Ducati Monster SP Review – Furthering a Sporty Cause

A lot of kit has gone into the Monster to make it an “SP”. We find out how the sum of these parts has added to this naked Ducati’s capability round corners.

Story: Joshua Varghese
Photography: Apurva Ambep

The Monster is one of Ducati’s longest-living models. From 1992, it is a name that has been around for more than three decades. Do you know that the legendary Formula 1 World Champion, Ayrton Senna, had one? The latest iteration of the Monster was among Ducati’s best work to date and it continues to carry forward the Monster legacy. Circular headlight, muscular fuel-tank, exposed engine, and minimal tail are all elements of the latest iteration but this time Ducati decided to make it further special by launching an “SP” model. “SP” stands for Sport Production and it is reserved for select motorcycles. Special equipment is bestowed upon a production motorcycle in an effort to make it faster on the racetrack.

Is it just a Monster with some high-end parts? No, there is more to it, but before delving into that experience, let me tell you that there has been no change in the engine and transmission. From intake to the exhaust headers, it is the same across the range but the SP gets a Termignoni silencer. The output remains the same, 111 hp at 9,250 rpm, and a peak torque of 93 Nm at 6,500 rpm. No change in the transmission either. Same six-speed unit and up-and-down quick-shifter. What has changed is the sound that accompanies the exhaust gases that exit through the Termi can.

What begins as a gruff growl in the lower end of the rev-range turns into a violent roar as one approaches the red-line. It is worth appreciating how well Ducati have taken advantage of the ride-by-wire throttle to calibrate the riding modes. With 75 hp and the most docile response, Rain mode serves its purpose well. With all of the power on tap but served in a progressive manner, Road makes the SP usable as an everyday machine, and the thrill offered by the instant response of Sport mode is something enthusiasts will look forward to once they experience it.

Although Sport mode has the least obtrusive electronics of the lot, there is enough to ensure that the rider does not have to fly over the handlebars to know when they have arrived at the limit of their ability. It may be interesting to note that the rider sits 20 millimetres higher on the SP than the regular motorcycle which offers a more “on the bike” riding position and, after spending about 150 kilometres in the saddle, I felt no discomfort.

Ducati have been fairly generous with the suspension because the SP uses top-spec Öhlins componentry at either end. Not only are the fork and monoshock fully adjustable, they also have 10-millimetre more travel than the stock units. With some adjustment, a comfortable setting that returns a reasonable ride quality over poor surfaces is not difficult to find.

While it is admirable that the SP can be used on a daily basis without fuss, it never lets one forget its true intent. The new fork has brought with it a slightly steeper rake angle, shorter trail, and, consequently, the wheelbase has been reduced by two mm. On the tarmac, it gives the SP an extremely playful character that is equally capable of being precise when needed. With grip in good supply thanks to Pirelli Diablo Rosso IV rubber, it is easy to become one with this motorcycle as it rips around a curve. When things get too intense, the Sachs steering damper steps in to keep the front end of the motorcycle in check. The best part is that one does not have to rev the nuts off this thing to have fun. It is a motorcycle that also happily accommodates a nice, flowing ride that makes good use of its strong mid-range.

The last on the list of significant improvements are the brakes. Top-shelf Brembo Stylema callipers bite on twin discs at the front and they deliver as promised. The stopping power is absolute and the rider has good command over shedding speed quickly and with finesse. It helps that the cornering ABS has multiple levels to choose from; enough safety for beginners and enough to keep things interesting for the experienced riders.

The choice of using a lithium-ion battery was another way to lose some weight but the total weight loss is only two kilograms, which may not sound much but one should remember that the standard Monster was an incredibly light motorcycle to begin with.

In conclusion, I must begin by saying that the standard Monster itself is a great street naked. It has everything most riders would ever expect of a simple, naked motorcycle. Ideally, the Monster SP is for someone who has tapped the handling potential of the standard model to its fullest. Such a rider will be able to make full use of all the extra componentry on offer. It is also a stylish statement for an everyday motorcycle. Whatever the reason may be, it is within reach for anyone who has Rs 15.95 lakh (ex-showroom) to spare and, personally, I am happy that Ducati have made such a motorcycle available to the enthusiast.