Bike Review | 2023 Ducati Monster SP

The new Monster divided Ducati fans globally. A radical change from the traditional Trellis framed Monster range, first introduced in 1993 as the M900, which would go on to be the best selling Ducati model in history, saving the brand. We put the Monster SP to the test…

The new Monster SP feels more like the Streetfighter, like a big Motard, than it does a nakedbike. But it is brilliant, one of the best Ducati models we’ve ridden. Jeff has tested pretty much every Monster since 2001, and rates this one highly.

When the M900 was created by Miguel Angel Galluzzi and released in 1993, I was still a pimply faced 17-year-old apprentice. I was busy riding two-strokes, and had no interest in four-strokes, but I do recall seeing the M900 and being blown away by it. There was just nothing quite so wild without fairings! We only got a measly 40 M900 models to sell here in Australia that year… but things changed in years ahead, the bike became hugely popular Down Under and Ducati’s best seller globally.

The Ducati Monster M900 was the saviour of the companies finical issues.

Rather surprisingly, the 185kg declared dry weight for the unfaired M900 was actually a couple of kilos more than the faired 9008S’s.

My Monster journey started way back in 2002 when I was Staff Journo at Two Wheels and Streetbike magazines. A few fun track days and nakedbike shootouts and I quickly became a fan of the Monster. Over the years owning Rapid Bikes from 2004 onwards, and BR, I got to ride some really nice versions, some customised, some top spec factory models, all of them full of character and pretty fast too!

Read and watch all of our Ducati Monster tests here...

The 2017 Monster 1200 remains to this day my all-time favourite Monster, you can read the review here, but another highlight was way back when I tested the Monster S4R in the early 2000s. That was a weapon, particularly for the day, but the 1200 and 1200 S from 2017 onwards was a wild beast! There have been lots of versions and capacities since, but now we only get the 937cc Testastretta 11º.

Jeff on the Ducati Monster 1200 S.

Ducati’s Monster S4

Jumping to 2023, I personally have no issue with the Monster losing the Trellis frame. It’s still a Monster to me, but it does have a more Japanese styling and blends in with the Japanese and Chinese nakedbikes now, whereas for the previous three decades it stood out from the crowd. I will say, from a styling point, I also feel that the glorious V-twin should be shown off, not hidden beneath black plastic.

The SP version gets Ohlins forks, Brembo Stylema calipers, Pirelli Diablo Rosso IV tyres, Termignoni muffler, sports seat and graphics, steering damper, and Ohlins shock. It arrived in May for $23,200 Ride Away.

Zane tested the standard Monster 937 back in January and you can read his review here... He rated the bike but discovered it fell short in the handling area, particularly the performance of the shock was not up to scratch. Engine and electronics were a highlight, but Zane was left wanting more from the chassis, particularly after stepping off the Streetfighter V2 and rating that highly.

Zane tested the standard Monster earlier this year.

Jeff Ware and Kaori Asakami with the Testastretta 11º powered duo.

First Birthday party celebrations at Ducati Sydney.

First Birthday party celebrations at Ducati Sydney.

I picked up the Monster SP from Ducati Sydney, which is right near Ducati HQ and where the press bikes are prepped and handed over. I had a chat to the team, and Gabriele Giorgi gave me a really comprehensive rundown on the bike. A week later I’d drop it back after an all-day ride and enjoy their birthday party, with woodfired pizza, cold drinks, great music and a fun afternoon.

“Up at 70 and 80km/h the SP feels great. Not much wind protection from the tiny bikini fairing, but I’m comfortable.”

On the ride and at Ducati Sydney I was joined by Kaori Asakami and her SuperSport S the cousin of the Monster SP. It was a good test, a bit of everything. One thing that was in the back of my mind was the question, ‘Has the SP tag had been devalued compared too old?’ I needed to do a comprehensive test and take a good look at the spec and upgrades comparing modern to retro.

In the 1990s and SP version of a Ducati, or some other performance models from other brands, generally meant really high-end kit like dry clutch, flat-slides, forged wheels, loads of carbon, race ECU or ignition, adjustable steering-head angle and swingarm pivot and more… These days, bikes are already so decked out, the hop ups are quite a lot less…

Upgrades for the SP over the stock Monster 937 are good. The SP version gets Ohlins NIX 30 forks, Brembo Stylema calipers, Pirelli Diablo Rosso IV tyres, Termignoni mufflers, sports seat and MotoGP graphics, a steering damper, and Ohlins shock. Seat height is up 20mm (ride height 25mm) and the steering angle sharper while trail is slightly reduced. Weight is a few kg down, too…

A Ducati SP used to be a super special edition motorcycle, these days bikes are already pretty well equipped as standard.

The SP seat is 20mm higher than standard.

The SP has a steering damper.

