Ducati have spun off yet another variant based on the Diavel 1260 S platform but unlike the recent Lamborghini special that is limited to only 630 units, “Black and Steel” joins the main Ducati model line-up. It is expected to arrive in Australia this August from $37,390 Ride Away.
Inspired by the concept of the Diavel “Materico”
First launched at EICMA in 2010 the Diavel has become a mainstay model for Ducati and in 2019 the low-slung cruiser-come-roadster gained the up-spec 159 horsepower Testastretta DVT 1262 engine for some extra motivation. Australia gets the recently improved Euro5 specification engine with the full 162 horsepower.
Diavel 1260 S “Black and Steel”
The chassis was also updated in 2019 along with the six-axis Bosch IMU that helps drive the myriad of safety aids that grace the platform. These systems includes Bosch Cornering ABS EVO, Ducati Traction Control EVO, Ducati Wheelie Control EVO, Ducati Power Launch EVO and Cruise Control.
Glossy grey and matt black as the main colours with sporty touches in yellow
The S version scores fully adjustable Öhlins suspension at both ends, dedicated wheels and an up-spec braking system, and it is this top-spec model that the new “Black and Steel” is based on.
Diavel “Black and Steel”
Ducati
“The livery of the Diavel 1260 S “Black and Steel” is characterised by the choice of asymmetrical and refined graphics that combine glossy grey and matt black as the main colours, to which are added sporty touches in yellow, including the frame, the lower part of the tail, the dedicated seat badge and some details of the bike.
“The Diavel 1260 S “Black and Steel” joins the S version in Thrilling Black & Dark Stealth colour with red frame and black wheels. The standard version is available in Dark Stealth colour with black frame and black wheels.”
A temporary exhibition at the Ducati Museum will mark 20 years since Troy Bayliss’s first world title and will be titled: “Troy Story: The Legend of a Champion”.
The exhibition will remain open until 19 September, apart from July 1-4 when the motorcycles will be exhibited at the 2021 Motor Valley Fest in Modena Borgo Panigale (Bologna, Italy) before returning to the Ducati Museum.
The Troy Story: The Legend of a Champion at the Ducati Museum
The announcement comes alongside the Ducati Museum finally reopening to the public on Fridays, Saturdays and Sundays. The date of May 21, chosen for the reopening of the Ducati Museum, is not accidental.
As Ducatisti and all motorcycle racing fans will certainly remember, on 21 May 2000 a still virtually unknown Troy Bayliss accomplished a feat that turned him overnight into a motorcycling legend in the hearts and memories of all Ducati and Superbike fans: his amazing quadruple overtaking move at the Monza circuit.
That day Troy was taking part in the race as a replacement rider for Carl Fogarty who had been injured at Philip Island and, after this epic feat, Ducati decided to let him finish the championship on the factory 996R. That year he finished sixth (243 points, 2 wins and 7 podiums), but he earned his place as factory rider in the Ducati Infostrada team. He won his first WSBK title in 2001, stepping onto the podium 15 times.
All those who can visit the Museum will have the opportunity to admire the bikes with which the Australian champion has written some of the most amazing chapters in the annals of motorcycle racing, these include:
The Troy Story: The Legend of a Champion at the Ducati Museum
996 Factory 2000 – his Ducati World SBK debut and used at Monza in the famous quadruple overtake.
996 Factory 2001 Testastretta – his first world title with the livery used at Imola in 2001.
998 Factory Testastretta 2002 – protagonist of the breath-taking duel with Edwards at Imola.
999 Factory 2006 “Superman” – Ducati’s 250th victory in SBK, and Troy’s second title.
999 Factory 2007 – used in the photo-finish against James Toseland at Assen.
1098 R Factory 2008 – his last title won at Magny-Cours.
For all those who cannot yet come to the Ducati Museum, an in-depth study dedicated to Troy Bayliss’s career is planned during the “Ducati Museum Online Journey”, the online tours of the Ducati Museum that allow you to retrace the history of the company via a PC, tablet or Smart TV.
The temporary exhibition ‘Troy Story: The Legend of a Champion’ will remain at the Ducati Museum until 19 September 2021, with the sole exception of the days between 1-4 July, when the bikes will be exhibited in Modena at the 2021 edition of Motor Valley Fest.
