When Ducati launched the Multistrada V4 range in 2021, features like adaptive cruise control (ACC) and 36,000-mile valve check intervals made the platform more touring-ready than ever. For 2022, the Multistrada V4 Pikes Peak takes the model back to its sporting roots with performance upgrades and styling to match.
The brand’s 1,158cc Grandturismo V4 returns with 170 horsepower and 92 lb-ft of torque, but Ducati’s Race Riding Mode now maximizes the mill’s potential. Of course, the Multistrada V4’s Sport, Touring, Urban, and Enduro ride modes remain, but the new option gives the Pikes Peak a personality all its own. In Race mode, the system’s rev limiter kicks in more gradually, optimizing drive during high-rpm operation. A revised quickshifter speeds up those gear changes, both up and down.
Ducati complements the model’s racing spirit with a more aggressive rake angle with its new 17-inch front wheel, sharpening to 25.75 degrees for improved agility. Ducati’s signature single-sided swingarm reappears on the V4 Pikes Peak, calling back to Multis of the past and extending the wheelbase to 62.8 inches for more stability.
A 17-inch Marchesini forged aluminum wheelset helps reduce curb weight to 527 pounds while the multi-compound Pirelli Diablo Rosso IV tires (120/70 front; 190/55-17 rear) deliver sure grip and decent longevity. To take full advantage of the updated chassis, Ducati adjusts the rider triangle with lower handlebars and higher footpegs.
The Pikes Peak adopts Öhlins Smart EC 2.0 suspension with event-based settings that adapt to the user’s riding style. Along with the semi-active suspension, the Multistrada touts superbike-worthy brakes, with twin Brembo Stylema calipers mated to 330mm discs up front and a single-piston caliper biting a 265mm rotor out back.
With the Pikes Peak International Hill Climb no longer featuring motorcycles, Ducati turns to its MotoGP outfit for styling inspiration. Resplendent in Ducati red with number plates at both sides of the tank, the Desmosedici GP21-inspired livery immediately fits in at the circuit. A carbon fiber beak and front mudguard add style while reducing weight, and the smoke-gray plexiglass windscreen streamlines the Pikes Peak’s silhouette. A carbon fiber-capped Akrapovič silencer and a two-tone black/red rear saddle complete the Multistrada’s transformation.
The high-spec trim also features Ducati’s latest-generation electronic suite of rider aids and a 6.5-inch TFT display. Wheelie control and cornering ABS keep the rider safe on a twisty road, while smartphone connectivity provides navigation on the open road. Similar to the Multistrada V4 S, radar-assisted adaptive cruise control (ACC) and blind-spot detection (BSD) come standard.
The 2022 Multistrada V4 Pikes Peak will hit Ducati showrooms in February 2022, with an MSRP of $28,995.
The Scrambler Urban Motard joins Ducati’s lineup for 2022.
Ducati’s 800cc Scrambler lineup for 2022 includes the classic Scrambler Icon, the dark Scrambler Nightshift, the off-road-ready Scrambler Desert Sled, and the all-new Scrambler Urban Motard.
Inspired by the concrete jungle, the Urban Motard two-tone Star White Silk and Ducati GP ’19 Red livery with street-art style tank graphics.
2022 Ducati Scrambler Urban Motard
As the “Motard” part of its name implies, the Urban Motard rolls on 17-inch spoked wheels shod with sticky Pirelli Diablo Rosso III tires, and it has a high front fender, a flat seat, and side number plates.
As with other Ducati Scrambler models, the Urban Motard has a front LED DRL headlight and an LED taillight. The entire Scrambler 800 range comes standard with cornering ABS, a USB socket under the seat, and the Ducati Multimedia System (DMS), which enables a smartphone to be connected to the bike via Bluetooth.
2022 Ducati Scrambler Urban Motard
The Ducati Scrambler Urban Motard has a claimed wet weight of 432 pounds, and it’s powered by an air-cooled 803cc L-Twin with a desmodromic valve system. The engine delivers 73 horsepower at 8,250 rpm and 48.5 lb-ft of torque at 5,750 rpm (claimed, at the crank).
The engine is carried in a black tubular-steel trellis frame, and the suspension is by Kayaba suspension, with a non-adjustable 41mm inverted fork and a preload-adjustable rear shock. Triple-disc brakes include 4-piston radial front calipers with 330mm discs and a 1-piston caliper with a 245mm disc. Seat height is 31.7 inches. LCD instrumentation includes gear and fuel level indicators and an interchangeable aluminum frame.
2022 Ducati Scrambler Urban Motard
2022 Ducati Scrambler Urban Motard Specs
Base Price: $11,695 Website:ducati.com Engine Type: Air-cooled, transverse L-Twin, desmodromic SOHC w/ 2 valves per cyl. Displacement: 803cc Bore x Stroke: 88.0 x 66.0mm Horsepower: 73 @ 8,250 rpm (claimed, at the crank) Torque: 48.5 lb-ft @ 5,750 rpm (claimed, at the crank) Transmission: 6-speed, hydraulically actuated slip/assist wet clutch Final Drive: Chain Wheelbase: 56.5 in. Rake/Trail: 24 degrees/3.7 in. Seat Height: 31.7 in. Wet Weight: 432 lbs. (claimed) Fuel Capacity: 3.6 gals.
