Motorbikes.pdf

SUZUKI GSX-R1000 ABS
STILL
GOT
IT
Way back in 1985 the
first Suzuki GSX-R
created indelible
memories. Thirty
summers later and
it’s still hard at it
By Mike Armitage
Pics Chippy in the Wood
36

37

SUZUKI GSX-R1000 ABS
THERE IS NOWHERE FINER on an evening like this. With
the sun tinting the horizon as it slides down a spotless sky
and the air developing a fabulous crispness, it’s as though
the countryside has flicked into HD. Shadows grow depth
and hard edges. Verdant verges buzz with visor-smothering
life and the overhanging canopy sparkles. Work traffic has
long since buggered off and the warm tarmac is invitingly open.
Even that whiff from Daisy and her mates seems to add to the
whole. Britain’s glorious when summer’s in bloom.
And as this is Britain there can really only be one sportsbike that
fits this scene. A sparkling blue Suzuki GSX-R.
Has to be. If your biking history contains sports machinery (and
chances are it does) your internal hard drive will be littered with
Suzuki-flavoured files; the everlasting blue and white, loud cans
and ill-fitting paddock jackets, the family-planning sticker kits and
some preposterously small numberplates. And there’s that GSX-R
reputation – from the standard-setting original and overwhelming
1100s, to the bulletproof oil-cooled motors and FireBlade-beating
humpy SRAD, the Suzuki has never been shy about its intentions.
Ah, yes, all right – I know what you’re thinking. Suzuki’s race
replica isn’t exactly on the leading edge anymore. This GSX-R1000
has new ABS brakes this year, but in a class brimming with traction
control, engine braking control, anti-wheelie and even electronic
suspension this not-very-exciting addition is like hoping a couple
of brisk walks is adequate preparation for running a marathon. As
far as gadgets go the thousand is very much out of shape.
Frankly, I really couldn’t care less.
Flashing through dappled light and bursting into invigorating
evening air, the GSX-R has all the ingredients to feel absolutely
staggering. First up it’s grinning-idiot fast. There’s a most real
165bhp bulging behind the fairing, the inline-four engine having
the potential to exceed 100mph in first gear and making what
traffic there is look like it’s stuck on pause. Part throttle, shortshift,
and you’re still a blurred blue streak. The airbox resonates
with a hollow roar and a grinding, gravelly edge that’s familiar to
anyone who’s owned any GSX-R from the last 20 years. Fuelling is
super-smooth, precise, and the gearbox taps slickly between ratios.
Favourite turns pop into view. After scorching across open
pasture the A-road now bucks steeply up the valley side, turning
tightly back and forth as it cuts through trees over a bumpy,
broken surface. The GSX-R soaks it all up like 186mph kitchen roll.
Showa big-piston forks are supple and absorbent, yet with the
control to keep the Suzuki poised and accurate. With the shock
exhibiting an equal mix of pliancy and governance it’s fantastic
road-friendly suspension. Handling is light and accurate, yet
comfortingly sure-footed. Those Brembo one-piece calipers give
touch-and-stop braking as well, and ABS is only detected when
I do some deliberate emergency stops, just to see what happens.
However, what really lets the GSX-R get under your bark is the
way it connects. We prattle on about how the newest ride-by-wire
bikes have ‘rider aids’ that you can’t feel working; traction control
you don’t know is intervening, smooth anti-wheelie, that sort of
thing. And it’s all true – ride Yamaha’s R1 or Ducati’s 1299 Panigale
and the electronics just beetle away unseen in the background.
‘The road bucks over a broken,
bumpy surface... the GSX-R soaks
it up like 186mph kitchen roll’
Sportsbikes: way too
powerful, far too fast.
But on an evening like
this there’s nothing
that can get close
38

Top left: refined anti-lock
system is the update for
this year’s GSX-R1000;
Clockwise from top right:
machined and anodised
aluminium Yoshimura
trinkets include engine
sliders, carbon end-can
and natty bar ends, and
enhance the 1000 without
getting too... well, tacky
39

SUZUKI GSX-R1000 ABS
Showa big-piston forks, classy yoke, neat logo
– the days of flimsy Suzuki build are long gone
Not the TV-size digi screen of rivals, but info is
easy to find and analogue tachos are still cool
The big GSX-R has used LED lights for 12 years,
but now they’re more subtle than they were
40