The Troy Story: The Legend of a Champion at the Ducati Museum
The opening of the temporary show in honour of Troy Bayliss is also a way to wish to the Australian champion a speedy recovery after his bicycle accident occurred on May 14 that looks likey to see Bayliss laid up for some time while recovering. This special display is further confirmation of how Troy Bayliss is indeed true Ducati royalty.
When we gaze through rose tinted glasses at the last quarter century of motorcycle culture and design, it’d be fair to say the Ducati Monster, in all its previous forms, would feature highly on the greatest hits list.
Ducati’s Monster is an iconic motorcycle that some claim saved the brand, but the redesign has some upset
The Monster is one of the few motorcycles to leap from the murky depths of motorcycle subculture to one the wider population knows and admires. Argentinian Miguel Galluzzi, now firm property of Ducati’s arch rival Piaggio, is the man credited with creating the Monster, his early sketches leading to a simplistic machine that debuted at the 1992 Intermot Show in Cologne and has gone onto sell over 350,000 units worldwide.
This makes it arguably the most important motorcycle – in financial terms – Ducati has ever created, and to alter from this hallowed design amounts to sacrilege for many of the world’s Ducatisti.
There’s no denying the Monster is a very different machine… but some things remain the same
This may be so, but Ducati needs to move with the times and that means the Monster must as well. For 2021, the Ducati Monster has been completely revamped. A new 937 cc motor, taken and altered from the Hypermotard and Supersport, sits as a stressed member inside a chassis that no longer consists of tubular steel trellis sections but a Front Frame layout, similar to what we got on the first Panigale V4 superbike of 2018.
Much of the internet rage regarding the Monster has been leveled is at the stylist’s pen. Compared to pretty much every other Monster that came before it, the new generation looks like it has sold the house and blown it all with the plastic surgeon. If you squint, you can see traces of Yamaha’s MT-09 and KTM’s 890 Duke R in the aesthetic, which is about as far removed from conventional Monster thinking as you can get.
The new Monster is a massive departure from the old trellis frame styling
The new Monster starts from $18,200 ride-away, and the up-spec’ $18,850 ride-away Monster + that comes with a small accessory screen and passenger seat cover, is thinner and sportier than its predecessor, with the tank taller and skinnier where it meets the rider’s seat.
That point there hints at what Ducati is really doing with the Monster—they’re after newbies, big time. Skinnier mid-sections, while sexy on both humans and motorcycles, make it easier for you to touch your feet down if you’re a little on the shorter side, which is always a concern when you’re new to the game.
The 820 mm seat height can be lowered with an accessory seat to 800 mm, or 785 mm with lowered suspension as well
New riders are also going to love the increased lock-to-lock steering angle. Ducati’s given you 11-degrees more to play with, which will make the Monster easier to handle in places like tight carparks and when slicing through traffic.
Although the motor has been donated from the Hypermotard, the Ducati engineers have upped the compression ratio to 13.3:1 and are claiming 111 horsepower at 9250 rpm. Torque is registered at 93 Nm at 6500 rpm. Those are handy little numbers but the big difference is in torque, where this new model outshines the old Monster 821 spectacularly from 4000-8000 rpm, maintaining a near 27 Nm advantage.
The 937 cc L-twin offers a significant upgrade over the old 821
Ducati hasn’t suffered too much at the hands of the dreaded Euro5 emissions regulations, which, if you take a cynical motorcycle journalist’s point of view, were designed purely to annihilate the mid-range punch of every motorcycle sold around the world. But, seriously, Ducati has handled this burden rather well. There’s a dip in torque between 3-4000 rpm, but it’s restored quickly and without too harsh a hit when it does so.
It’s commonplace for pretty much every Ducati sold now to be laden with electronics and the Monster is no different. There’s three riding modes in Sport, Touring and Urban, all three of which you can go into and adjust the individual parameters.
A TFT display shows the extensive electronics options
The Monster’s IMU mitigates the eight stage traction control, three stage Cornering ABS, and four stage wheelie control (which you can thankfully turn off), and it also dictates the cut time for the quick shifter. If you’re on the side of the tyre, the cut is faster than when you’re bolt upright to reduce the chance of the chassis getting all out of shape.
Unfortunately, there’s no cruise control, which for a bike with all those other fangled electronic bits is disappointing. There’s even launch control on the Monster. Not really sure why you need that. I’ll trade that any day for cruise control.
Luckily traction control can be turned off with an easy to understand UI
One cool point is when you change something on the bike, like traction control, the dash will flash up with a graphic of the bike with the rear wheel in red. Playing with wheelie control? The front wheel gets illuminated. Even a simpleton like me can figure it out.
