Ducati’s Monster motorcycle jump-started the naked bike segment (and the Italian company’s balance sheet) when introduced in 1993. Fast-forward 27 years and the Monster 1200 S ($17,595) is the tip of the spear in Ducati’s sport naked bike lineup. Last updated in 2017, today’s Monster is slimmer and more in line with the original Miguel Galluzzi-drafted design, pairing clean, muscular lines with modern Italian tech.

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The Monster 1200 is powered by Ducati’s legendary 1,198cc Testastretta 11 degree DS L-twin. Born from superbike competition, this liquid-cooled eight-valve torque monster has been steadily refined over the last decade. Dual-spark ignition and valve overlap techniques boost torque delivery while elevating fuel efficiency and overall engine smoothness.

Maintenance intervals have been stretched too, with suggested oil service every 8,000 miles (following the 600-mile break-in service). Recommended valve adjustment is listed at 19,000 miles.

How Does The Monster 1200 S Perform On A Commute?
Ducati’s contemporary electronics suite allows the rider to tune the powerband from mild to wild. Of the three combined engine/throttle maps, we prefered the “high” power setting, though throttle response remains overly sensitive—especially during more dedicated throttle application (i.e., wheelies). Adjustable wheelie and traction control help less experienced riders remain in control, however we preferred riding with these countermeasures disabled.

Although the exhaust note sounds tinny at idle, with speed it delivers a rhythmic thump—that makes riding motorcycles pleasurable. Ample torque, in excess of 60 pound-feet above 2,700 revs equate to a fun sporting character that is classic Ducati. If you enjoy riding high on waves of Pirelli tire smearing torque, then this powerband will suit you well.

Yet, this twin is just as ready to play at higher rpm belting out just over 129 hp at 9,250 rpm. A color TFT display keeps tabs on the engine’s vitals and is loaded with trip information. However, it could be larger in size. The handlebar-mounted switch gear and menu system could be slicker and we wonder why Ducati doesn’t opt for a touchscreen like some of its competitors?

Handling-wise, the S model’s premium Öhlins suspension strikes optimum balance between sport road holding and around-town comfort on rough stretches of pavement—a pleasant surprise based on past experiences with older Monster 1200 iterations. Both suspension components offer full suspension adjustment and we value the twist-knob-style compression and rebound adjusters on the gold shock body.

More nimble than we remember, the 2020 version is more apt to play yet retains steadfast stability. The cockpit, below the waist, remains tight for taller than average riders, however the seat height can be raised or lowered, in nearly an inch increment. Conversely the space between the seat and handlebar is more spread out—a boon for taller riders. Bold LED lighting helps riders stand out and the headlamp illuminates the road superbly during night rides.

The contrast between gloss and matte black finishes adds a degree of class to the 1200, not to mention a visual slimming effect. The sleeker 1200 R-sourced tail and Y-spoke alloy wheels are other nice styling touches. Keen eyes will note the signature Monster ski buckle allowing the 4.4-gallon fuel tank to be lifted for service needs.

2020 Ducati Monster 1200 S Commute Review Verdict
Leaner and certainly meaner, the 2020 Monster 1200 S is more adept at putting smiles on naked bike riders’ faces than it has been since fully moving to a water-cooled platform. Yes, it’s fast, yes it’s fun, but the hefty MSRP makes it less palatable when measured against the excitement it delivers behind the handlebar.

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Video/edit: ‪@AdamWaheed‬

Photography: Ducati Motor Holding

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