Then you go back to the cable-controlled Suzuki… and rediscover
sensations that made us fall for the sportsbike the first time round.
Admittedly the 1000 has three ‘drive modes’, to restrict grunt if
needed, but if I’ve bought a litre bike I want litre-bike performance.
So stick in full-fat mode A and wind the gas hard. Smoothly and
predictably the front elevates as the needle whips round the tacho.
On the gas mid-corner and feel each degree of twistgrip feeding
another pound-foot of shunt to the rear tyre’s contact patch. Get
giddy and there’s no stuttering exhaust or the sense of someone
pulling back on the seat unit because the ECU thinks you’re being
heavy handed. Instead, there’s just a sense of having total control
over the crank. Plus you know how the forks will feel and react,
whether stuffed into a corner at huge lean or braking over ripples,
because there isn’t a black box tweaking the damping all the time.
Softness isn’t perhaps the right word, but you get the idea. It’s a
connection with analogue warmth, not digital coldness.
Tucked behind a generous screen, rich green smeared either side,
the Suzuki’s pointy end floats off rises and pings up over yumps,
the motor singing with a sharp, rousing pitch as it devours ratios.
These are the feelings of a mighty motor accelerating hard, of a fast
bike going fast – the sensations that have always made exploring a
sportsbike’s abilities so exciting. It’s this liveliness that highlights
the potential, gets blood pumping, makes you whoop in a way a
blinking traction idiot light never can. It’s got to be the closest you
can get to recreating on-board footage from the TT.
I reckon the GSX-R still looks good too, thanks to this MotoGP
version with classy paint, double-bubble screen plus
Yoshimura end-can, bar ends, engine sliders and
anodised whatnots. It draws nothing but positive
reaction wherever I stop, and I think photographer
Chippy’s actually aroused – in summer evening
light it’s breathtaking. It costs £11,034 or £11,434
with ABS; that’s just £300 more than a standard GSX-R
(which also gets a Yoshi can) but two grand less than a
Kawasaki ZX-10R and four thousand cheaper than an R1.
However, it’s the Suzuki’s ability to continue feeling
great when you’re not riding like a silly arse that really
cements its brilliance. The long seat lets you feel like a
WSB hero with cheeks thrust rearward, but cosy-up to the
tank and you’re sports-tourer upright. It’s a deep, wide,
sumptuous-yet-supportive saddle. Footpegs are adjustable.
The mirrors are large and pin, the functions of the dash are
intuitively accessed from the switchgear. There are bungee
points. And ooh, look, look – a pillion seat that a normal human
might realistically consider plonking their arse on for more than
nipping down the road to get milk.
S P E C I F I C A T I O N S
Contact
Price
Engine
Capacity
Fuel system
Transmission
F ra m e
Wheelbase
Rake/trail
Seat height
Tank size
Front suspension
Rear suspension
Brakes
(front/rear)
Wet weight
Economy
G S X - R 1000 ABS MOTOGP
suzuki-gb.co.uk
0845 850 8800
£11,434 otr
liquid-cooled, DOHC
16-valve inline four
999cc
injection
six-speed, chain
aluminium twin spar
1405mm
23.5°/98mm
810mm
17.5 litres
upside down fork, adjustable
preload, rebound, comp
monoshock, adjustable
preload, rebound, 2 x comp
2 x 320mm discs, 4-pot
calipers/245mm, 1-pot
205kg (claimed)
46mpg/177 miles
Bike verdict Today’s sharpest, most hi-tech big
capacity sportsbikes are more like racers on the road
than ever before. The Suzuki isn’t. Instead, it mixes
looks, brain-sizzling pace and more handling that
you need in a flexible, accessible, usable road bike.
And one that, crucially, still feels very much a GSX-R.
Bike rating
+++++
Wednesday
night, 9.30pm,
the middle of
summer, 2015.
Here’s to the
next 30 years
of the GSX-R...
Add in silky throttle, utter controllability and suspension the
opposite of harsh, and it gives the GSX-R usability and friendliness.
You don’t get that with a hard track-focused R1. BMW try to build
it into the S1000RR (their start point was the GSX-R1000 K5, after
all) yet the German is still too rowdy, imposing and expectant –
and, for me, too digital – to reward as an everyday road bike. You
enjoy the Suzuki day in, day out, sun, rain, back lane, motorway.
Hi-viz evening is giving way to dusk, so I park on hills above my
village to watch the glowing embers of a memorable summer day.
Next year sees a new GSX-R1000 (race teams have been told), and
buttons, modes and flashing bits are a given – it’s the only way
Suzuki will stand nose-to-nose with their rivals in the showroom.
I just hope they manage to keep a generous dollop of this bike’s
classic GSX-R greatness.
‘These are the feelings of a fast bike going fast – the
sensations that have always made exploring a
sportsbike’s abilities so exciting’
41