On the suspension front, you could be forgiven for being disappointed if all you saw was the spec sheet. The 43 mm KYB fork is un-adjustable, while the monoshock only has preload adjustability, however, the ride is deceptively impressive for such low-rent suspension.
KYB non-adjustable forks are joined by a KYB pre-load adjustable shock
Sitting on the Monster at standstill with my 86 kg frame (without riding gear), the Monster felt springy but in practice the suspension behaved rather nicely. It’s a soft ride, and if you’re north of 95 kg it will for sure be undersprung for you.
That softness gives a comfortable ride, and stood up to medium speed thrashing over some rather average roads we encountered on the test south of San Francisco (the area we rode reminded me very much of the Black Spur just out of Melbourne).
The suspension proved compliant despite the basis loadout on paper
Part of why the suspension, basic as it is, works is because there’s less weight to suspend. In creating the 2021 Monster, Ducati has lopped 18 kg of mass off compared to the outgoing Monster 821. When you consider most manufacturers struggle to get even a few kegs off with a new model while having to contend with the extra weight posed by the Euro5 catalytic convertors, that’s a mighty impressive feat from Bologna.
The result is the Monster is far more nimble than it was, dancing from corner-to-corner with only so much as a look and a slight tug of the bars. This, combined with the extra pep from the 931 cc motor (and the switching off of the wheelie control) makes for some, err, spirited front tyre conservation on the new Monster.
The new Monster does mark a fairly drastic departure from tradition, but is well rewarded in the ride
That’s the crux of the 2021 Ducati Monster: it doesn’t look or feel anything like it did before. While some will lament the loss of the steel trellis frame or the fat headlight or the tank that was about twice as wide as it is now, there’s no denying this is a bloody fun bike to ride.
When you look at the competition, it’s probably third overall behind the MT-09 and the KTM 890 Duke/Duke R in outright performance, which is fine because those two are a bit harder edged than the Monster, which will appeal to new riders more than the other two.
Brakes are also Brembo units front and rear, including the front master-cylinder
To this end, there’s multiple seat and suspension heights you can get with the Monster. The engineers have pulled the handlebar 66 mm closer to the rider, and placed the footpegs 10 mm lower and 35 mm further back, all helping you maintain a straighter back and taking weight of your wrists. It’s therefore not as painful over a long distance, although the Monster still isn’t (in my opinion) a great option for long range touring – especially given the lack of cruise control.
Taking a leaf out of the Ducati Scrambler book, the Monster gets a ton of interchangeable bodywork bits that give the rider a touch of customising ability without the need for an angle grinder.
There will also be a range of accessories available, from aesthetic mods through to exhausts
The bodywork covering the tank clips off and there’s six different patterns you can replace them with, or you can just go nuts with a spray can safe in the knowledge that if it all goes bad (which it probably will), you’re not up for the cost of a new fuel tank – just the cover.
On top of that you’ve got the usual Termignoni mufflers, carbon guards, little belly pans that look super cool, skinnier mirrors, bar-ends, tank and seat bags, heated grips and alarms, and lots more in the Ducati parts catalogue.
The new Monster is certainly a case of ‘out with the old, in with the new’, and despite the internet rage surrounding the design, I can tell you from the hot-seat Ducati has done an excellent job. And I personally love the look of the Daytime Running Light (DRL), the sharper seat section and the redesigned tank.
The DRL is futuristic but works…
There’s a few things like exposed wires around the admittedly very plastically-looking engine and a couple of finishing touches here and there that detract from the quality of the motorcycle, but overall, the Monster is a big improvement compared to the outgoing 821, and that’s exactly the point of bringing out a new model.
PRA No. – 2021/18949 Date published – 26 May 2021 Campaign number – CR207
Supplier – Ducati ANZ Pty Ltd Traders who sold this product – Authorised Ducati Dealers Where the product was sold – Nationally Dates available for sale – 1 March 2021 – 23 March 2021
The motorcycle’s engine valve guides may experience excessive, premature wear, and become damaged over time.
What are the hazards?
If the engine valve guide becomes damaged, the expected acceleration and responsiveness from the engine may be suddenly reduced, and the vehicle’s ability to accelerate or manoeuvre may not meet the rider’s expectations. This could increase the risk of an accident and injury to the rider, passenger or bystanders.
What should consumers do?