Ohlins NIX 30 forks and Brembo Stylema calipers.

Ohlins shock.

Road legal Termignoni mufflers.

I’m told it also has a slight re-tune over the standard model, but I can’t expand on that as there is no further info I can find. There are three modes, Road, Sport and Wet plus there are individual settings to those available, however, I stuck to the presets which are smarter than me anyway! If I had the opportunity to track test the SP, I may have customised them to suit. I was happy with the presets.

The Monster SP is in its happy place when being pushed. It balances the compromise between soft road comfort and firm support for cornering and braking really well. The harder you push, the better the Ohlins feels, to a point.

THE RIDE
I settle with the SP quickly, it suits my riding style and my size. It is tall, really tall, very narrow and has easy to use standard Ducati switchegear and menus. The dash is neat, but some of the digits are a bit small for my ageing eyes to read… Rolling off up the road, it is sharp steering, tall, well balanced and plenty punchy on the throttle.

Read the history of the Ducati Monster here and the M900 test here…

In town in Road mode the SP is smooth, I’m using Road mode, and the the initial throttle response is dulled but there is no throttle snatch. The two-way quickshifter is a dream and even at low speed, it is precise and light. The clutch, however, is really heavy with late take-up. This means I’ve already stalled the SP a few times off the lights as a result.

Through the twisties, the SP is light, nimble, flickable and the Ohlins is really good when pushing hard.

Good rider triangle for taller riders.

Plenty of feel from the front-end.

I’m out of the city and more into the suburbs and with speed limits up at 70 and 80km/h the SP feels great. Not much wind protection from the tiny bikini fairing, but I’m comfortable. Jumping on a tollway and settling into 110km/h, some vibes arrive through the footpegs and ‘bars. It’s annoying and my hands are going to sleep. Upping the speed a little, or shifting back a gear, helps smooth it out. In saying that, big miles aren’t what the bike is about and short freeway stints are more than bearable.

“The seating position lends itself to hanging off or sitting more central and moving the bike around, whatever makes you feel more confident.”

Hitting the corners is what I’m excited about. Yes, the SP is fun in town and an urban environment, which is part of what these type of nakedbikes are all about, and with the streetfighter/motard cross ride position the SP really is fun in the city, but it’s the corners that call for Brembo, Pirelli DRIV and Ohlins! I start to push and the SP makes sense. The awkward feeling as it transitions from upright to semi-lean is gone, as I transition straight past that and carry more lean angle, and the SP feels great.

It’s the corners that call for Brembo, Pirelli DRIV and Ohlins!

With a bit of weight shifted over the front, the SP responds with good feedback from the front tyre and with the narrower 180-section rear tyre, corner speed is fast, and change of direction through my favourite esses is light and quick. It loves being on its side, too, and has decent lean angle before my toes touch the tarmac. The seating position lends itself to hanging off or sitting more central and moving the bike around, whatever makes you feel more confident. All up, the SP loves the corners.

“The SP has a steering damper, and is super stable even as I stretch the throttle in Sport mode off bumpy turns, the handlebars remain solid.”

The Ohlins suspension gives intimate feel and I haven’t ridden on top shelf suspension for a while, so it’s even nicer to feel. As I push more on the smoother, grippier sections, I find it is a bit too soft at both ends. But up the road when the bumps start, I appreciate it. It is just sublime… sitting mid stroke and soaking everything up, while still keeping the bike balanced. Combined with the Brembo Stylema calipers and the Pirelli DRIV, the front-end feels unflappable. One finger braking into turns never felt so easy… a dab here and there to tighten the line or wash speed off… the quality pays off here.

Testastretta 11º.

Journo food. My traditional servo stop.

Awesome compact dash, bit hard to read for old farts like me.

Excellent two-way quickshifter.

The SP has a steering damper, and is super stable even as I stretch the throttle in Sport mode off bumpy turns, the handlebars remain solid. Being a tall bike, and me being a tall rider, the hard straight-line braking has me getting the bike all out of balance. I have to ease the brakes on, and get my weight low, then the SP stops with stability is short distances. Out the back, the rear stopper feels pretty dead, but it’s enough to help with cornering and balance. The footpeg positioning is good for moving around, but the seat is narrow and short, locking me in a bit too much.

“The traction control obviously works very well as the DRIV is hooking up no matter how hard I punish the throttle”…

The electronics package must be good. I’m pushing hard and can’t feel any intervention from the ABS system, while on the gas out the back, the traction control obviously works very well as the DRIV is hooking up perfectly no matter how hard I punish the throttle. I love the revvy nature of the Testastretta 11º and keeping it up around the 7500 to 9000rpm range is a blast and more than enough for a quick blat on a twisty road. It feels like it has more than the 111hp it produces. Acceleration is brisk.