DUCATI
M900
MONSTER
Damn-near perfect straight out of the box, the
Monster saved Ducati’s financial bacon and
became their best-selling bike ever
WORDS PHIL WEST PHOTOGRAPHY STUART COLLINS
EW MACHINES changed
F
motorcycling as much as the M900
– or ‘Monster’ as it became known.
The bike not only saved Ducati
from collapse before going on to rejuvenate
the Italian firm, its success catalysed a whole
new motorcycling category – performance
roadsters. Without the Monster it’s possible
that the ‘super naked’, as we know and love
them today, wouldn’t even exist.
Yet while it’s fair to say that the Monster
effectively made Ducati what it is now, it very
nearly didn’t make it into existence at all. In
fact, production was actually postponed at
one point as cash-strapped Ducati, assuming
that they’d sell fewer new roadsters than
900SSs, prioritised payment for supersport
components at the expense of Monster tanks
and brake calipers.
How wrong they were. Today, not only is
the Monster the best-selling Ducati of all
time, with over 275,000 sold of all types, it’s
also the best selling Italian bike ever. Overall
it’s impossible to overstate how important the
Monster was to Ducati in the early 1990s.
The 916 may have grabbed the headlines, but
it was the Monster that rang the cash tills.
Over 50 per cent of the company’s sales in
the ’90s were Monsters, helping Ducati grow
from 10,000 machines a year in the early ’90s
to 25,000 in 1995 and over 40,000 by 2001.
Why was it such a hit? Three reasons.
First, it was an ‘accessible’ Ducati. The simple,
easily-manageable roadster style may have
been quite unlike anything produced in
Bologna before but it was still unquestionably
a Ducati. The trellis frame, big V-twin and
performance cycle parts such as USD forks
and Brembo brakes couldn’t have been from
any other manufacturer.
Second, it was affordable. Before the
Monster, Ducatis like the 888 were
considered exotic, fickle, and above all,
expensive. The M900, while not exactly
cheap at £7500, was more affordable to
a wider variety of riders.
And third, it was a blast to ride. As a V-twin
roadster it was at home around town, but
with a Ducati performance edge it was also
able to satisfy sport riders on the open road.
All of that’s just as true today, which is
why the now-third generation, liquid-cooled
Monster lives on as a cornerstone of Ducati’s
range. But it’s the 900 original that’s the
daddy. Find a good one and you’ve a classic
that’s exotic yet versatile enough to use every
day. Better still, they’re not yet that expensive
and almost certain to appreciate.
60

Ducati Monster
The best-selling Italian
bike ever made. Fact
61

Mission accomplished
FOR A machine that went on to become so
significant for Ducati, the Monster had fairly
humble and barren beginnings.
The key player was Argentine designer
Miguel Galluzzi who, after training in
California and working for both Opel and
then Honda’s car division, joined Ducati
owners Cagiva in 1989.
Back then, Ducati was very different.
Although buoyed by the track success of
technical director Massimo Bordi’s
sophisticated, liquid-cooled, four-valve 851
superbike, its road bike range was small,
focused on the unexciting, air-cooled SS
sports series, with sales of under 10,000
machines a year. A new, cheap-to-produce,
market-widening product was needed – fast.
Galluzzi’s ride-to-work bike was an 888
he’d stripped and streetfightered and he’d
been pestering Bordi with his ideas for a
naked bike – ideas which Bordi duly honed
into a concept. Bordi then came up with
another challenge for Galluzzi: design a
machine that displayed strong
Ducati heritage but was easy
to ride... and not a
sportsbike. “I was talking to
Miguel and asked him to
design something like the bike
in the famous picture of Marlon
Brando in The Wild One,” Bordi
revealed later. “It was an iconic image of a
bike, with a large single headlight, and I
asked Galluzzi to make a bike in this style
– aggressive and sporty, but also naked. That’s
where the Monster came from.”
Bordi’s intent was two-fold. First, he
wanted Ducati to enter the ‘cruiser’ or
streetbike market with a machine that, while
unmistakably produced by Ducati, was also
ripe for modification in the same way Harley-
Davidson buyers festooned their bikes with
a seemingly endless array of accessories.
Second, there was a plan to ‘recycle’ existing
Ducati components to keep development
costs to a minimum.
Monster designer
Miguel Galluzzi
Spurred by the growing
popularity of ‘streetfighters’
(typically crash-damaged
sportsbikes which owners
turned into unfaired,
flat-’barred roadsters),
Galluzzi pressed on.
“What does a motorcyclist
need to have fun?” Galluzzi
asked later. “All a bike needs is a
saddle, engine, two wheels,
handlebars and a tank to fill with fuel. The
road does the rest. That was the philosophy
behind the Ducati Monster.”
Galluzzi’s first decision was to use the 888
superbike chassis as the base for the Monster.
Its rising-rate rear suspension (the alternative
was the SS family’s more rudimentary,
cantilever suspension frame) ensured the
new bike would have the proper sports
credentials required, albeit calmed slightly
with slower steering geometry.
Engine choice was less clear. Galluzzi
favoured the liquid-cooled, four-valve 851
engine, but he was finally persuaded to use
the 904cc, air-cooled 900SS motor instead.
Bodywork
‘Muscular’ tank designed by Galluzzi joined the minimalist side
panels and seat cowl. Although a prototype was shown with
extensive use of carbonfibre, on the production version only
the side panels and exhaust heat shield survived, although still
one of the first production bikes to feature it.
Instruments
Although the handlebar switchgear was
also identical to that of Ducati’s
Supersport models, the Monster’s
instrument binnacle was new
and, again in keeping with the
whole project’s minimalist
philosophy, was fairly basic.
It simply featured a classic,
white-faced, analogue speedo,
an assortment of warning
lights and no tachometer at all.
Suspension
Front forks were the same as Ducati’s 750 Supersport:
non-adjustable, 41mm inverted Showa GD041 forks with
120mm of travel. However, to improve their action the
oil quantity was increased by 30cc. At the rear was a
German Boge shock offering 110mm of travel.
Variations
The Monster’s immediate popularity inspired a
continuous flow of variants, including a M600 Monster in
1994 (along with Japan-only M400), a 750 (in 1996), lower
spec Dark (1997) and higher spec S the following year.
Ducati would ultimately offer as many as nine different
Monster variations in any one year.
62
Cagiva or Ducati?
During development, Massimo Bordi
reportedly argued for the new bike to be a Ducati
while Claudio Castiglioni, boss of Ducati’s
parent company Cagiva, wanted it branded
a Cagiva. Bordi won, but not before many of
the components on early Monsters, like the
fuel cap, were stamped with Cagiva logos…