Consumers will be notified by Ducati and Authorised Ducati Dealers to have an appointment arranged to replace the complete engine unit, free of charge.
For further information, consumers can contact an authorised Ducati dealer or email [email protected]
Ducati has announxced that an agreement has been reached with Jack Miller that will see the Australian rider continue aboard the official Desmosedici GP of the Ducati Lenovo Team in the 2022 MotoGP World Championship.
Luigi Dall’Igna – Ducati Corse General Manager
“We are delighted to be able to announce that we will continue with Miller also in 2022. In this first season, Jack has shown great talent, professionalism, and strong determination. He was able to secure two important victories in different conditions after a tough start to the season. For sure, he is one of the riders that better knows how to understand our Desmosedici GP to fully take advantage of its potential in any condition, as the recent success in Le Mans has demonstrated. As always, our goal remains the Championship title, and we believe that with Jack and Pecco, we will be among the main protagonists of the 2022 title charge.”
Jack Miller and Team Ducati head to Mugello on a high
Miller made his debut as a factory rider this year after competing with the Pramac Racing Team for three seasons.
After a challenging start to his 2021 campaign, he brilliantly overcame difficulties by securing two fantastic back-to-back victories in Jerez de la Frontera in Spain and the last French GP at Le Mans, held in tricky wet conditions.
Jack Miller
After the first five Grands Prix for 2021, Miller sits fourth in the general standings, only 16 points behind the current leader, while Ducati and the Ducati Lenovo Team lead the Constructors’ and Teams’ standings.
Jack Miller
“I am thrilled to be able to continue my adventure with the Ducati Lenovo Team also next season! Wearing these colours is a great honour for me, and having been able to win the last two races on the Desmosedici GP is a real dream! It wouldn’t have been possible without the great support that I’ve received from Ducati and the whole team during the last months, and I want to thank Gigi, Paolo, Davide, and Claudio for the faith they had in me. Now I can solely concentrate on the current season. We are fourth in the standings, not far from the leader, and the Championship is still very long. I will do my best to continue this positive trend and fight for the title. Forza Ducati!”.
In the last column (link) I made brief reference to the two 500cc parallel twin designs that Ducati had briefly flirted with in the ‘60s. I was lucky enough to be able to photograph one in the bowels of the factory, pretty much literally in fact as I was set up in a disused part of one of the 1940s era buildings at the Bologna HQ.
1968 Ducati 500 parallel-twin concept
Before we get to the 1968 bike I shot I should make brief mention of its 1965 predecessor that debuted at that year’s Daytona Show – which gives you an idea of the market it was aimed at. It was a 360º OHV design which employed such advanced features as an electric starter and a five-speed gearbox. However it only produced 36 hp at 6,000 rpm, which together with a weight of 190kg resulted in very modest performance. It quickly disappeared from view.
Three years later this almost completely revised version was shown. While the motor was still a pushrod design the totally new crankcases were more compact and power was up to 38 hp. More importantly weight was down to 173 kg resulting in a more acceptable top speed of 165 km/h.
1968 Ducati 500 parallel-twin concept with power upped to 38 hp
The exhausts were tucked in much closer to the motor providing a big improvement in ground clearance. The mufflers were originally Silentiums but as they had disappeared at some point, much later Lafranconis are now fitted.
1968 Ducati 500 parallel-twin concept
Despite these improvements the design did not progress past this prototype which vanished into the factory store rooms for many decades until it was displayed at a show around 2013.
1968 Ducati 500 parallel-twin concept
I happened to see photos of it online and after some asking around, discovered that it had come from the factory rather than some private collection. The Ducati Museum’s curator, Livio Lodi, graciously made it (and another rarity, more on which in a later column) available when I visited in 2015.
The Scrambler Desert Sled is Ducati’s off-road interpretation of the Scrambler 800 model line, inspired by bikes of the ’60s and ’70s which appeared in Southern California and Baja California, Mexico. Traditionally the machines that inspired this modern day Ducati were road machines over 500 cc, stripped of unnecessary components and fitted with off-road tyres and spoked wheels, with suspension and skid plates to suit unforgiving terrain.
2021 Ducati Scrambler Desert Sled
With a reinforced frame, aluminium swingarm, fork yokes, suspension and spoked rims (19″ at the front) the Scrambler Desert Sled is for those who might want to get a little off the beaten track. A headlight mesh guard, high mudguards and, of course, the engine skid plate add to the off-road chops and make this a bit more than just a styling exercise.
