Ducati Monster (2026 - ) review

Ducati doesn’t really do ugly bikes but the Monster is a proper return to form for one of its most popular and iconic models. Better still, trimming the fat away means you can appreciate the clever engineering in all its glory, centre stage taken by the new 890cc V2 built as stressed member at the heart of the bike to which the compact aluminium front subframe and twin-sided rear swingarm are attached. Hoses, cabling and like have all been thoughtfully routed and tucked away so as not to distract from the aesthetic purity, the single headlight and hunched profile for the tank giving it an unashamedly aggressive stance telling you all you need to know about how it will ride. The white over red wheels as pictured costs a little more but, to our eyes, looks even better than the standard red.

First time you sling a leg over the Monster you might be fooled into thinking it’s an A2 bike or even a 125 given how light and compact it feels. That illusion doesn’t last long but the riding position strikes a balance between the sportier stretch of a Streetfighter and supermoto stance of a Hypermotard, with a short reach and slim saddle encouraging you to throw your weight around in the corners. But likewise comfortable and with good visibility for carving through traffic. Those much over six feet in height might find it a little too compact. But for everyone else the Monster is brilliantly manageable.

Ducati builds more practical bikes on this V2 platform, so if you want to rack up big miles or carry a passenger and kit you have options elsewhere. No criticism – pays your money and takes your choice, the Monster more focused on the minimalist thrills its format celebrates. Saying that, the tank is wide enough to give your legs something to shelter behind, even if the riding position and lack of any other bodywork leave you exposed. The short front mudguard and stumpy tail are going to see you soaked in spray and road grime on wetter days, too. Not to say you can’t equip your Monster with a fly screen and soft panniers for longer trips, these and more available as official accessories. But it’s a bike best enjoyed as intended, with none of the fuss or frills!

True, it’s not air-cooled and doesn’t have desmodromic valves. But the 890cc motor at the Monster’s heart isn’t lacking in red-blooded excitement, and its 90-degree arrangement sets it apart from the parallel-twins dominating this sector of the market. Once over the slightly hesitant start-up your first impressions might be it’s a little anonymous in its sound and character, the flat exhaust note a little disappointing to begin with. But you soon forget that once the chunky 91Nm of torque makes itself known, the engine equally willing to be rung out to unlock the full 111 horsepower at its peak. True, it’s more or less done by the time you’re knocking on five figures on the rev counter, but throttle response is beautifully crisp and well-modulated across the various rider modes and the natural zing is helped by the incredibly light kerbweight of just 175kg wet before fuel. Yamaha quotes its weights fully fuelled, making like-for-like comparisons with the equivalent XSR900 difficult. But, by the seat of the pants, the Ducati feels even feistier. In this context superbike-worthy twin 320mm front discs and Brembo calipers are more than up to the job, and supported by the sophisticated lean-sensitive ABS you’d expect.

The impressive power-to-weight dominates the Monster’s riding style, every twist of the throttle unleashing thrilling acceleration underscored by a suitably fierce-sounding bark from the twin pipes. This and the riding position almost make it feel more supermoto than conventional sporty naked, though the Hypermotard of course exists for an even more extreme version of the same. Sharp geometry and shorter-travel suspension meanwhile contrive to make the Monster feel pointier and more aggressive than you might otherwise have credited for an ‘entry-level’ Ducati, which might feel intimidating if you’re buying as your first serious bike but promises something to build up to as your skills and confidence grow. Certainly, it takes a little while to dial into how light the front end feels and we were very grateful of the wheelie control over high-speed crests. But the rider electronics are there for you, and tactful enough to make you feel like a hero without shattering any illusions. There’s also plenty of headroom for more experienced and confident riders to really let rip, the Monster delivering the thrills whatever level of ability you’re at. While we have no complaints over the calibration of the Showa forks and rear shock preload for the latter is your only adjustment, this being the only real aspect of the Monster where cost has been saved, especially considering cheaper rivals offer fancier, fully adjustable set-ups.

In raw performance terms there are plenty of bikes that go just as fast – or faster – for less money, whether your tastes run to something like a Triumph Trident 800, the Yamaha XSR900 or the likes of the KTM 990 Duke. Many with more generous spec levels, too. But the Ducati feels worth the premium in terms of its image and engineering, that lack of weight meanwhile meaning it should be relatively light on its tyres, brakes and other consumable parts.

It’s still early days with this new generation of mid-capacity Ducati V2s but this platform underpins a whole family of bikes and the firm has invested heavily in making sure it is as reliable as it is fast. Time will tell on that, of course, but Ducati has long moved on from the stereotype of Italian bikes being fragile and troublesome.

The purists may mourn the move away from desmo valves but, from an ownership perspective, it means trips to the dealer will be fewer, further between and quite a bit cheaper given you can go a full 28,000 miles before the valves need checking. Ducati even says you can go two years (or 9,000 miles) between oil changes but given services come round on an annual basis we’d probably have it done every time it’s in, regardless. The standard warranty is two years, though can be extended at extra cost by up to two additional years within 30 days of purchase via the Factory Ever Red extended cover.

Ducati isn’t the only manufacturer pulling this trick but the fact you get buttons for cruise control and heated grips on the bars but have to pay extra to make them work is annoying. Other than that the base spec has pretty much all you’d need, the slick Ducati Quick Shift 2.0 included as standard along with a full package of lean-sensitive rider aids to control front wheel lift, traction and ABS. Engine braking and throttle response are also adjustable, each of the four rider modes fully customisable to tune the set-up to your preferences. This is all done via an easily navigable menu system and joystick control on the left bar, the 5.0-inch TFT display crisp and easy to read and connectable to your phone if that’s your bag. Non-adjustable suspension aside there are few corners cut in the spec, the reassuring sight of quality Pirelli Diablo Rosso IV tyres backed up by their confidence-inspiring grip in the corners. Beyond this if you want to spend more on your Monster Ducati offers you many and various ways to do so, with a near endless selection of billet anodised trimmings and various carbon fibre embellishments.

Whether you’re an up-and-coming younger rider trading up to your first Ducati or an old hand looking for back-to-basics fun the Monster fully delivers thanks to its combination of lightweight agility, evocative engine, sharp looks and impressive tech. True, a Yamaha XSR900 does much of the same with better suspension, a razor-sharp triple and at a keener price, and choosing between the two would be tough. Butthe Monster more than lives up to its illustrious badge and proves less can often be morewhen it comes to sheer excitement. You might be faster on a Panigale V2 built on the same foundations. But we’d wager you’d be having more fun on a Monster!