The Monster’s remit was to be
sporty, aggressive and naked
Ducati Monster
The air-cooled unit had two advantages:
first, it would satisfy the all-important need
to keep any potential R&D costs down while
second, without any ugly water-cooling pipes
or bulky radiators, it also looked better in a
‘naked’ bike.
The ‘parts-bin’ approach meant the new
bike’s cycle parts were gleaned from other
machines in Ducati’s range, too. So the
Showa forks and Boge rear shock were from
the 750SS while the three-spoke alloy wheels
and twin four-pot brakes (both by Brembo,
incidentally) came from its bigger brother.
Unique items were restricted to the
bodywork, comprising an aggressively
muscular hinged tank penned by Galluzzi
himself, plus minimalist side panels,
mudguard, tail piece and clocks. The latter
were so minimalist that they actually did
away with a tacho altogether.
Instead, perhaps the biggest surprise is the
bike’s name. ‘Ducati Monster’ may be one of
the most recognised names in motorcycling
today, but just before its unveiling at the
Cologne Show in October 1992 it looked set
to be something entirely different.
The name came, according to Galluzzi
himself, when Bordi asked him for
suggestions and he replied, in Italian, with
‘Monster’ – ‘Il Mostro’ – after the thenfashion
for big kids’ toys.
More surprising is that, late into the project,
it was destined to be a Cagiva – only a lastminute
swap before its unveiling saw it carry
the Ducati badge. Until that point, cautious of
the new bike’s sales prospects, Ducati had
only planned to build 1000 examples; the
phenomenal press and public reaction raised
that order to 5000. Once the name had been
Anglicised to ‘Monster’, Ducati’s fortunes had
been well and truly sorted for the rest of the
decade – backed up by some astonishing
numbers. In 1992, Ducati made just 12,049
bikes; within three years that number had
grown to 20,989, and half of those were
Monsters. Ducati’s aim of building a bike to
broaden their range without incurring huge
costs had been well and truly achieved.
Frame
Commonly thought to be that of the 888/851, complete with rising
rate rear suspension (in place of the 900SS’s cantilever). In truth,
although the lay-out was similar, the Monster’s was all-new. It
shared the 888/851’s layout and 25mm chrome-moly frame tubes,
but had different steering geometry.
Engine
Ducati’s well-developed, air-cooled, belt-drive
Desmodromic, two-valve, L-twin as lifted directly from
the 900SS (early version above). There were a few
changes: the Monster had different Mikuni BDST
carbs with leaner jetting, the similar two-into-two
exhaust was lower with reduced ground clearance,
and it also had a lower final drive ratio.
Wheels/tyres/brakes
Adhering to the ‘sporting’ approach, these were
lifted from Ducati’s Supersports. Wheels were
black-painted, three-spoke Brembo alloys (in 3.50
x 17in and 5.50 x 17in sizes), tyres were Michelin
A/M89X while the brakes were 900 Supersportspec,
twin Brembo 320mm discs (with a 245mm
item at the rear), with four-piston calipers.
63

