From Point-of-Rocks, MD westward into Virginia, lies Route 672, a winding, slightly uneven eight mile snake of pavement ending in Lovettsville, VA. Crossing Route 287, it becomes Route 673 and narrows a bit. Then, with a sharp right turn becomes Route 690 for a southerly drop into Hillsboro, VA. After a short ride though Hillsboro’s downtown on Route 9 (a revenue enhancement zone, so don’t speed) a left places you on Route 719 for a twisty, sometimes rutted ride into Purcellville, VA.

The route is a good one for many reasons, including light traffic, lovely scenery, and friendly people. It’s also a great way to evaluate the real world capabilities and shortcomings of a motorcycle. The pavement conditions change frequently and potential hazards are few, leaving plenty of mental energy to evaluate whether the machine underneath is greater than the sum of its parts and performance statistics.

Ducati motorcycles are known for their racing prowess, style, power, firm ride, and occasional fickleness. The revised 2017 Monster 1200s is one of their premium choices and the second most powerful in their current Monster lineup.

Motor

Using a revised 1200cc 90-degree liquid cooled v-twin, with a bore of 4.17 inches and a stroke of 2.67 inches, the Monster produces 148 hp at 9,250 rpm and 91 lb ft of torque at 6,250 rpm.  56 mm oval throttle bodies, 2 spark plugs per cylinder, ride-by-wire (necessary for the ride modes), and and a staggered shotgun style 2 to 1 to 2 exhaust setup help create a smooth running setup. The compression ratio is 13:1.

Like all Ducati’s, the Monster 1200s uses the firm’s desmodromic valve operation system to control and rise and fall of the engine’s valves, eliminating the use of valve springs and their inherent shortcomings. Official valve services are every 18,000 miles with oil intervals at 9,000 miles. When asked, my local dealership agreed the valve service interval is fine for regular street use, but recommended changing the oil at 4,000 miles. Seems sensible as 9,000 miles is too long to punish the same four plus quarts of oil in varied conditions. Best to keep a Ducati (or any motorcycle for that matter) healthy long-term. Premium fuel is required and you can expect 39 mpg in mixed riding conditions.  That’s been my average over almost 2,000 miles.

Transmission and Clutch

The 6-speed gearbox with straight cut gears, offers shifts that are quite smooth. The 1200s has a quick shifter as standard and it works well in the upper rpm bands. In the lower 2/3 of the rpm arch, I preferred using the clutch as the action is smoother. Taken from the Panigale, the interrupts could be modified further for more seamless up/downshifts in real world situations.  In traffic, the quickshifter produces shifts that upset the balance of the bike and the rider a bit.  Despite the advertisements, shifting old school – or in conjunction with the quickshifter – most of the time produces a better transition into another gear.

Chassis and Suspension

The 48mm fully adjustable Ohlin front forks are very good and with a bit of adjustment provide that firm, well damped feel typical of of these premium suspenders. The Ohlins rear mono shock is also fully adjustable and provides identical composure, keeping the rear of the bike both planted and offering plenty of feel. Shortened over the previous model, the single-sided aluminum swingarm is both very stiff and helps make this Monster turn more quickly. There is now a flickability to the chassis that was missing from the previous edition due to its 58.46 inch wheelbase.

Ergonomics

The riding position is slightly forward to the handlebars, so wrist pressure is light. The foot pegs are back far enough to provide good cornering clearance without creating knee strain. Only after a full day of riding do my knees begin to complain. The stock seat fits me quite well and has good padding, but a lot of owners replace their seats with aftermarket items from Sargent, Corbin, or Ducati Performance. The foot peg-to-exhaust and foot peg-to-swingarm relationship is better than on the previous model, but even with my size 8 boot, I find my heal touches both periodically. Given the completely justified complaints on the previous model, Ducati should have resolved this once problem and for all. There is still some work to be done here.

Wheels, Tires, and Brakes

Lighter, multi-spoke rims are mated to Pirelli Diablo Rosso III tires that provide excellent grip combined with an evenly curved profile. Often a rear 190 section tire can slow turn-in, but these Rosso IIIs are excellent. Brakes are Brembo’s top-of-the-line M50 monoblocks, which are the same as the Ducati 1299 Panigale. Stopping power is immense and more progressive than on the Panigale due to a different brake master cylinder. The rear brake is a 245mm disk and it feels a bit wooden, which is typical of Ducati’s. But the feel is an improvement from previous versions.

Instrumentation and Electronics

The instrumentation and electronics are  comprehensive as a package and include a very clear TFT screen. Three rider modes are on offer – sport, touring, and rain – and there are noticeable differences in their behavior and feel. An array of information options controlled by tactile switchgear – traction control, wheelie control, ABS – are available. The biggest update is the IMU or internal measurement unit, which offers cornering ABS on a Monster for the first time. Sport mode is my favorite as it provided the most immediate response and the greatest Ducati feel.

Style and Attention to Detail

The M1200s is stylish and like many Ducati’s has a combination of colors and finishes that complement each other well. However, the look could be cleaner with exposed cooling hoses not looking particularly integrated and other bits placed in ways that do not always flatter. Some other firms from Japan and the United Kingdom do a better job hiding these plumbing and wiring systems.  I also find my right leg hitting the exhaust system, which was frustrating.  I’ve gotten used to it over time, but the setup could be improved.

Price and Value

As a package, the 2017 Ducati Monster 1200s offers an excellent combination of performance, style, top-of-the-line components, first rate build quality, panache, and a compelling exhaust note. While the Japanese Four make some potent products for less, Austria’s KTM has their Super Duke 1290, and BMW offers a number of stylish naked bikes, Ducati has defined the naked bike segment since the beginning, they have a strong group of longstanding enthusiasts who shower love on their bikes, and a style that many enjoy.

Many Ducati enthusiasts, myself included, will tell you that riding a Ducati is about creating an experience and building a relationship. Riding along the serpentine byways and curves of Virginia is a great way to begin that bond.

Happy Riding