The Testastretta V-twin engined 2023 Ducati Monster is the latest in the line-up to cop the SP treatment
Ducati’s first Monster arrived 30 years ago, back in 1993. I fondly remember seeing it in magazines for the first time, a refreshingly simple and classy naked with that familiar trellis chassis and an air-cooled V-twin engine. It was minimalist and in principle just a collection of bits from the Ducati parts bin – but it worked. This was excellent news for Ducati, as the Monster helped the Italian firm through difficult financial times.
I’ve ridden almost every incarnation of the Monster, from air- to water-cooled and rode my own early Monster 600 to Italy when I was young enough not to know better. Now all those trellis frames and air-cooled engines are long gone because Ducati only produces one Monster, launched in 2021 which uses the 82kW (111hp) 937cc Testastretta V-twin engine. Well, until now at least, because the much-anticipated Monster SP, new for 2023, has been launched.
The Monster SP doesn’t get lighter wheels like other SP models in Ducati’s range, but it does benefit from Öhlins suspension at both ends, improved Brembo Stylema brakes, a decrease in weight that’s mainly due to a lighter lithium-ion battery, and a road-legal Termignoni silencer which, incidentally, doesn’t improve performance – it’s simply added for aesthetic and sound reasons.
Power continues the same as the standard Monster, but there are other small but significant tweaks such as new steering damper and Pirelli Diablo Rosso IV rubber instead of Rosso III. There’s also exclusive styling, including a small fly screen and that attractive SP-only livery.
The on-paper performance figures may not impress your mates who own 150kW-plus superbikes, but the real word on-road performance feels larger than its 82kW peak promises – you don’t have to chase revs to have fun. It’s refreshing to jump on a Ducati twin and rely on that mid- to low-down punch which the Italian brand is famous for. The Euro 5-approved Termignoni silencer adds a welcome bark, too, which amplifies the feeling of a sportier and faster bike. I’ve missed the sound of a Ducati twin – it sure is lovely.
I was a little anxious the SP might feel underpowered compared to the strong and more powerful competition from KTM and Triumph. But turn off the wheelie control, head out into the twisties and the Monster comes alive. Because there’s a liberating sense of being able to use all of it, not simply tickling the margins of its ability. It’s not a toy exactly but you, the rider, are definitely the boss. It loves some one-wheeled action and, because the power delivery is smooth and easy, it’s not intimidating when you decide to do so. Simply jump on and have fun.
Even in its full-fat format the SP’s fueling is sweetly soft, and the carefully packaged riding modes – Sport, Road and Wet – plus a plethora of Ducati rider aids help keep you safe.
When it comes to the handling you can see where the money has been spent, with Öhlins front and rear. The SP sits a little higher, with the seat height increased by 20mm to 840mm. And sitting the bike slightly higher should, in theory, increase ground clearance, allowing a greater lean angle.
A two-kilo weight loss isn’t a particularly substantial change, but on the road it feels like one. The SP is so flickable and effortless to throw around that it feels smaller and lighter than it is. It beseeches you to have fun and turns noticeably quicker and easier than the standard bike, which is by no means a reluctant cornerer itself. The taller riding position gives the Monster an aggressive edge, too, but not overpowering.
The feeling from the Öhlins is exceptional. The ride quality is plush and comfortable; sporty without behaving like a near-rigid sportsbike on the road. Even bumpy backroads at speed don’t overwhelm the suspension. Usually, light quick-steering bikes feel a little nervous at speed and on dodgy surfaces, but the Ducati feels sure-footed at all times, which might partially be down to the new steering damper. It’s also easy to adjust, should you add a pillion or ride on especially rough terrain.
Ducati claims to have improved ground clearance and, although we had dry and warm-ish conditions I can’t categorically comment on how far. Same with the new rubber: I’m unsure how much more the Rosso IV delivers compared to the older Rosso III.
The standard Brembo M4.32 Monster stoppers are quality items, but Ducati has gone one step further by adorning the SP with the top-shelf Stylema calipers. Race-spec brakes on a lightweight nakedbike result in immensely potent stopping power, supported by Ducati’s excellent cornering ABS.
On the road you only need one finger on the lever to haul up this lightweight firecracker, and at slow speeds they are not too aggressive either. Equally, take the SP on track, turn off the rear ABS and you will be stunned by how late you can brake. In fact, with race-spec brakes, a quality Öhlins fork and so few kilos to slow, the SP will shame a few sportsbikes on the stoppers.
The added flyscreen is a token gesture, more a styling exercise than anything else, as it offers little protection. The Monster is on the small side, and I can see riders over six-foot tall opting for the taller seat in the accessories catalogue, which offers 10mm more to 850mm.
The Monster was never designed for serious touring, but the riding position is relaxed, especially when compared to earlier Monsters, which were a little more radical. I’d take on a long day in the saddle without too many concerns. However you’re never going to have endless hours in the saddle, anyway, as the 14-litre fuel tank and fuel consumption of around 4.7L/100km will empty that tank in around 240 kays. You’ll be looking for fuel at around the 180km mark, depending on how badly you’ve been behaving.
On the road, the SP is pure fun and comes without trace of ego or intimidation. It’s not over-complicated and delivers meaty V-twin power as well as a little more bark from its Termignoni pipe. It’s so light and flickable; it stops, turns and then goes so instinctively that you can just jump on and have fun.
There are excellent rider aids there in the background, which new riders will love, but as the mechanical grip and feedback are so good you could argue that, aside from the smooth quickshifter, they are not needed.
Ducati has taken the excellent standard Monster and added even more appeal and versatility, with improved lightweight handling and stopping power, while at the same time adding even more desirability. The Monster SP turned out to be a pleasant surprise. Actually, it was much more than pleasant. I thought that it might feel a little flat compared to the harder-punching competition but was delighted to discover on the road, the Monster SP will be a genuine match for the other middleweight sportsnakeds.
The only downside is price. At $23,200 (ride away), the Monster SP is more expensive than the competition with similar spec and greater power. But for many, the competition will not have the desirability and kudos of an SP-branded Ducati.
Test Adam Child + Photography Amie Morris & Ducati