What to look out for
Finish
Crucial for two reasons – first, it’s an
aspirational, exotic bike, so condition is even
more important than usual, and second, it’s
one of the Monster’s few weak spots. The
finish on the engine in particular is pretty
poor, with paint flaking off the cases
being a common complaint. But there are
also plenty of reports of it also coming off the
fuel tank and footrest hangers.
Originality
Few early Monster 900s will be in the
original factory spec for two reasons: first, the
bike is now 20 years old and likely to have
passed through more than a few owners’
hands, each liable to have ‘personalised’ the
bike, and second, the naked Monster is the
most ripe of all Ducatis for accessorising,
with an ever-expanding range of factory and
aftermarket parts to tempt owners. Some,
particularly official Ducati accessories, are
good – like flyscreens. Others, particularly
if the original part is absent, are less so...
Engine
The air-cooled engine is solid if looked after,
so a high-mileage bike with a good service
history to prove that the oil and belts have
been done regularly is a far safer bet than a
low mileage machine with little or no history.
Bikes that have been run through winter can
suffer from rusty engine nuts and bolts due to
the exposed nature of the motor, something
that makes maintenance tricky – unseizing
them can be hard work.
Spares prices
Oil filter (HiFlo) £6
Air filter (pattern) £12
Spark plugs (per set) £5.96
Top end gasket (set) £69.20
Front disc (EBC) £149.94
Front brake lever (pattern) £7.10
Shock absorber (Hagon) £299.50
Steering head bearing set £44.84
(pattern)
LH rear indicator unit (pattern) £9.95*
LH mirror (pattern) £26.87*
Regulator/rectifier (pattern) £90
Full service kit including belts, £129.94**
plugs, filters, etc (genuine)
Fuel tank (genuine, NOS) £895***
Pillion seat cover (genuine, NOS) £135***
All from wemoto except:
* from mcdparts.co.uk
** from motorapido.co.uk
*** from Carrera Leathers, 07885 465599
Service history
The Monster needs new cam belts every
two years and valve clearances checked
every 6000 miles. A minor (yearly) service
will come to around £200 with a belt swap
(every two years) – although it will cost you
double that at a main dealer. Many Monster
owners often do stuff such as oil and filters
themselves, an easy job thanks to the
air-cooled motor’s accessibility, but leave
belt swaps to professionals.
Clutch
The original Monster’s clutch is quite
heavy, while the power delivery is rather
abrupt. Many owners often upgrade their
bike with an aftermarket slave cylinder,
particularly if they do a fair bit of town riding
that requires constant use of the clutch. This
modification, using either Oberon or MPL
cylinders, costs around £100.
Sprag clutch
Listen out for a slight screeching sound
or slip when the starter is pushed that may
indicate the sprag clutch is damaged. It’s an
expensive fix so if in doubt, walk away.
Headraces/fork seals
Few bikes get wheelied as much as a
Monster – it’s one of the things it was
invented for, after all. But if it has spent a lot
of its life with the front wheel in the air, it’s
likely the headraces will have had a hard life.
Check for slop and notchiness in the steering
and, if so, budget for replacements.
Sidestand cut-out
On the whole, significant faults are pretty
few and far between on the 900 Monster
(if not the whole family), but the sidestand
cut-out switch is a weak spot and often
causes the bike not to start.
Exhaust
Again, with a Monster perhaps more so
than most Ducatis, aftermarket cans are
fairly commonplace. Some are good (like the
Termignoni, particularly if the standard ones
have been kept by the owner), but you might
want to be a bit wary of others...
TIMELINE
M900 Chromo
1993-1999
M900 Monster
Colours: 1993: red only (with black wheels,
yellow suspension arm, black cam belt covers)
1994: red or black (with black wheels, bronze
suspension arm) 1995: red, black or yellow (with
gold wheels and frame) 1996: red, black or
yellow 1997: red, black or yellow
1998: red, black or yellow (with new Ducati logo)
O 1995 version received chamfered silencers,
grey cam belt covers (from black) and silver
clutch cover (from black). 1996 saw new
crankcases (without kickstart boss), revised
frame and adjustable Marzocchi forks. 1997 got
handlebar fairing and detuned, smaller valve
engine, while ’98 had adjustable Showa forks.
1998
Monster M900S/Cromo
Colours: black (M900S), chrome (Cromo)
O Launched in November 1997 as a ‘hotted up’
M900, with a more powerful engine (with the
original larger valves), small fairing, carbonfibre
mudguard and fully-floating Brembo discs. In
December 1999 it received a gun-metal grey
frame and wheels. Another variation that year was
the Cromo, a standard M900 with chrome-plated
tank, black frame and wheels, and carbon fibre
mudguard, side panels and seat cover.
2002
M900ie Monster
Colours: yellow, red or black
O First major updates as the Monster became
the M900ie with fuel injection, new swingarm,
uprated suspension, small fairing, an aluminium
clutch housing and new clocks. Following the
success of the M600 Dark in 1998, the M900
Monster Dark – a version of the new fuel-injected
900 – was also released in 2002. It has no seat
cover and cheaper matt black paint.
64

Ducati Monster
Boge rear shock came
from the 750SS
Tyres
A very popular choice among Monster
owners these days is the Pirelli Diablo, a
versatile tyre that offers good all-round grip
and better-than-average durability. The
Michelin Pilot Power 3 also tends to be
very popular, with good grip – especially in
the wet. If you’re looking for more extreme
sports use, many Monster owners tend to
go for the Pirelli Diablo Corsa.
Useful contacts
• louigimoto.com
• ducatiglasgow.co.uk
• wemoto.com
Trellis frame:
thing of beauty
End cans still sounds
the business
Values
Mint: £2600-£3250
Clean: £1900-£2500
Tatty: £1400-£1850
Hound: £1200-£1400
The competition
Triumph Speed Triple 900
1994-’96
885cc, 12v, dohc,
inline-four
Original Speedie was to
be almost as pivotal for revived Triumph
as the Monster was for Ducati, and set
the British marque on the road to
characterful triples. The Triple had style,
durability and superb build quality, and
is increasingly the most collectable
early Hinckley machine.
Value now: £2500-£4500
Honda CB1000 ‘Big One’ 1993-’96
998cc, 16v, dohc, inlinefour
Oddball ‘superroadster’
developed
with HRC-style
fastidiousness from CBR1000F running
gear, resulting in a classy 100bhp beast
that was fun but pricey, and arguably
before its time. Rare today and
temptingly cheap too.
Value now: £1750-£3500
BMW R1100R 1994-’99
1085cc, 4v, highcam,
boxer twin
Roadster version of
BMW’s all-new air/
oil-cooled boxer was far more lively,
entertaining and versatile than its
slightly drab, oddball looks suggest.
Undervalued in the UK as a used buy,
it’s a bulletproof snip compared to the
more glamourous GS and RT variants.
Value now: £1500-£3000