2021 Ducati Scrambler Desert Sled
A re-upholstered seat maintains a relatively low 860 mm, however a 20 mm lower version is available as an option. Adjustable Kayaba suspension with 200 mm of travel.
Serrated off-road style foot-pegs with removable rubber pads will help your boots get purchase in the muddy stuff. Pillion pegs are removeable.
Long travel suspension is ideally suited to off-road adventures
The Desert Sled also features an Off-Road Riding Mode that allows disengagement of the cornering ABS.
Spoked wheels are also standard fitment
For 2021 the Ducati Scrambler Desert Sled offers a new look with the adoption of the “Sparking Blue” livery enriched with red and white details on the fuel tank, mudguards and gold rims, a tribute to the Enduro bikes of the ‘80s. The dash remains an LCD unit, with LED lighting.
A headlight guard and tall mudguards are also off-road ready
The 2021 Scrambler Desert Sled weighs in at 209 kg with 13.5L of fuel, produces 66.2 Nm of torque at 5750 rpm and is Euro5 compliant. It’s expected to arrive in Australia in the first half of 2021, and will be available for $19,500 Ride-Away.
The 2021 Ducati Scrambler Desert Sled will arrive in Australia for $19,500 ride-away
2021 Ducati Scrambler Desert Sled features
Colour: “Sparking Blue” with details in “Ducati Red” and “Iceberg White”, black frame and golden rims
Cornering ABS
Riding Mode Off Road
Exhaust with dual tailpipe and black covers
Reinforced off-road frame
Dedicated aluminium swingarm
Spoked wheels, 19in at the front and 17in at the rear,
Pirelli Scorpion Rally STR tyres
Dedicated seat with a height of 860 mm (low option available)
Tapered handlebars with reinforcement strut
Adjustable Kayaba upside down fork with 200 mm of travel
Adjustable Kayaba rear shock absorber with separate gas cartridge
Steel teardrop fuel tank with interchangeable side panels
Front headlight with type-approved mesh guard
High front mudguard
Extended rear mudguard
High plate holder
Ready for DMS (Ducati Multimedia System)
Hydraulic clutch control
2021 Ducati Scrambler Desert Sled Specifications
Ducati Scrambler Desert Sled
Engine
Type
L-Twin, Desmodromic Distribution, 2 Valves Per Cylinder, Air Cooled
Displacement
803 cc
Bore X Stroke
88 X 66 mm
Compression Ratio
11:1
Power
73 Hp (53,6 Kw) 8250rpm/min
Torque
48,8 Lb-Ft (66,2 Nm) @ 5750rpm
Fuel Injection
Electronic Fuel Injection, 50 Mm Throttle Body
Exhaust
Stainless Steel Muffler With Catalytic Converter And 2 Lambda Probes, Aluminium Tail Pipes
Transmission
Gearbox
6 Speed
Ratio
1=32/13 2=30/18 3=28/21 4=26/23 5=22/22 6=24/26
Primary Drive
Straight Cut Gears, Ratio 1,85:1
Final Drive
Chain, Front Spocket 15, Rear Sprocket 46
Clutch
Hydraulically Controlled Slipper And Self-Servo Wet Multiplate Clutch
Chassis
Frame
Tubular Steel Trellis Frame
Front Suspension
46mm Fully Adjustable Usd Forks
Front Wheel
Spoked Aluminium Wheel 3,00″ X 19″
Front Tyre
Pirelli Scorpion™ Rally Str 120/70 R19
Rear Suspension
Kayaba Rear Shock, Pre-Load And Rebound Adjustable. Aluminium Double-Sided Swingarm
Rear Wheel
200 Mm
Rear Tyre
Spoked Aluminium Wheel 4,50″ X 17″
Wheel Travel (Front/Rear)
Pirelli Scorpion™ Rally Str 170/60 R17
Front Brake
Ø330 mm Disc, Radial 4-Piston Calliper With Bosch Cornering Abs As Standard Equipment
Rear Brake
Ø245 mm Disc, 1-Piston Floating Calliper With Bosch Cornering Abs As Standard Equipment
Instrumentation
LCD
Dimensions And Weights
Dry Weight
193 kg
Kerb Weight*
209 kg
Seat Height
860 mm – Low Seat 840 mm – Available as Accessory
Wheelbase
1.505 mm
Rake/Trail
24° / 112 mm
Fuel Tank Capacity
13,5 L
Number Of Seats
Dual Seat
Equipment
Standard Equipment
Steel Tank With Interchangeable Aluminium Side Panels, Headlight With Drl By Led Light-Guide And Interchangeable Aluminium Cover, Led Rear Light With Diffusion-Light, Led Turn Indicator, Lcd Instruments With Gear And Fuel Level Indications And Interchangeable Aluminium Cover, Under-Seat Storage Compartment With Usb Socket, Abs Cornering, Machine-Finished Aluminium Belt Covers, Black Engine With Brushed Fins.