Fifty years ago, Ducati introduced its first air-cooled twin-cylinder engine, on the 1971 Ducati 750 GT. The new 2022 Ducati Scrambler 1100 Tribute Pro pays homage to this milestone with special livery and a 1,079cc air-cooled L-Twin that makes a claimed 86 horsepower at 7,500 rpm and 66.5 lb-ft of torque at 4,750 rpm.
The Scrambler 1100 Tribute Pro wears striking “Giallo Ocra” yellow paint, which was used on the 1972 450 Desmo Mono and 750 Sport. The sides of the fuel tank feature the iconic 1970s-era Ducati logo that was designed by Giugiaro, and the same font is used to spell “Scrambler” on the top of the tank. Other styling details include black spoked wheels, round mirrors, and a brown seat with special stitching.
Though honoring the past, the Tribute edition has the modern features found in Ducati’s Scrambler 1100 Pro line, including three riding modes, multi-level traction control, cornering ABS, a headlight with a distinctive LED ring, and the Ducati Multimedia System. There’s a USB socket for mobile phone charging under the seat.
The 2022 Ducati Scrambler 1100 Tribute Pro has a steel trellis frame, an aluminum subframe, a cast aluminum swingarm, and spoked wheels (18-inch front, 17-inch rear) shod with Pirelli MT60 RS tires. Suspension includes a fully adjustable 45mm inverted Marzocchi fork and an adjustable Kayaba shock with a progressive linkage. The front brakes are radial-mount monoblock Brembo M4.32 calipers squeezing 320mm discs.
Pricing starts at $13,995.
2022 Ducati Scrambler 1100 Tribute Pro
Base Price: $13,995 Website:ducati.com Engine Type: Air/oil-cooled, transverse 90-degree L-Twin, desmodromic DOHC w/ 2 valves per cyl. Displacement: 1,079cc Bore x Stroke: 98.0 x 71.0mm Horsepower: 86 horsepower @ 7,500 rpm Torque: 66.5 lb-ft @ 4,750 rpm Transmission: 6-speed, hydraulically actuated slip/assist wet clutch Final Drive: Chain Wheelbase: 59.6 in. Rake/Trail: 24.5 degrees/4.4 in. Seat Height: 31.9 in. Wet Weight: 465 lbs. Fuel Capacity: 4.0 gals.
The 2022 Ducati Multistrada V2 replaces the Multistrada 950. It’s more powerful, lighter, and has a lower seat height, among other changes, and it’s offered in an up-spec S version.
Replacing the middleweight Multistrada 950 in Ducati’s adventure-bike lineup is the new-for-2022 Multistrada V2. It’s powered by a revised version of the 937cc Testastretta L-Twin, which makes a claimed 113 horsepower and 72 lb-ft of torque at the crank. Pricing for the 2022 Ducati Multistrada V2 starts at $15,295 and for the up-spec 2022 Ducati Multistrada V2 S starts at $17,895.
Engine updates include new connecting rods, a new 8-disc hydraulically actuated slip/assist clutch, and a revised 6-speed transmission that Ducati stays delivers smoother shifting and makes it easier to find neutral. A quickshifter is optional on the Multistrada V2 and standard on the Multistrada V2 S.
2022 Ducati Multistrada V2 S in Ducati Red
Rider-selectable electronics on the Multistrada V2 include four riding modes (Sport, Touring, Urban, and Enduro), the Ducati Safety Pack (Bosch cornering ABS with 3 levels, Ducati Traction C with 8 levels), and Vehicle Hold Control. The Multistrada V2 S adds semi-active electronic suspension with Ducati Skyhook Suspension (DSS) system, Ducati Quick Shift Up & Down (DQS), a full-LED headlight with Ducati Cornering Lights (DCL) system, and cruise control.
The Multistrada V2 has fully (manually) adjustable suspension, with a 48mm inverted KYB fork and a Sachs shock with a remote preload adjuster. Suspension travel is 6.7 inches front and rear on both the V2 and V2 S.
Ducati’s trademark tubular-steel trellis frame holds the Mulistrada V2 together, and it’s paired with a cast aluminum two-sided swingarm. The cast aluminum wheels, with a 19-inch front and 17-inch rear, are derived from the Multistrada V4 save 3.7 pounds of unsprung weight, and they’re shod with Pirelli Scorpion Trail II adventure tires.
2022 Ducati Multistrada V2 S in Street Grey
The seat was revised to provide a flat area for easier fore and aft movement while also reducing seat height from 33.1 inches to 32.7 inches. Accessory high (33.5 inches) and low (31.9 inches) seats are available, and the low seat plus accessory low suspension kit reduces seat height to 31.1 inches. New footpegs borrowed from the Multistrada V4 are 10mm lower than those on the Multistrada 950 for extra legroom.
