Ducati Monster 795: First Ride

Now many among today’s bikers and/or motorcycle enthusiasts know that one of the greatest success stories for sports bike maker Ducati was a reviled and derided design so far removed from the core central to the brand that not many wanted to do anything with it? Well, that was how everyone looked at a creation which Ducati’s very talented bike designer Miguel Angel Galluzzi was working on in 1991. Having set to work using the firm’s 900SS sports bike as the basis for something that only existed in his head, the tangled heap of metal,  plastic and rubber, cut and welded chassis and weird peg and handlebar positions meant that everyone knew this would always remain WIP if not RIP! Galluzzi was someone who I had met personally at an IFMA event in Cologne (yes,  years before it moved to Munich) and he had come across as a young man who had very definite ideas about what the brand could have around its core sporty offerings. Think then of the Monster in much the same avant-garde manner in the Ducati line-up then as perhaps the Cayenne in Porsche’s portfolio – both causing much consternation for the pundits and purists but then both models seemed to run away to the bank and their respective makers are yet laughing their way in spite of everything said about their designs and how could they commit such a sacrilege?

It is yet about running and laughing to the bank that is at the heart of a welcome new move by Ducati to think about markets it has never been in and this includes not just volume but also affordability. Yes, Ducati has been in India and China and also Japan where it has something of an absolute and obsessive cult following. However one can understand Japan and this line of addiction. One can also understand China thanks to the absolute nature of the boom and boom in disposable incomes there. In India, Ducati via its distributor Shreyans has sold about 300 units over the last three plus years it has been in the market and on the face of it this might seem par for the course, when one compares the fact that Harley-Davidson has pushed over 1200 units in under 15 months and even the likes of Hysoung has managed to nudge close to the 1000-unit mark, but it was apparent that Ducati needed to think laterally. Not just for India but also for other India-like markets where pricing was key without damaging the basic core values and strengths of the brand.

Say hello then to an all-new creation cobbled together by the explicit means of rummaging through the parts bin at Borgo Panigale. Throw in some of the most experienced product planners within the firm to unravel legislation in the developing world and put together a product that was easy to do, didn’t cost the earth and more importantly played true to the firm’s sporty performance oriented creed. The bike which then emerged from this nifty piece of dancing to a well orchestrated tune is the Monster 795, a bike which is pure Ducati, pukka Monster and delectable to own and ride. First the bare bones of the machine, which you see, draped all over this feature. Finished in Italian racing red, the bike looks fiery and purposeful and has that 'come hither, let's scrap' look about it which has always been the sterling hallmark of Galluzzi’s legendary design.

First off for beginners, the very manner in which the bike has moved from 796 to 795 for Asia is class personified and while the exotica of a single-sided swingarm, different spec tyres, small tasty bodywork on the instrument cowl and seat unit have been dispensed with, the rest of the machine is all finely developed muscle and lithe and agile yet not giving away anything in performance to the higher priced 796. If this is the way Ducati is going to do its business here in India (and in Indonesia, Thailand, Malaysia, Vietnam, China, etc) I think it just has to keep on adding more to its numbers every year. In fact, I also see the Monster doing brilliantly in its 795 avatar even in markets like Oz and NZ plus South Africa because the lure of the Ducati brand at a mouth-watering price is irresistible.

Ducati Monster 795 Gallery

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At the heart of the 795 is the trellis chassis from the 696 and that is more than adequate for the suspension at both ends and the performance from the air-cooled fuel injected 803cc vee-twin from the 796. In fact, the nature of this bike with its slightly upright riding position and good controllability means the 88 horses are a delight to get galloping than having to fight them! In tight traffic conditions with slow moving city traffic this is a pretty significant character trait but one which is added to explosive mid-range grunt and a very strong top end thrust. Overall the small and low set 696 chassis is a good fit for what Ducati has in mind for small built Asians and the low seat height plus the wide handlebars and the epitomised ergonomic layout replete with finely positioned footpegs make for a bike that is all ease to ride. If anything the bike I got to ride in Thailand during its Asian launch impressed all along but like a few others I wished that the handlebars were pulled in slightly towards the rider rather than being so wide. Even though the bars are now positioned slightly higher than on the 796 and the seat height has been dropped, it makes for a very comfortable stance and this coupled with the compact proportions makes the Monster something just right for the region.

Thailand’s Hua Hin city, some three hours away by road from Bangkok was the venue where the 795 Monster launch session as held. It entailed a 180km stretch of road via fast highways, slightly hilly tracts and city roads of course. That we had super service on offer from start to service was the revelation – none other than the best police outriders who do service as fast escorts for the King of Thailand were there to clear the roads ahead of us and also to make sure that none of the oncoming traffic misbehaved. It was too good to be true but in the midst of the pleasure the 795 Monster was dishing out, one didn’t quite appreciate what the other was delivering! The onus of the trellis frame and its 1450mm wheelbase was to make for a stiff yet planted stance made even more effective given the 43mm dia Marzocchi upside-down front forks coupled to the single Sachs unit adjustable for both preload and rebound.