Dedicated Equipment
Aluminium Handlebar With Cross-Strut, Front Stem Protectors, Seat With Specific Design, High Front Mudguard, Long Rear Mudguard And High Plate Support
The oil crisis of 1973 convinced Ducati’s management of the time that a new, cheaper range of models were required and they decided that these bikes needed to be parallel twins.
Ducati are renowned for their V-twins, but they’ve produced parallel-twins too
This was despite Ducati’s great record of achievements from their single-cylinder motorcycles followed by Fabio Taglioni’s success with his 750 V-twins and the work he had already completed on what was to become the Pantah.
Taglioni would have nothing to do with the development of the parallel twins which saw Ing. Tumidei overseeing the design which stressed reduced manufacturing costs as a primary goal.
While Ducati had shown prototypes of two different 500 parallel twins in 1964 and 1968 the new design had nothing in common with them. Originally conceived with a 360º crankshaft, this was soon changed to a less 180º crank for less vibration.
The new GTL parallel twins would arrive in 350 and 500 cc versions in 1975
However the massive crankcases, built to house large counter-balancers were retained. Chain-driven valve-spring SOHC heads were used for the GTL models with both 350 and 500 cc versions being debuted in 1975. Almost an afterthought, the Sport Desmo versions weren’t available until almost two years later.
The GTLs shared the same basic Giugiaro styling as the 860GT and were just as unloved!
In addition to the styling the bikes suffered from poor reliability – the main problem being the oil feed to the camshaft. They also suffered from very modest performance, especially the 350.
The bikes handling however was very good.
Styling was shared with the 860GT
Only 1,105 500s and 930 350s were built before they were replaced by the GTV in 1977. This employed the successful (Tartarini) styling of the Sport Desmo and the Darmah but retained the valve-spring heads of the GTL. The oil feed problems were largely remedied in these later motors.
Given Australia was Ducati’s largest export market during the ‘70s we received quite a few parallel twins – 208 GTLs, 36 GTVs and 224 Sport Desmos. Very few are still on the road. This particular 500 GTL was restored by SCR Ducati in Morisset and has since covered over a thousand kilometres.
This machine was restored by SCR Ducati in Morisset
The 500GTL made 35 hp at 6,500 rpm and had a dry weight of 170 kg, while top speed was 170 km/h.
Ducati is continuing the digitalisation process that has accelerated significantly in the COVID-19 period, during which Ducati has made the most of digital systems to ensure smart working for all its employees and keep in touch with its fans through virtual presentations and other content.
Since April 2020, Ducati has also introduced a dedicated protocol – Ducati Cares – so that Ducatisti can visit their trusted dealers in complete safety, interacting digitally to book an appointment or remotely evaluate the purchase of a motorcycle.
Ducati Museum Virtual Tour
The company has extended the digitalisation process to the Ducati Museum as well, expanding the digital offer of the Borgo Panigale Experience through the “Ducati Museum Online Journey”.
Real guided tours accessible from a PC, smartphone or tablet, virtually accompanied by the museum’s expert guides, to discover – even remotely – the place where the motorcycle manufacturer shares its essence and history with all its fans.
Ducati Museum Virtual Tour
Starting from 22 December, the exhibition that can be visited through the Ducati Museum Online Journey will be enriched with the introduction of some contents of the “Anatomy of Speed” show. The temporary exhibition created by Ducati in 2019 tells of how aerodynamics is a fundamental component underlying the concept of performance through which Ducati expresses its excellence, confirmed by the victory of the 2020 MotoGP World Constructors’ Title. The video interview with the Ducati Corse engineers created for the occasion and the Desmosedici GP16, a bike on which the development of aerodynamic appendages reached its peak before the MotoGP Technical Regulations were modified, will be part of the tour throughout the month of January 2021.