Changes to the engine, front brake discs, mirrors, and wheels on the Multistrada V2 reduce weight by 11 pounds compared to the outgoing Multistrada 950. Claimed wet weight is 489 pounds for the Multistrada V2 and 496 pounds for the Mulistrada V2 S.
The 2022 Ducati Multistrada V2 S has a 5-inch TFT color display.
The Multistrada V2 has LCD instrumentation while the Multistrada V2 S has a 5-inch TFT color display with a hands-free Bluetooth system. The V2 S also has backlist handlebar switches.
The 2022 Ducati Multistrada V2 is available in Ducati Red with a gloss black frame and black rims, with a base price of $15,295. The 2022 Ducati Multistrada V2 S is available in Ducati Red with a black frame and black wheel rims with red tags, or in Street Grey with a black frame and “GP Red” wheel rims, with a base price of $17,895.
2022 Ducati Multistrada V2 S in Ducati Red
2022 Ducati Multistrada V2 / Multistrada V2 S Specs
Base Price: $15,295 (V2) / $17,895 (V2 S) Website:ducati.com Engine Type: Liquid-cooled, transverse 90-degree L-twin, desmodromic DOHC w/ 4 valves per cyl. Bore x Stroke: 94.0 x 67.5mm Displacement: 937cc Horsepower: 113 hp @ 9,000 rpm (claimed, at the crank) Torque: 71 lb-ft @ 7,750 rpm (claimed, at the crank) Transmission: 6-speed, cable-actuated wet slip/assist clutch Final Drive: O-ring chain Wheelbase: 62.8 in. Rake/Trail: 25 degrees/4.2 in. Seat Height: 32.7 in. Wet Weight: 489 lbs. / 496 lbs. Fuel Capacity: 5.3 gals.
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.
This 2021 motorcycle buyers guide includes new or significantly updated street-legal models available in the U.S. It includes bikes in many categories, including adventure, cafe racer, cruiser, sport, sport-touring, retro, touring, and others.
Organized in alphabetical order by manufacturer, it includes photos and links to details or, when available, first rides and road test reviews of each motorcycle. Due to the pandemic and supply chain disruptions, some manufacturers skipped the 2021 model year. Stay tuned for our 2022 Motorcycle Buyers Guide.
Aprilia‘s RS 660 is the first of three models — the RS 660 sportbike, the Tuono 660 naked bike (below), and the not-yet-released Tuareg 660 adventure bike — built on a new engine platform, a liquid-cooled 659cc parallel-Twin with a 270-degree firing order that makes a claimed 100 horsepower at 10,500 rpm and 49.4 lb-ft of torque at 8,500 rpm. The RS 660 is equipped with the IMU-enabled APRC (Aprilia Performance Ride Control) electronics package with five ride modes, 3-level cornering ABS, 3-level traction control, wheelie control, cruise control, and engine braking management. Pricing starts at $11,299.
2021 Aprilia RSV4 Factory (Photo by Larry Chen Photo)
Aprilia is an Italian brand known for performance, and the RSV4 and RSV4 Factory are at the pointy end of the company’s go-fast spear. Both are powered by a 1,099cc, 65-degree V-4 that Aprilia says cranks out an eye-watering 217 horsepower at 13,000 rpm and 92 lb-ft of torque at 10,500 rpm, even while meeting strict Euro 5 emissions regulations. And both are equipped with a 6-axis IMU and the APRC (Aprilia Performance Ride Control) suite of rider aids. Whereas the standard RSV4 features fully adjustable Sachs suspension, the RSV4 Factory is equipped with Öhlins Smart EC 2.0 semi-active suspension, with a 43mm NIX upside-down fork, a TTX rear shock, and an electronic steering damper. The RSV4 has cast wheels and the RSV4 Factory has lighter and stronger forged wheels. MSRP for the RSV4 is $18,999 and MSRP for the RSV4 Factory is $25,999.
2021 Aprilia Tuono 660 (Photo by Larry Chen Photo)
Based on the RS 660 (above), the Aprilia Tuono 660 is a semi-naked sportbike with a more upright seating position, and more street-oriented steering geometry. Its base price is $10,499.
The Tuono name has always been associated with top-of-the-line street performance, and the Aprilia Tuono V4 and Tuono V4 Factory carry the cred with a 1,077cc V-4 that produces 175 horsepower and 89 lb-ft of torque at the crank (claimed). The Tuono V4 is the more street-focused of the two, with a taller windscreen, a higher handlebar, and optional saddlebags (as shown above), and it is equipped with fully adjustable Sachs suspension. The Tuono V4 Factory is equipped with Öhlins Smart EC 2.0 semi-active suspension. Both models feature a six-axis IMU that supports the APRC electronics suite. MSRP for the Tuono V4 is $15,999 and MSRP for the Tuono V4 Factory is $19,499.
