Ducati Monster 937 Naked (2020 - ) review

Ducati’s reinvention of its legendary Monster has been an extremely bold move but, for the most part, it’s worked. Moving away from its signature trellis frame and adopting a liquid cooled engine are still big emotional steps but it has truly brought the Monster up to date and back into the modern mainstream. The improved dynamics are a revelation, the clean-sheet design is modern and refined and the spec with the multiple rider modes, TFT screen and more simply oozes class. The only slight question mark is against the less distinctive styling which, though slick, has lost the classic Monster signatures and individuality of the old.

There’s nothing unusual about the new Monster’s riding position, given it’s a classic upright roadster with a touch of forward, sporting bias. This brings it into line with rivals in this increasingly competitive class, these including the likes of the Yamaha MT-09, Suzuki’s new GSX-8S, the Triumph Street Triple and Honda’s new CB750 Hornet. What sets the new Monster apart is how thoroughly integrated it is, particularly around the front of the seat where saddle, frame and narrow V-twin engine all blend into one to keep things impressively slim and, therefore, manageable. Where some bikes like this can seem like a random concoction of components, the Ducati is smooth cohesiveness made metal. That approach also manifests itself in the natural ergonomics and pleasingly tactile and effective controls, while its overall proportions will suit everyone, small or tall.

The resurgence in popularity of middleweight twin cylinder roadsters, whether that be the Monster, KTM’s Duke, Honda’s Hornet, Yamaha’s smaller MT-07 and the many others in the class is largely down to their tempting combination of easy but fun dynamics, good round town practicality, the ability to take on mid-range journeys and value. All that is true of the new Monster as well, albeit at a slight premium. Its slimness and easy manners make it unintimidating as a first big bike, there’s enough performance to keep more experienced types happy and it’s great around town. On the slight downside, the Ducati is too precious to be a year-round commuter, long motorway trips won’t be that attractive given the exposure to the elements and, now starting at over £11K, it’s one of the pricier bikes in the category. But it’s also one of the best.

At the heart of the new Monster is Ducati’s latest ‘smaller’ liquid-cooled, desmodromic ‘Testastretta 11-degree’ V-twin which debuted on the Hypermotard and now also powers the Supersport, Multistrada V2 and the retro-adventure DesertX. Displacing 937cc and producing 111 horsepower at 9,250rpm, it’s a proven, effective unit perfectly suited to the Monster for its flexibility and versatility. All the while it still has enough top-end power to be exciting, while maintaining that classic V-twin character along the way. The premium touches on top are its three riding modes and cornering traction control and ABS. Oh, and speaking of the Monster’s brakes, there’s nothing to complain about here, either. Chunky twin discs with accompanying Brembo radial four-piston calipers are more than up to stopping the Monster on a sixpence with bags of feel and power.

If the 937cc V-twin has bumped the middleweight Monster forwards in terms of slick performance and sophistication, the all-new aluminium chassis has done the same for its ride and handling. The new chassis, which employs the cast front section from Ducati’s Panigale superbike, is both more rigid than before and lighter, too. Even with non-adjustable forks and preload the only setting you can play with at the rear the result is an incredibly agile feel with great comfort and stability. If you want fancier parts the Monster SP is ready and waiting, meanwhile. But even in this standard form the bike feels light, natural, involving and one of the classiest handling bikes in the category.

Ducati running costs never really come cheap. This is the pinnacle of Italian exotica, after all, but they are much better than they used to be thanks to improved reliability, quality, service intervals and so on. On top of that the Monster, along with Ducati’s Scrambler family, is intended as a fairly entry-level machine with intermediate rather than extreme performance and average quality cycle parts. As a result, Monster running costs shouldn’t be too bad. Its middling power output won’t translate into a massive hunger for consumables such as tyres, chains and fuel, it’s impressively light which helps brake pad life and nor are insurance, service costs or the like too bad, either.

Yes, at the time of writing the Monster is a fairly new, unproven model but there’s enough in its favour for reliability not to be a major concern. The days of ‘fragile Ducatis’ have long gone, and their reliability is now no worse than a comparable machine from Japan, Germany or the UK. On top of that, the new Monster is based around a proven engine which has already been serving the likes of the Hypermotard, Supersport and Multistrada V2 without any issues for many years.

Like other Ducatis the Monster comes with a two-year, unlimited mileage manufacturer backed warranty for all parts and labour. Ducati service intervals have also improved hugely in recent years, with the standard oil service now every two years or 15,000km/9,000 miles and the more involved and expensive Desmo valve service every 30,000km/18,000 miles.

Although a fairly entry-level for a Ducati, the new Monster is also one of the more premium offerings in its category and has the equipment and spec to back that up. So, there’s a smart, 4.3-inch colour TFT dash, three riding modes, eight-way traction control and quickshifter all as standard. On top of that there’s a host of official accessories, ranging from exhaust cans to cosmetic add-ons as well. What’s more, if the standard Monster seems a little basic Ducati also offers the higher spec SP version.

These days, if you’re after a mid-capacity roadster with plenty of sporting ability there’s plenty to choose from and a variety of engine sizes and configurations. If, however, you want a classic Italian thoroughbred with a historic name, signature V-twin power and more style and exotic appeal than most, the new Monster stands out and truly delivers, even if you do have to pay a little more for the privilege.