) adds a flyscreen and passenger seat cover. An extensive range of accessories allow you to personalize the Monster, from a Termignoni racing exhaust to an EPA/CARB-compliant slip-on, tank cover kits and more.
2021 Ducati Monster Specs
Base Price: $11,895 Price as Tested: $12,095 (Monster+ w/ flyscreen, passenger seat cover) Website:ducati.com Engine Type: Liquid-cooled, transverse 90-degree V-twin, DOHC w/ 4 valves per cyl. Displacement: 937cc Bore x Stroke: 94.0 x 67.5mm Horsepower: 111 hp @ 9,250 rpm Torque: 69 lb-ft @ 6,500 rpm Transmission: 6-speed, hydraulically actuated wet clutch Final Drive: Chain Wheelbase: 58.0 in. Rake/Trail: 24 degrees/3.7 in. Seat Height: 32.3 in. Wet Weight: 414 lbs. (claimed) Fuel Capacity: 3.7 gals.
Ducati has announced an update to its middleweight naked bike lineup, with the new 2021 Ducati Monster and Monster+ models. Singularly dubbed “Monster” by the Bologna-based brand, the latest iteration of Ducati’s iconic series features a new chassis and utilizes the same weight-saving front-frame design as the Panigale and Streetfighter V4 motorcycles. That’s right — the new Monster is no longer using a steel-trellis frame. The result is a 40-pound weight reduction when compared to the Monster 821. Couple that with a more powerful 937cc Testastretta 11-degree V-twin engine, top-shelf electronics and a complete aesthetic refresh, and this Monster looks like a whole new beast.
Pricing for Ducati Red color options of the 2021 Ducati Monster and Monster+ is $11,895 and $12,195, respectively. Meanwhile, Aviator Grey and Dark Stealth colorways are an additional $200.
Interestingly, the MSRPs for the new Monster and Monster+ are cheaper than the 2020 Monster 821 ($11,995) and 821 Stealth ($12,895) models.
The Monster series dates back to 1993 and is the brainchild of famed motorcycle designer Miguel Galluzzi. Since its inception, Monster motorcycles have satiated those looking for real-world street sensibilities coupled with sporting performance. It has been a winning formula for Ducati, with over 350,000 Monster units sold since its introduction.
The rider triangle is more neutral and upright, thanks to the handlebar moving 2.8 inches closer to the rider. Legroom is said to have increased as well. In stock trim, the new Monster’s seat height is 32.3 inches and, with its narrow chassis, should accommodate riders of varying sizes. Ducati has taken an extra step for riders with shorter inseam lengths, offering a low seat option (31.5 inches) and spring lowering that drops the saddle height to 30.5 inches.
Powering the Monster and Monster+ is the 5.5-pounds-lighter 937cc Testastretta 11-degree V-twin that is also found in the SuperSport and Hypermotard lineups. Claimed peak horsepower has increased 2 ponies to 111 at 9,250 rpm, and peak torque has risen to 68.7 lb-ft at a street-friendly 6,500 rpm. The increase in displacement is said to distribute power more evenly across the entire rev range, emphasizing low and mid-range grunt. An up/down quickshifter is also standard and will make quick work of the 6-speed gearbox.
A full suite of rider aids is standard, and owners will be able to choose from three preset riding modes — Sport, Urban and Touring — which adjust throttle response and intervention levels. The new Monster also benefits from IMU-supported cornering ABS, lean-angle-sensitive traction control, wheelie control and launch control — all of which are adjustable from the 4.3-inch color TFT instrument panel. The top-tier amenities don’t stop there, with LED lighting all around, self-canceling turn signals and a USB charging port.
This year, the Monster has hit the gym, boasting a claimed wet weight of 414 pounds, shedding a whopping 40 pounds of weight compared to the Monster 821. This was achieved in numerous ways, and the biggest break in Ducati Monster tradition is the use of a much lighter aluminum front-frame design that uses the 937cc as a stressed member. The new superbike-derived front-frame weighs just 6.6 pounds, nearly 10 pounds lighter than the traditional steel-trellis frame featured on all prior Monster motorcycles. Also, engineers whittled the swingarm down by 3.5 pounds and the cast aluminum wheels by an additional 3.75 pounds. Other weight savings were achieved by using a lightweight GFRP (Glass Fiber Reinforced Polymer) subframe.
Weight reduction also extended to the 3.7-gallon fuel tank, which holds 0.7 gallon less than the Monster 821’s.
Ducati engineers also worked to create a more agile middleweight Monster by altering its geometry. The wheelbase comes in a slightly shorter 58 inches, and the rake is now at 24 degrees.
The suspension is handled by a non-adjustable 43mm inverted fork with 5.1 inches of travel and a spring preload-adjustable shock equipped with 5.5 inches of travel.
Braking duties are handled by robust radially mounted Brembo M4.32 4-piston calipers, clamping onto 320mm floating rotors in the front. In the back, a Brembo 2-piston caliper.
Available in two models, the Monster and Monster+ are identical mechanically and their technological features. For an additional $300, the Monster+ is equipped with a svelte flyscreen and passenger seat cover.
Ducati anticipates that the 2021 Ducati Monster and Monster+ will arrive in North American dealerships in April 2021. We can’t wait to throw a leg over one for a full review, but until then, feast your eyes on the new Monster.
2021 Ducati Monster and Monster+ Specs:
Base Price: $11,995 / $12,195 (Monster+) Website:ducati.com Engine Type: Liquid-cooled, transverse 90-degree V-twin, desmodromic DOHC, 4 valves per cylinder Bore x Stroke: 94 x 67.5mm Displacement: 937cc Transmission: 6-speed, hydraulically actuated assist-and-slipper wet clutch Final Drive: O-ring chain Wheelbase: 58.3 in. Rake/Trail: 24 degrees/3.7 in. Seat Height: 32.3 in. Claimed Wet Weight: 414 lbs. Fuel Capacity: 3.7 gals. MPG: 91 PON min. / NA
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