The Benelli Leoncino (“little lion”) is an Italian-designed, Chinese-manufactured roadster powered by a liquid-cooled 500cc parallel-Twin also found in the TRK502X adventure bike (below). In the U.S., the Leoncino is part of a two-bike lineup, which includes the standard street-biased roadster model (shown above) and the Leoncino Trail, a scrambler variant with more suspension travel and spoked wheels with a 19-inch front and 90/10 adventure tires. The Leoncino comes with standard ABS and is priced at $6,199, while the Leoncino Trail is $7,199.
Like the Leoncino above, the Benelli TRK502X is an Italian-designed, Chinese-manufactured adventure bike powered by a liquid-cooled 500cc parallel-Twin. It has a comfortable and upright seating position, a good windscreen, 90/10 adventure tires with a 19-inch front, spoked wheels, ABS, hand and engine guards, and enough luggage capacity to go the distance (aluminum panniers and top box are standard). MSRP is $7,398.
The BMW R 18 is a cruiser powered by a massive 1,802cc OHV air/oil-cooled 4-valve opposed Twin that’s the largest “boxer” engine the German company has ever produced. Part of BMW’s Heritage line, the R 18 has styling inspired by the 1930s-era R 5. Despite its classic looks, the long, low cruiser is equipped with fully modern electronics, brakes, suspension, and other features. Base price is $17,495. BMW recently announced two touring versions for the 2022 model year, the R 18 B and R 18 Transcontinental, both with a fairing, hard saddlebags, and an infotainment system; the Transcontinental adds a trunk with an integrated passenger backrest.
2021 Ducati Monster (Photo by Gregor Halenda and Mike Levin)
The Ducati Monster is one of the Italian manufacturer’s most iconic and best-selling models. Gone is the trademark tubular-steel trellis frame, replaced with a front-frame design that uses the engine as a structural member of the chassis, as on the Panigale and Streetfighter V4 models. Compared to the previous Monster 821, the new model weighs 40 pounds less and is equipped with a more powerful 937cc Testastretta 11-degree L-Twin engine and top-shelf electronics. New styling and more make this an all-new Monster. Pricing starts at $11,895 for the Monster and $12,195 for the Monster+, which adds a flyscreen and passenger seat cover.
Another top-selling Ducati is the Multistrada adventure bike. For 2021, it is now the Multistrada V4 and it is powered by the 1,158cc 90-degree V4 Grandturismo engine that makes 170 horsepower at 10,500 rpm and stomping 92 lb-ft torque at 8,750 rpm (claimed). Ducati Skyhook semi-active suspension and a full suite of IMU-supported electronics are standard, and S models are equipped with a radar system that enables Adaptive Cruise Control and Blind Spot Detection. New for 2021 is a 19-inch front wheel. Pricing starts at $19,995 for the Multistrada V4 and $24,095 for the Multistrada V4 S.
Updates to the Ducati SuperSport 950 include new styling inspired by the Panigale V4, an IMU-enabled electronics package, and improved comfort. The seat is flatter and has more padding, the handlebar is higher, and the footpegs are lower. The SuperSport 950 is powered by a 937cc Testastretta L-Twin that makes 110 horsepower at 9,000 rpm and 68.6 lb-ft of torque at 6,500 rpm (claimed, at the crank). The SuperSport 950 is available in Ducati Red for $13,995. The SuperSport 950 S, which is equipped with fully adjustable Öhlins suspension and a passenger seat cover, is available in Ducati Red and Arctic White Silk starting at $16,195.
2021 Harley-Davidson Electra Glide Revival
2021 Harley-Davidson Electra Glide Revival
Earlier this year Harley-Davidson announced its new Icons Collection. The first model in the collection is the stunning Electra Glide Revival, which is inspired by the 1969 Electra Glide, the first Harley-Davidson motorcycle available with an accessory “batwing” fairing. Though retro in style, the Electra Glide Revival is powered by a Milwaukee Eight 114 V-twin and is equipped with RDRS Safety Enhancements and a Boom! Box infotainment system. Global production of the Electra Glide Revival is limited to a one-time build of 1,500 serialized examples, with an MSRP of $29,199.
With its iconic solid aluminum 18-inch Lakester wheels, for 2021 Harley-Davidson gave the Fat Boy 114 a new look with lots of chrome and bright work. Powering the Fat Boy is none other than the torquey Milwaukee-Eight 114 V-twin engine, equipped with a 6-speed gearbox and putting down a claimed 119 ft-lb of torque at just 3,000 rpm. Pricing starts at $19,999.
2021 Harley-Davidson Pan America 1250 / Pan America 1250 Special
2021 Harley-Davidson Pan America 1250 (Photo by Kevin Wing)
A competitive, state-of-the-art, 150-horsepower adventure bike built by Harley-Davidson? Yea, right, when pigs fly! Well, the Motor Company came out swinging with its Pan America 1250 and Pan America 1250 Special. Powered by the all-new Revolution Max 1250, a liquid-cooled, 1,252cc, 60-degree V-Twin with DOHC, 4 valves per cylinder, and variable valve timing. The killer app is the optional Adaptive Ride Height, which lowers the higher-spec Pan America 1250 Special (which is equipped with semi-active Showa suspension) by 1 to 2 inches when the bike comes to a stop. Pricing starts at $17,319 for the Pan America 1250 and $19,999 for the Pan America 1250 Special.