“The Monster is upright,
natural and comfortable,
with a slight flavour of
sporting aggression”
66

Ducati Monster
The Monster comes into
its own on open roads
Lack of bells and whistles mean
the Monster is all about pure fun
Right first time
IT’S BEEN SAID before but a sure sign of a
classic is when it still seems fresh, modern
and pure many, many years after its launch.
The Monster 900 in front of me is 22 years
old, but ‘old school’ Ducati logo aside (which
I must admit I’ve always preferred) it could
easily be less than a quarter of that.
We’re spoilt, admittedly. Not only is this
a very early, first-year example of Ducati’s
game-changer (the giveaways being the
yellow suspension strut, non-chamfered
exhaust cans – the one on the right here is
from a later model – and choke knob
mounted between the frame tubes on the
left-hand side), it’s also original – right down
to the handlebar grips. Despite 17,000-odd
miles, it’s near-as-dammit immaculate.
It’s enough to evoke rich memories of my
inaugural ride aboard the first Monster into
the UK in 1993. Back then Ducati was a very
different concern. The Monster wasn’t
launched, as it would be today, in a blaze
of fancy press junkets and glossy media
campaigns. Instead, my example was
borrowed from then-British importer Moto
Cinelli and their quaint premises on a
backstreet in Northampton, and taken to
nearby Bruntingthorpe Aerodrome so I could
do some wheelie pictures. We even borrowed
a matching red jacket from Cinelli’s Malcolm
Wheeler. How times have changed.
The bike, however, hasn’t changed one bit.
The Monster is a classic lesson is minimalism.
Adhering to designer Miguel Galluzzi’s thesis
of having a ‘saddle, engine, two wheels’ and
not a lot else, the Monster has what it needs
– and nothing more. The air-cooled V-twin
is about as simple as it gets, while Ducati’s
signature trellis frame is all on show. Even the
clocks – just a speedo and a grid of idiots –
are the bare minimum. There’s no excess.
But if all that sounds extreme, the ride is far
less than you might expect. On board it’s
upright, natural and comfortable, with a slight
flavour of sporting aggression. The view
forward to those minimal instruments and
over that single headlamp, while grasping
those simple tubular ’bars with the barest
smattering of switchgear on either side, is
as pure as can be.
Despite the Monster name, the red Ducati
is effortlessly light and slim (although the
bulbous tank disguises it somewhat) and, yes,
the 888-derived chassis means it’s stubby and
short, too. But my ageing, oversize 6ft 3in
bulk was comfy enough, even though I
probably looked like a gorilla on a BMX.
Nor are the Monster’s manners as crude
and uncompromising as legend (or that
name) suggests. The clutch is lighter and the
throttle crisper than I remember, gears
snicking home neatly. Sure, low down (and
I’m not quite sure exactly how low down –
there’s no tacho, remember?), the Bologna
V-twin is as rough and clattery as a box of
spanners. It’s a crescendo heightened by the
chiming of the dry clutch, and out of the car
park the drivetrain lurches and graunches as
if straining at the leash. But they all do that.
Once you’re out onto the open road,
winding the wires of the twin Mikunis, sped
up with a dab of clutch and fed gears as
quickly as you like, you’re rewarded with a
rhum-baaaaa that only a Ducati can deliver,
and the Monster’s irresistible zest for fun and
thrills. That’s when you remember why the
Monster’s just so damn good.
It doesn’t matter whether you’re squirting
through the gridlock, blasting out of town,
or tucking down and gearing up to thrash
through the countryside, the Monster revels
in it all. The sharp steering is light, bordering
67