The 24-degree steering rake and that 87mm rake contribute to a bike with nimble and agile manners. While the 796 comes equipped with Kayaba shocks up front, another value engineering aspect came with the Marzocchis but having ridden the bike quite aggressively I can confirm that the Marzocchis are capable enough to hold their own in our conditions. Along with the red-painted steel trellis there is also a cast aluminium sub-frame (finished in black) at the rear that helps to provide the seat support and the hangars for the tail light and the number plate. The double-sided swingarm is a large section rectangular item with ample bracing to give it strength and also to make for good neutral handling characteristics.

The 795 Monster comes with lightweight three-spoke cast aluminium-alloy wheels wearing Pirelli Angel ST rubber front (12/60-R17) and rear (160/60-R17). These tyres are again well matched to the overall suspension geometry plus the character of the machine, which is to induce a feelgood yet practical appeal for a bike that will define the brand in the region. Brakes are another strong point on the machine; twin 320mm dia semi-floating rotors gripped by 4-piston Brembo calipers do duty up front while a single 245mm dia disc with twin piston Brembo calipers is the retardation unit at the rear. While the 796 has the option of ABS, this feature hasn’t made the specifications list for the 795. 

Overall the looks of the Monster carry that Galluzzi feel right through and the design hasn’t aged at all – makes one wonder why not many praise Galluzzi in the same way they do Massimo Tamburini because the Monster has been an evergreen design and it just gets better and better for more and more new riders and converts to Ducati’s cause. Of course there have been tweaks and much of this is subtle in a scallop here and a slight angle there but overall the same taut feel to the whole has been carried through and it is only in the areas of the head light treatment and that smallish instrument console that one finds a slight difference. The overall whelming front end thrust is yet there but with the revised ergonomics this is not a daunting aspect at all. Maybe the one thing that I think could have done differently on the bike was to get better control levers but then this is something which I have had to say about the 1199 Panigale as well!

Ducati Monster 795 Gallery

Swing a leg over the saddle and you feel good at the way you tuck into the bike, with both feet firmly planted on terra firma and not too much of a stretch to the handlebars. There is good movement on the saddle should you want it when trying to carve corners and also to hold you firmly when you hit the front anchors. It is all about good feel and poise on the bike when on the move and this feeling you get from the very first moment you get on to the machine. The handlebars which are rubber mounted do not feature weighted bar ends and I think this needs to be done ASAP because there is a slight incidence of vibes at low revs and yet staying with the handlebars (an item sourced from India mind you to the Italian firm’s design) I would have liked them to be angled towards the rider so that it would afford even better control.

The switchgear is good and easy to operate and feel and while pottering around through town the riding position is comfortably sporty. The heart of the 795 Monster is of course its 803cc Desmodue motor that is again honed and refined with internals taken off other engines in the Ducati stable. Featuring cylinder dimensions of 88mm x 66mm, this air cooled motor features a light-weight flywheel taken off the 848 Streetfighter to help keep the motor spinning at the right revs with not much snatch and to help the engine keep its edge over long distance running, Ducati has also sensibly provided an oil cooler. The engine features a Siemens-built electronic fuel injection system having a 45mm throttle body and there is a lightweight (2 into 1 into 2) exhaust system packing in catalytic converter and twin lambda probes. The engine is Euro 3 compliant and runs with a 11:1 compression ratio in keeping with the fuel quality available in the region. The Desmodue motor is good for 88bhp (at 8250rpm) while being strong in the lugging department as well thanks to 78Nm of torque being produced at 6250rpm.

One of the big things on Ducatis in recent times is the adoption of the wet clutch from the earlier dry clutches that used to clatter quite appreciably. On the 795 there is an APTC wet clutch with mechanism to induce slipper-type performance, which is so beneficial when one engages in heavy braking and yet helps to keep the rear end in line with the front. If that is not all, the feel on the clutch lever is even more positive and light making for easy operation in the daily commutes. In these days of absolute adherence to weight reduction, the Ducati boffins have done what they could to lightening the innards and that wet clutch does effect some weight saving as does the adoption of completely new crankcases that go on to save 1.2 kilos over the smaller 696 engine! Well, so much for the make-up of the bike and its motor but the pleasure of thumbing the starter button and getting the vee-twin to bark into life is one of those motorcycling joys which you want to savour over and over again. There is a mild shake at start-up but once the engine sets into its idling rhythm and a slight but firm hold on the throttle induces the vibes to be erased. While the handlebar is rubber mounted the incidence of vibes is yet felt but interestingly there are no irritating vibes when it comes to the seat or the footpegs. Certainly something for the Ducati boffins to look at, in detail!