For Harley-Davidson Touring models like the Road Glide, Road King, and Street Glide, there are Special models that offer a slammed look and 119 lb-ft of torque from the Milwaukee-Eight 114 V-Twin. The 2021 Harley-Davidson Road Glide Special is available with new two-tone paint options, and with a choice of a blacked-out or bright chrome styling treatments. All Special models are now equipped with the high-performance Ventilator air cleaner with a washable filter element, and a new low-profile engine guard. Pricing starts at $26,699.
2021 Harley-Davidson Sportster S
2021 Harley-Davidson Sportster S
The (air-cooled) Sportster is dead, long live the (liquid-cooled) Sportster! Visually similar to the 1250 Custom teased several years ago, the 2021 Harley-Davidson Sportster S represents a new era for the legendary Sportster line. Since the introduction of the XL model family in 1957, Sportsters have always been stripped-down motorcycles powered by air-cooled V-Twins. Harley calls the new Sportster S a “sport custom motorcycle,” and at the heart of the machine is a 121-horsepower Revolution Max 1250T V-Twin, a lightweight chassis, and premium suspension. Pricing starts at $14,999.
The Street Bob, with its mini-ape handlebar, mid-mount controls, and bobber-style fenders, has become a fan favorite among those looking for a minimalist American V-twin to customize. The 2021 Harley-Davidson Street Bob 114 packs more punch, thanks to the larger, torque-rich Milwaukee-Eight 114 engine. Pricing starts at $14,999.
With a slammed look and 119 lb-ft of torque from the Milwaukee-Eight 114 V-Twin, the 2021 Harley-Davidson Street Glide Special is available with new two-tone paint options, and with a choice of a blacked-out or bright chrome styling treatments. All Special models are now equipped with the high-performance Ventilator air cleaner with a washable filter element, and a new low-profile engine guard. Pricing starts at $27,099.
The 2021 Honda ADV150 is an ADV-styled scooter, essentially a Honda PCX150 with longer travel Showa suspension (5.1/4.7 inches front/rear) and a larger ABS-equipped 240mm disc brake at the bow and a drum brake without ABS in the stern. Its powered by a liquid-cooled 149cc Single and has an automatic V-matic transmission. Pricing starts at $4,199.
2021 Honda CBR1000RR-R Fireblade SP (Photo by Kevin Wing)
Well-mannered motorcycles seldom make racing history, and the 2021 Honda CBR1000RR-R Fireblade SP was developed with one uncompromising goal — win superbike races at all costs. It’s powered by an inline-Four that we dyno tested at 175 horsepower at the rear wheel, and it’s equipped with Öhlins semi-active suspension, IMU-enabled electronics, and top-shelf braking hardware. And it’s street legal and available for purchase from your local Honda dealer. MSRP is $28,500.
The 2021 Honda CRF300L (above) and CRF300L Rally (below) dual-sports share the same powerplant, a liquid-cooled 286cc Single which boasts 15% more displacement, power, and torque than its 250cc predecessor. They have a new slip/assist clutch, revised steering geometry, less weight, and a new LCD meter. The CRF300L has a base price of $5,249 (add $300 for ABS), weighs 309 pounds, has a 2.1-gallon tank, and has a 34.7-inch seat height.
The 2021 Honda CRF300L and CRF300L Rally (above) dual-sports share the same powerplant, a liquid-cooled 286cc Single which boasts 15% more displacement, power, and torque than its 250cc predecessor. They have a new slip/assist clutch, revised steering geometry, less weight, and a new LCD meter. The CRF300L Rally, which has a windscreen, handlebar weights, rubber footpeg inserts, a larger front brake rotor, more seat padding, and a larger fuel tank (3.4 gallons vs. 2.1) than the CRF300L, has a base price of $5,999 (add $300 for ABS), weighs 333 pounds, and has a 35.2-inch seat height.
The Honda CRF450L debuted for 2019, bringing CRF450R motocross performance to a street-legal dual-sport. Its lightweight, compact, liquid-cooled 449cc single has a 12:1 compression ratio and a Unicam SOHC valve train with titanium valves. For 2021, Honda added an “R” to the model name (CRF450RL), lowered the price to $9,999 (from $10,399), revised the ECU and fuel-injection settings for better throttle response, and added new hand guards and fresh graphics.
The Gold Wing has been Honda‘s flagship touring model for more than 40 years. It entered its sixth generation for the 2018 model year, with a complete overhaul to the GL1800 platform that made it lighter, sportier, and more technologically advanced. The standard Gold Wing (above) and trunk-equipped Gold Wing Tour (below) won Rider‘s 2018 Motorcycle of the Year award. Gold Wing updates for 2021 include a suede-like seat cover, colored seat piping, audio improvements, and red rear turnsignals. Pricing starts at $23,800 for the Gold Wing and $25,100 for the Gold Wing DCT (with 7-speed automatic Dual Clutch Transmission).