Still a great ride
after 22 years
on frisky, but that serves to make it more
engaging. The ride, through the sports Showa
forks and Boge rising rate rear, is smooth
and firm without being harsh. The sports
parentage definitely shines through. But it’s
also comfortable, upright and nimble, with
the power delivery flexible, fun and enough
without being at all overpowering or
imposing. Rarely has something so ‘right’
come from such a varied recipe.
The Monster diced through city traffic,
cruised comfortably around ring roads and
“The original
Monster is one of
those rare, rightfirst-time
bikes”
was a sharp, entertaining hoot down the
twisties. It looked good, sounded great and
wanted for nothing. Every time I stopped and
soaked it up one more time I spotted extra
delightful details (those innovative-at-thetime
carbon side panels are gorgeous, as is
the seat cover). It’s easy to fall in lust with
the original Monster.
And yet while the Italian firm may have
got so much right with its new roadster, the
Monster still has its fair share of old school
Ducati foibles. The sidestand, for instance,
although not the dreaded ‘springy’ type
typical of Ducatis of this era, is more than a
little awkward to dig out from under the
footpeg. The amount of steering lock
available is so restricted it can make town
centre manoeuvring or parking spacewiggling
a heart-in-mouth affair.
Elsewhere, those big Brembos up front
(ours also benefitted from some HEL braided
lines) were as dull to the lever as I recalled,
despite their power. And though the
minimalism appeals and the Monster
genuinely wants for little (its suspension,
brakes and so on are all classy), it’s also just a
little bit basic. The forks are non-adjustable,
the clocks are a bit sparse – but now I’m
stretching it. The Monster isn’t that basic,
really. That comment was best reserved for
the Dark versions that were to come out later.
Instead, the original Monster is pretty
much one of those rare, right-first-time
machines – and that’s what impressed me
most. It gels together brilliantly, is handsome
and classy, impressively accessible and
versatile and, more than anything else, just
damn good fun. And all that with a Ducati
badge, a tempting price tag and Italian
exotica appeal? No wonder it was a huge hit
and survived so long. I’m still tempted myself.
Find a good one before prices climb too high
(as they surely will) and you’ll have all that
and an appreciating classic, too.
Thanks to Paul Lang from Swindon
DIMENSIONS & SPECIFICATIONS
Overall height
1170mm (46.1in)
Fuel capacity
16.5litres (4.4gal)
Seat height
770mm (30.3in)
Rake angle
23°
68
Ground clearance
150mm (5.9in)
Wheelbase 1430mm (56.3in)
Overall length 2030mm (79.9in)
Dry weight
184kg (405lbs)
Overal width 750mm (29.5in)
Specification | 1993 Ducati M900 Monster
ENGINE Type air-cooled, Desmodromic, 12v, 90° V-twin Capacity 904cc Bore x stroke 92 x 68mm Compression ratio 9.2:1 Ignition CDI Carburation 2 x 38mm Mikuni CV
TRANSMISSION Primary/final drive gear/chain Clutch wet, multiplate Gearbox 6-speed CHASSIS Frame tubular steel trellis Front suspension 41mm inverted telescopic
forks, non-adjustable Rear suspension rising rate monoshock, preload adjustable Front brake 2 x 320mm discs, 4-piston calipers Rear brake 1 x 220mm disc, twin-piston
caliper Wheels 3-spoke cast aluminium Front tyre 120/70 ZR17 Rear tyre 170/60 ZR17 PERFORMANCE Top speed 125mph Power 73bhp@7000rpm
Torque 59lb.ft@6000rpm Fuel consumption 39mpg Price new £7500

HANDS ON TRACKDAY PREP
MIRRORS
You don’t have to remove them, but
it’s good practice to either fold them
in or tape them over to prevent them
from being a distraction on track.
SUSPENSION
If your forks and shocks offer
preload adjustment, setting the
static sag correctly will help
them work at their best.
CRASH PROTECTION
It’s not fun to think about falling off,
but even worse when a big repair
bill could have been avoided by a
little bit of planning and preparation.
How to...
CHAIN
You’ll be using a lot more
acceleration than you would on the
road, so make sure your chain is
correctly adjusted to begin with.
PREPARE FOR
A TRACKDAY
Ensure you’re ready to explore your bike’s potential

You don’t need a track
bike for a trackday
LIGHTS
Some still think you need to tape up
all your lights for a trackday, but
this isn’t true. There’s no need to
cover or disconnect them at all.
TYRE CHOICE
Slicks look cool, but only very fast
riders get them to work properly.
Most road tyres have plenty of grip
– but always check their condition.
TYRE PRESSURE
Reducing your tyre pressures
slightly from their regular road
settings will help them work better
on track – but don’t go too low.
TRACKDAYS ARE BRILLIANT fun.
Where else can you see how fast
your bike goes, how well you can
corner, or how hard you can brake,
all in relative safety? On a track
there is nothing coming the other way, and
no potholes or manhole covers. It’s a
fantastic way to improve your skills and
your confidence in your riding.
To get the most from the day, you’ll want
to check and prepare your bike ahead of
time. There are two good reasons: first, so
that it won’t let you down, and second (and
more importantly) so that it’s safe to ride.
Few people know more about preparing
a bike for track than Dean Skipper,
instructor at track school Motovudu
(www.motovudu.com). Started by grand
prix star Simon Crafar, the school teaches
anyone from novice to national racer how
to improve their riding technique. You can
even be taught by former GP rider and
three-time British Superbike champion
John Reynolds.
Over the page, Dean shows us how to
maintain and prepare a bike as
meticulously as one of Motovudu’s.
What happens at a trackday
What you
need to take
Your driving licence
ACU Gold-approved crash helmet
Leathers that zip all the way round the
waist, not just at the back
Good-quality protective gloves, boots,
and preferably a back protector
Plenty of petrol, and money for more –
you’ll use a lot more than you might expect
Tyre pressure gauge
If you want a place in the pit
garages, aim to get to the circuit
around 7-7.30am – space is tight
and it can be quite a squeeze.
When you arrive, sign on and
complete an indemnity form. The
organisers will need to see your
driving licence – don’t forget it.
Take your bike for noise testing,
otherwise you won’t be allowed on
track. Make sure you wear your
crash helmet to the test area.
At around 8.30am there will be
a safety briefing which you must
attend. This tells you what to do
and, crucially, what not to do.
OCTOBER 2015 | 89