Ducati Museum Virtual Tour
The visit has a maximum duration of about 45 minutes and is aimed at all enthusiasts of motoring history who, while waiting to be able to admire the motorcycles exhibited at the Ducati Museum in person, still wish to live a Ducati experience and discover its history. During the tour, users also have the possibility to interact with the guide through the platform’s Q&A system.
The cost of the Ducati Museum Online Journey is €10, and can be purchased as a Christmas gift for someone. All those who purchase the digital tour during 2020 will get €10 discount on the purchase of the Ducati Museum Catalogue, which they can buy in Borgo Panigale at the official Shop.
Ducati Museum Virtual Tour
There are 4 tours per week at the following times: Tuesday at 5.00 pm and Saturday at 9.00 am in English; Thursday and Sunday at 5.00 pm in Italian.
Interested users can book the virtual guided tour directly on the ticketing platform of the Museumhttps://www.ducati.com/ww/en/borgo-panigale-experience by selecting the date, language and time. Once the booking is complete, an email confirmation provides a code and link to access the Online Journey.
Ducati have unveiled the final new model for 2021 in their last web world premiere, with the new Monster breaking cover, fitted with a 111 hp Testastretta 11° engine, which it shares with the latest Supersport 950.
2021 Ducati Monster+
Ducati are calling this the lightest, most compact Monster yet, representing the epitome of the Monster line, even if it does feature a double-sided swingarm. Hence the name, just Ducati Monster, or Monster+ if you’re after the extras, with no number designation.
Euro5 homologated the engine boosts capacity over the outgoing 821, offering more power and torque while slimming down weight by 2.4 kg. The main gain is in torque which is up to 93 Nm from 85.4, while power is bumped up a couple of ponies and their should be some instant urge thanks to a high 13.3:1 compression ratio. A slip and assist clutch is also fitted.
The new Monster runs the same powerplant as the SuperSport 950
The frame is based on the design of the Panigale V4, with an aluminium front frame attached directly to the heads, weighing only 3 kg, or 60 per cent less than the previous traditional trellis style unit.
The rims likewise have been shaved down to save 1.7 kg, while the swingarm loses 1.6 kg. The subframe uses Glass Fibre Reinforced Polymer technology to save a further 1.9 kg, with a total of 18 kg saved over the Monster 821, bringing the 2021 Ducati Monster to just 166 kg dry.
Weight savings are seen in the new frame, rims, swingarm and sub-frame
The new Monster is suspended by 43 mm USD forks, while a progressive linkage and preload adjustable monoshock handle the rear of the bike via an aluminium double-sided swingarm.
Brakes are Brembo M4.32 monoblock four-piston units, with semi-floating 320 mm rotors, and a radial master cylinder. At the rear you’ll find a 245 mm rotor with Brembo two-piston floating caliper.
Brakes are Brembo M4.32 calipers
Seat height is now 820 mm with a narrow design between the legs, ensuring an easy reach to the ground. A lower 800 mm accessory seat is also available. For those who need the bike lower still Ducati offer a lowered suspension kit which can further lower the seat height to 775 mm in conjunction with the low seat, but that will of course have trade offs in suspension travel and compliance.
Standard seat height is 820 mm and narrow between the legs for the reach to the ground
The steering angle has been increased to 36°, up 7° compared to the 821, benefiting low speed maneuvering, with handlebars 70 mm closer to the rider and more upright for better control and comfort. The rider’s feet have also been moved, with Ducati stating ‘the legs are now less curled up’.
Lighting is LED with bars moved back towards the rider
An extensive electronics package includes cornering ABS, traction control and wheelie control as standard, alongside launch control. Ride modes include Sport, Urban and Touring, with electronics controlled via the switchblocks and current settings and speed viewed via a 4.3 TFT display that includes tacho and gear.
Other standard fitment tech includes the Ducati Quick Shift system, full LED lighting, including dynamic indicators and a USB socket for charging personal devices.
Electronics include rider modes, cornering ABS, TC, Launch Control and Wheelie Control
On the Monster+ we see a fly screen and passenger seat cover included.
Service intervals are 15,000 km or every 12 months, while Desmoservice is every 30,000 km.
2021 Ducati Monster+ in Ducati Red
The 2021 Ducati Monster will be available in Ducati Red and Dark Stealth with black wheels, or in Aviator Grey with GP Red wheels. The Monster+ will be available in the same colours.
The new Monster will be available in Australia from June with a starting price of $18,200 Ride Away.
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