2021 Honda Gold Wing Tour DCT (Photo by Drew Ruiz)
Updates for the Honda Gold Wing Tour include the same ones listed above for the standard Gold Wing: a suede-like seat cover, colored seat piping, audio improvements, and red rear turnsignals. But the Tour also got a larger top trunk (61 liters, up from 50) that now easily accepts two full-face helmets; total storage capacity is now 121 liters. The passenger seat’s backrest features a more relaxed angle, thicker foam, and a taller profile. Pricing starts at $23,800 for the Gold Wing and $25,100 for the Gold Wing DCT (with 7-speed automatic Dual Clutch Transmission).
Joining the Rebel 300 and Rebel 500 in Honda‘s cruiser lineup for 2021 is the all-new Rebel 1100, which is powered by powered by a version of the liquid-cooled 1,084cc parallel-twin used in the 2020 Africa Twin, which uses a Unicam SOHC valve train and is available with either a 6-speed manual gearbox or a 6-speed automatic Dual Clutch Transmission. Standard equipment includes four ride modes (Standard, Sport, Rain and User, which is customizable), Honda Selectable Torque Control (aka traction control, which has integrated wheelie control), engine brake control, and cruise control. Pricing starts at $9,299 for the Rebel 1100 and $9,999 for the Rebel 1100 DCT.
The latest addition to Honda‘s miniMOTO lineup is the Trail 125 ABS, which is powered by the same air-cooled 125cc Single found in the Grom, Monkey, and Super Cub C125. Like the Monkey and Super Cub, the Trail plays the retro card, pulling at heartstrings for a bike beloved by many decades ago. Just like its forefathers, the 2021 Honda Trail 125 proudly carries on the tradition of being a quaint and understated dual-sport, with a steel backbone frame, upright handlebar, square turnsignals, upswept exhaust, high-mount snorkel, and luggage rack. MSRP is $3,899.
2021 Indian Roadmaster Limited (Photo by Kevin Wing)
For 2021, the Indian Roadmaster Limited gets the larger 116ci Thunder Stroke V-Twin versus the original 111, and it has a modern streamlined fairing, open front fender, and slammed saddlebags. As a premium touring model, the Roadmaster Limited also gets Indian’s heated and cooled ClimaCommand seats and other upgrades. Pricing starts at $30,749.
Like the Honda CRF300L above, Kawasaki‘s entry-level dual-sport got a displacement boost, which warranted a name change from KLX250 to KLX300. The 2021 KLX300 makes more thanks to a larger 292cc Single, which is liquid-cooled, fuel-injected, and has DOHC with four valves. It also uses more aggressive cam profiles, making it livelier than its predecessor. All of that is paired to a 6-speed gearbox and 14/40 final drive. Pricing starts at $5,599. And joining the KLX300 is a supermoto version, the KLX300SM (below).
Joining the KLX300 dual-sport (above) in Kawasaki‘s 2021 lineup is an all-new supermoto version, the KLX300SM. It has street-oriented 17-inch wire-spoke wheels and IRC Road Winner RX-01 rubber, and the suspension is stiffer with slightly abbreviated travel. The KLX300SM also has taller final-drive gearing and a larger front brake rotor. Pricing starts at $5,599.
Speaking of supermoto, KTM‘s track-only, race-ready 450 SMR is back for 2021. Using the 450 SX-F motocross racer as its foundation, the SMR shares its 63-horsepower 450cc single-cylinder SOHC engine, lightweight steel frame, and cast-aluminum swingarm. To suit its supermoto purpose, wider triple clamps with a 16mm offset accommodate tubeless Alpina wheels (16.5-inch front and 17-inch rear) fitted with ultra-sticky Bridgestone Battlax Supermoto slicks. The WP Xact suspension is updated, reducing suspension travel to an ample 11.2 inches in the front and 10.5 inches in the rear, lowering the bike’s center of gravity and improving handling. A radially mounted Brembo M50 front caliper squeezes a 310mm Galfer floating rotor to deliver all the braking power you’ll ever need on a bike that weighs just 232 pounds wet. MSRP is $11,299.
We selected the KTM 790 Adventure and 790 Adventure R as Rider‘s 2019 Motorcycle of the Year. Just two years later, KTM has updated the platform. Adapted from the 890 Duke R, the engine now has more displacement, a higher compression ratio, and other improvements. And like the 890 Duke R, the Adventure R has better throttle-by-wire response, a beefed-up clutch and a shortened shift lever stroke and lighter shift-detent spring for faster shifting. Chassis updates include an aluminum head tube, a lighter swingarm, revised suspension settings, and refinements to the braking system. Pricing starts at $14,199.
The limited-edition KTM 890 Adventure R Rally received the same updates as the 890 Adventure R (above), but is loaded with race-spec inspired components. Its development utilized feedback from Red Bull KTM Factory Racing team riders, Toby Price, and Sam Sunderland. Only 700 units of the 890 Adventure R Rally will be produced worldwide, with 200 slated for the North American market. Pricing starKTM 8ts at $19,999.