HANDS ON TRACKDAY PREP
2
Check the clutch
Every part of your bike will feel extra strain
on track, including your clutch. If it’s a cable clutch,
check there is the correct free play at the lever,
and check for frayed cable. If you have a hydraulic
clutch, check your fluid level – if unsure, bleed it.
1
Reduce tyre pressures
Tyre pressures need to be lowered from their standard road settings to allow for the extra heat
build-up and to give a greater contact patch at the rear. The front only needs to be lowered to around 34psi
so that it keeps the correct profile, but the rear can come down as low as 30-32psi – both should be set
with the tyres cold. It will feel strange for the first few corners until the heat builds up.
3
Protect the engine
Engine cases are often the first to hit the
deck if you do have a spill. Engine protectors take
minutes to fit and should help prevent expensive
engine damage. They are a worthy investment.
4
Fit swingarm bobbins
If you want to lube or adjust your chain
more easily, swingarm bobbins let you use the type
of paddock stand that’s fitted with forks – the most
secure type. These bobbins, made of tough nylon,
also double up as crash protectors.
5
Remove hero blobs
Many bikes have hero blobs screwed into
their footpegs, as an indication you are using up
your ground clearance. You don’t need them
scraping on track, so unscrew them. Hinged pegs
help prevent them digging in to the track in corners.
6
Adjust the chain
The stresses on your chain will be much
greater than usual. Too loose and it could slip on
the sprocket; too tight and it could snap. Adjust the
tension as you would for the road, but also take the
time to clean the chain and lube it very sparingly.
The first time you ride on track
will be following an instructor for
a few laps, so you can get an idea
where the circuit goes.
Most trackdays have three
groups: Novice, Intermediate and
Advanced. When booking, be
honest about your track speed.
Your bike will use a lot more
petrol than usual. Some tracks
have fuel on site, but not all. You
may be best to bring a spare can.
Don’t worry if you’re the only
rider without tyre warmers – just
take it easy for the first few laps
and build your speed up gradually.
90 | OCTOBER 2015

7
Sort the suspension
Make sure your suspension is set to deal
with the greater braking and acceleration forces.
Preload is key – you want around 28-35mm sag at
the front and 12-15mm at the rear. This will put
your suspension in the middle of its range of travel.
8
Check the brakes
Track riding wears brake pads quickly, so
make sure you have plenty of friction material left.
Check your discs for cracks or wear. Check brake
fluid for condition and level – it should be replaced
every two years anyway, so if in doubt, change it.
9
Tighten your nuts
Start at the front of the bike, checking
every nut, bolt and fixing is tight, including all the
bodywork and any accessories. Use a torque
wrench where it’s required, and mark the ones
you’ve checked with a dab of Tipp-Ex.
10
Ignore the mirrors
Fold your mirrors in, or at least tape them
up so you can’t use them. On a trackday they can
be a distraction – just concentrate on what’s in
front, anyone behind can sort themselves out.
11
Get a clear view
Some fit a tinted or taller screen for
comfort or looks, but on track these can mean you
can’t get tucked in tight behind the fairing. Swap it,
if you can, for the standard clear screen.
12
Don’t bother covering up
Many people tape their lights up, but this
isn’t necessary. Track bikes won’t have any lights
at all, but if you want to ride your road bike there’s
no need to disconnect or cover over anything.
13
Need a stand?
Lots of riders use tyre warmers to keep
their tyres hot between sessions, though they’re
not essential for road tyres. Tyre warmers require
paddock stands, which mean you can’t ride to the
trackday and will need to take a van or trailer.
14
Choose some tyres
The best tyre choice depend on your pace
and your bike. For a fast sportsbike rider, Pirelli
Supercorsas (left) or slicks (middle) are grippy but
need warmers. For most, sporty road tyres such
as the Bridgestone S20 (right) will be perfect.
15
Keep it down
All bikes are checked for noise before and
during a trackday. If your aftermarket can is on the
seriously noisy side, you might have to fit a baffle
to quieten it down. If you don’t have one you can
buy one, but you may need to drill a hole to fit it.
Video cameras can be used, but
they’re generally not allowed on
your helmet or fitted on the tank.
Under the screen is fine.
Most trackdays have facilities
to supply and change tyres, help
with suspension settings and
even repair crash damage.
Sessions run every 15 or 20
minutes, so you should have one
session every hour. Listen out for
the loudspeaker announcements.
Enjoy! Work up to speed at
your pace, be smooth on the
controls with eyes well ahead.
And be prepared to be hooked.
OCTOBER 2015 | 91