Getting a move from Hua Hin necessitated a ride through the main thoroughfares of that town for about 12 kilometres before one turned off on to the main highway linking the sea resort of Kui Buri which was the turn around point at 90km on the outward stretch. While early morning traffic was light, the ability of the bike to induce confidence and make the rider comfortable was to set the tone for the rest of the ride. One could immediately grasp the fact that the weight distribution of the 795 along with the comfortable riding stance had to play a large role in getting the best out of this machine. In no manner is it extreme and even its looks are now the mellow pleasing sort but yet have the tenuous feel as if it is looking to spring on any unsuspecting prey! 

Carving through the traffic is a joy and the motor plus the light clutch action are key elements in the feelgood zippiness in urban areas. Here is where I longed to have the handlebars slanted inwards towards me but with the kilometres being piled on the Monster turned out to be even friendlier to gel with. The minimalist street rod styling belies the cornering ability of this machine which is so neutral and superbly planted that you want to try various lines through fast or slow corners safe in the thought that a simple roll off of the throttle could help right things should they get out of hand. One doesn’t need to fight this machine at all, rather will it gently in time honoured motorcycling manner of shifting one’s weight on the saddle; and with a little body English this bike responds almost telepathically to its rider’s intent.

I mentioned weight distribution but I should also have mentioned the overall dry weight of the bike, which at 167kg is easy enough for most bike users. And with the 88 horses from this Latin lovely, the impressive torque thrust from low down is sheer joy to explore as one goes up through the six-speed ’box. In fact, cog selection was precise and neat and the light, well weighted clutch action (early Monsters had heavy clutches and were a pain to use in city traffic) only heightened the comfort factor for the rider and made it easy to take the bike to its limits. The power comes in strong from around 3000rpm and while there were some who cribbed about shudders and judders in the low revs, there was no difficulty in maintaining a steady beat through town when slotted in top gear. In fact, on the run back into Hua Hin on the return leg when the traffic had increased appreciably, I was able to ride the entire main stretch in town in sixth gear and the bike was just breezing along at a steady 2500 to 3000rpm, unstressed and very relaxed. I think the trick is to have that light right hand and yet not try to be funny on the saddle, hunched into a racing crouch and trying to live the part of a road hooligan. This bike rewards the riders with good manners and then takes them to another level of pleasure altogether. The grippy nature of the Pirelli Angels also contributed to the feel good aspect though in town when the sun was blazing hot, one could find the tarmac viscosity just getting liquidity and even then the tyres were able to hold on.

Ducati Monster 795 Gallery

One of the best bits about the bike is its road-holding as well as its delectable dynamic behaviour. The progressive action of the rear suspension with its 148mm of suspension travel is key to the stability of the machine and the way it soaks up bumps and ridges with ease is the one confidence inspiring aspect. The Marzocchis up front also have their strengths and it takes a lot to upset them even when at full tilt cornering. It might be a point and squirt machine for the urban environ but it is equally capable and potent when one hits the highways for that was what Ducati lined up for us to do. The oil cooling is a good thought because this is a bike that one can bike on for long stretches and the only inhibitor could be its 15-litre fuel tank. While I have next to no indication as to the fuel efficiency of the Desmodue motor, I can say that it will take you to Mumbai from Pune on a tankful but with great pleasure and performance thrown in.

The torquey Desmodue engine pulls from very low revs and with the strong mid-range punch which is the hallmark of the two-valve vee-twin engines, and it can just give you an exhilarating experience once you get into the groove and go corner carving as well as mile munching. The bike can zip from standstill to 100km/h in a shade over 4.0 seconds and on to a top speed nudging 200km/h. In fact, even with slightly strong side winds on the run back to Hua Hin from Kui Buri, I did see 180km/h on occasion but for long durations we were all zipping in the 150-160km/h zone quite comfortably and the bike seemed to have much in reserve which is always a good thing.

When the Monster first hit the eyes and minds in late 1992, early 1993, it was seen as an alternative to the Harley-Davidson set. When it hit the roads and impressed with its usability and also the fact that it gave a wider audience to join the Ducatisti, it added an all-new dimension to motorcycling, which has just thrived on to this day. And with new age smart measures which effect the bottom as well as the top line of the firm’s balance sheets, opening up new markets is where this Italian firm has to go before many others in its exalted position. The 795 Monster wins and wins big because with the India-Thailand FTA due to take effect any time soon, getting a Ducati for Kawasaki money (Rs 5.99 lakh, ex-showroom Delhi) is indeed an intoxicating mix. Shreyans has informed that this introductory pricing will be fixed for the first 300 units to come to India so better hurry and get on to that list. I know for I have just cancelled my order for the 796 and plumped for the 795, thus saving me an appreciable Rs 3,00,000! No more explanations are needed, this designer Desmo has the brio to ride and deliver as well as any other in the Ducati range.

Now if only Rossi can get back to winning ways in MotoGP it would be Monstrous!

Ducati Monster 795 Gallery