Powering the 2021 KTM 890 Duke is the same punchy, rip-roaring 889cc parallel-Twin producing a claimed 115 horsepower and 67.9 lb-ft of torque that’s also found in the 890 Duke R and 890 Adventure (above). Shared amongst the middleweight Duke family is a chromoly-steel frame, lightweight one-piece aluminum subframe and cast aluminum swingarm. By using the 889cc engine as a stressed member, the 890 Duke flaunts a mere 372-pound dry weight. We recently completed a comparison test of the 2021 KTM Duke lineup (200, 390, 890, and 1290), which will be posted soon.
2021 Moto Guzzi V7 Stone (Photo by Larry Chen Photo)
On March 15, 2021, Moto Guzzi celebrated its 100th anniversary of continuous production at its headquarters in Mandello del Lario, Italy. One of Moto Guzzi’s most iconic models, the V7, was updated for 2021, and is available in more modern V7 Stone and classic V7 Special versions. Both have a larger 853cc V-Twin derived from engine, variations of which are found in the V9 and V85 TT. They also get reduced effort from the single-disc dry clutch, a stiffer frame, a bigger swingarm with a new bevel gear for the cardan shaft drive, revised damping and a longer stroke for the preload-adjustable rear shocks, an updated ABS module, a wider rear tire, vibration-damping footpegs, and a thicker passenger seat. MSRP for the V7 Stone is $8,990, or $9,190 for the Centenario edition (shown above).
The 2021 Moto Guzzi V7 Special gets the same updates as the V7 Stone above. Whereas the V7 Stone has matte finishes, a single all-digital gauge, black exhausts, cast wheels, and an eagle-shaped LED set into the headlight, the V7 Special is classically styled, with spoked wheels, chrome finishes, dual analog gauges, and a traditional headlight. MSRP is $9,490.
For 2021, the Moto Guzzi V85 TT gets some updates to its air-cooled 853cc 90-degree V-Twin. The revised powerplant offers more torque at low to midrange rpm thanks to optimized lift of the pushrod-and-rockers timing cams and tweaks to the engine control electronics. New spoked rims now mount tubeless tires, reducing unsprung weight by 3.3 pounds for better handling and facilitating plug-and-go flat repairs. Two new riding modes—Sport and Custom—join the existing three (Street, Rain, Off-road) to provide more flexibility in managing throttle response, traction control and ABS to suit rider preferences. Cruise control and the color TFT instrument panel also come standard. The 2021 V85 TT Adventure ($12,990) has standard saddlebags. The 2021 V85 TT Travel ($13,390) includes a Touring windscreen, side panniers from the Urban series, auxiliary LED lights, heated hand grips, and the Moto Guzzi MIA multimedia platform.
For 2021, the Royal Enfield Himalayan adventure bike, which is powered by an air-cooled 411cc Single, get several updates, including switchable ABS to help riders when riding off-road, a revised rear brake that is said to improve braking performance, a redesigned sidestand, and a new hazard light switch. MSRP is $4,999.
2021 Royal Enfield Meteor 350 (Photo by Kevin Wing)
For 2021, the Royal Enfield family gets a new addition — the Meteor 350, a light, affordable cruiser powered by an all-new air-cooled 349cc single with SOHC actuating two valves. Available in three budget-friendly trim packages, variants include the base-model Fireball ($4,399) with a black exhaust system; the Stellar ($4,499), with a chrome exhaust and a passenger backrest; and the Supernova ($4,599), which adds a windshield and a two-tone paint scheme.
2021 Triumph Speed Triple 1200 RS (Photo by Kevin Wing)
Triumph‘s Speed Triple is one of the original hooligan bikes. It has evolved over the years since its introduction in 1994, and for 2021 the Speed Triple 1200 RS is the lightest, most powerful, highest-spec version yet. Its all-new 1,160cc Triple (up from 1,050cc) makes 165 horsepower at the rear wheel, and the RS is equipped with state-of-the-art electronics, fully adjustable Öhlins suspension, Brembo Stylema front calipers, and much more. Pricing starts at $18,300.
2021 Triumph Tiger 850 Sport (Photo by Kevin Wing)
The 2021 Triumph Tiger 850 Sport, a street-focused adventure bike powered by the same liquid-cooled 888cc in-line triple as the Tiger 900 models, but it has been detuned to 82 horsepower at 8,400 rpm and 58 lb-ft of torque at 6,700 rpm at the rear wheel, as measured on Jett Tuning‘s dyno, which is about 10 horsepower lower. To keep the price down, Triumph also reduced the number of ride modes to two (Road and Rain) and limited suspension adjustability to rear preload. But this is no bargain-bin special. It has Marzocchi suspension front and rear, and it has Brembo brakes, with Stylema front calipers and a radial front master cylinder. ABS is standard but not switchable, and traction control is also standard but is switchable.
The 2021 Triumph Trident 660 is a triple-cylinder-powered roadster in the the twin-cylinder-dominated middleweight class. It’s powered by a liquid-cooled, DOHC, 660cc inline-Triple making a claimed 79.9 horsepower at 10,250 rpm and 47 lb-ft of torque at 6,250 rpm, and it is equipped with ABS, switchable traction control, and selectable ride modes. MSRP is $7,995.
Updates for 2021 to the Yamaha MT-07, its best-selling middleweight naked sportbike, include revisions to the 689cc liquid-cooled CP2 (Cross Plane 2-cylinder) parallel-Twin engine to meet Euro 5 regulations and to improve low-rpm throttle response. The MT-07 has a new 2-into-1 exhaust, revisions to the 6-speed gearbox to improve shifting feel, LED lighting all around, new instrumentation, revised ergonomics, and new styling that brings it closer in appearance to the larger MT-09 (below). Base price is $7,699, and three color choices are available: Storm Fluo, Matte Raven Black, and Team Yamaha Blue.
Now in its third generation, fully 90% of the Yamaha MT-09 naked sportbike is new for 2021. Its has an entirely new 890cc CP3 (Cross Plane 3-cylinder) inline-Triple engine, a thoroughly updated and significantly stiffer chassis, state-of-the-art electronics, and a fresh look that results in the most refined MT-09 yet. The base price increased by $400 to $9,399, but the four extra Benjamins are worth it. The MT-09 is available in Storm Fluo (shown above), Matte Raven Black, and Team Yamaha Blue. There’s also an MT-09 SP ($10,999) with exclusive special-edition coloring, premium KYB and Öhlins suspension, and cruise control.
After being teased for several years, Yamaha‘s highly anticipated Ténéré 700 adventure bike made its U.S. debut in the summer of 2021, bringing some excitement during a challenging pandemic year. It’s powered by the versatile 689cc liquid-cooled CP2 (Cross Plane 2-cylinder) parallel-Twin engine from the MT-07 (above), modified for adventure duty with a new airbox with a higher snorkel, a revised cooling system, an upswept exhaust, and a final gear ratio of 46/15 vs. 43/16. The rest of the bike is all-new, including the narrow double-cradle tubular-steel frame, triangulated (welded-on) subframe, double braced steering head and aluminum swingarm, adjustable long-travel suspension, switchable ABS, and more. Base price is $9,999 and its available in Ceramic Ice, Intensity White (shown above), and Matte Black.
Now in its third generation, Yamaha’s middleweight sport-tourer — now called the Tracer 9 GT — is new from the ground up for 2021. It has a larger, more powerful engine, a new frame, and a state-of-the-art electronics package that includes semi-active suspension. With these updates comes a higher price, and MSRP is now $14,899. It’s available in Liquid Metal (shown above) and Redline.
New for 2021, Zero has taken the existing frame from the FX and added a redesigned body. The starkly modern, supermoto styling is very similar in appearance to the FXS – tall, slim and sporting a raised front mudguard. However, the FXE is capable of a claimed 100-mile range on a full battery charge and costs $11,795, which can be bought down to around $10,000 depending upon available EV rebates and credits.
Compared to many of its heavier, more expensive competitors the FXE is a lightweight and thrilling runabout, and what it gives up in range it makes up for in accessibility and potential for fun. The FXE makes for a credible commuter bike, capable of taking to the highway but ideal to zip around town on.
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.
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.
Gearheads worldwide know of the Emilia-Romagna region in Italy since it’s home to several distinguished motorcycle and auto manufacturers, earning the reputation as the Motor Valley. We can add another iconic motorcycle to that list with the unveiling of the limited-edition 2021 Ducati Diavel 1260 Lamborghini, a collaborative effort between Ducati and Lamborghini.
This collaboration between the two Italian motorsports icons is the first of its kind and the Diavel 1260 Lamborghini will be limited to 630 individually numbered units.
Ducati designers drew inspiration from the ultra-exclusive Lamborghini Siàn FKP 37, arguably Lamborghini’s most ambitious hybrid supercar to date, limited to 63 units and completely personalized per the owner’s specifications. Touting a claimed 819 horsepower out of its internal combustion engine and electric motor, the Siàn FKP 37 is one of the most technologically advanced four-wheeled vehicles available today.
Using that impressive machine as a jumping-off point, Ducati’s Bologna-based design team went to work in borrowing several visual elements from the Siàn FKP 37, most notably its Gea Green color that is embellished by Electrum Gold forged wheels and other details. Other design elements borrowed from the car world are the Ducati Red Brembo M50 calipers.
All of the Ducati Diavel 1260 Lamborgini’s bodywork is made out of carbon fiber, and new lightweight forged aluminum rims closely resemble what’s found on the Siàn FKP 37. The Diavel has adopted other signature Lamborghini design cues with the “Y” motif proudly featured on the seat and hexagonal exhaust tips, which have been a staple characteristic since Lamborghini’s founding in 1963.
Mechanically, this is the same Ducati Diavel 1260 power cruiser that we already know and enjoy, featuring the powerful 1262 cc Ducati Testastretta DVT engine, fully adjustable Öhlins suspension and top-shelf electronics.
Those interested in owning the 2021 Ducati Diavel 1260 Lamborghini will have to act fast, as only 630 units will be produced, and pricing starts at $31,995. For more information, visit Ducati.
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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