2024 Ducati Monster Plus: Review, Pricing, And Specs

Off a fresh update, the Monster legacy continues with the Monster Plus

Ducati's monstrous bike from Bologna, the Monster base model, was on the receiving end of a fresh sprucing up for MY2024. This is off the change last year when the factory saw fit to make the Monster Plus the new base-model Monster in the U.S. market. The Monster Plus is a sort of “everyone's” bike as it's suitable for newer riders looking to progress in the sport-bike category, yet fun and fast enough to keep experienced riders entertained.

Compact and light, the Monster Plus pairs exceptional performance with advanced electronics that help keep it under control and manage its great potential. To make the magic happen, Ducati plugs its proven Testastretta 11° engine into a superbike-inspired framework to complete this magnificent naked-sport machine. A new white paint scheme allows the MY24 Monster Plus to stand out from its kin visually if you like, or you can run with one of the two recurring colorways.

The Monster line first saw light of day back in 1993 and quickly made a name for itself as a fun and capable naked-sport. Naturally, it benefited from the Italian eye for style and so it brings a muscular grace to the table that is difficult to match and even harder to beat.

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Expert Opinion: The iconic Monster legacy lives on in the updated Ducati Monster Plus. The 937 cc Testatretta engine and nimble chassis deliver a lively ride in a bike for both entry-level and experienced riders.

The beating heart in the Monster Plus is the proven Desmodromic Testastretta 11° V-twin engine. As its name indicates, this engine brings something to the table that is rare indeed, the Desmodromic valvetrain. Rather than using the common valve spring for poppet closure, which is an arrangement prone to the effects of harmonic valve float at high rpm, this engine has a pull-closed cam opposite the push-open cam for positive closure that eliminates the problem. This makes it more reliable, even when you're flogging it.

Each head sports a quartet of poppets for efficient aspiration. Majorly oversquare, the engine runs a 94 mm bore and 67.5 mm stroke for a total displacement of 937 cc and sizzling-hot 13.3-to-1 compression ratio that'll demand supreme pusholine to prevent misfires and run-on at shut down. Liquid-cooling gives it good stamina even under hard use and hot conditions, and helps to attenuate some of the mechanical noises that may otherwise escape the mill.

The 2024 Ducati Monster Plus produces 111 horsepower and 69 pound-feet of torque. That's on a 414-pound bike, so you can see from whence the fun comes. A slip- and self-servo clutch adds a mechanical safety net that decouples the transmission from the engine to prevent excessive backtorque that would cause the rear wheel to hop or slide. It's running a six-speed gearbox with a tough chain-type drive and a final-drive ratio that turns out a Monster Plus top speed around the 140 MPH mark.

The electronics are extensive and reflect a bike meant to dominate the streets and be competitive on the track. Riding Modes allow for broad personality changes while Power Modes let you dial in the power delivery specifically. Ducati's own Traction, Wheelie, and Launch Controls help you nail the holeshot with blistering acceleration up the range through the Quick Shift feature. That's enough gadgetry to let you master the Monster and keep it dirty-side down no matter how you plan to use it.

Engine

Liquid-cooled, Testatretta 11°, V2 - 90°, 4 valves per cylinder, desmodromic valvetrain

Displacement

937 cc

Bore x Stroke

94 mm x 67.5 mm

Compression

13.3:1

Power

111 HP @ 9,250 RPM

Torque

69 LB-FT @ 6,500 RPM

Fuel System

Electronic fuel-injection system, 53 mm throttle bodies with Ride-by-Wire system

Final Drive

Chain, front sprocket z15, rear sprocket z43

Clutch

Slipper and self-servo multiplate wet clutch with hydraulic control

Gearbox

6 speed

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As good-looking as the Monster line is, form still follows function, and so like a bobber or gasser, the abbreviated bodywork has nothing of the superfluous remaining to weigh the bike down. It starts right up front with a fender chopped down beyond what I would have considered to be minimal for function. Credit where it's due, it does have minimal surface area for minimal drag which is the whole point of the design.

A single roundish headlight sports dual-level LED projectors complete with a DRL ring for improved visibility to the rest of the world during daylight hours. There's a teensy-weensy little flyscreen, but it's really just part of the housing for the color 4.3-inch digital TFT instrumentation that follows close behind and doesn't actually have a significant effect on the wind while underway.

Rather than forcing you into a race-like riding posture, the Monster Plus comes with short handlebar risers and a short-rise handlebar to provide a bit of lift for your upper torso, so you can adopt a more comfortable upright riding position. Here we find a nice little bonus in the ready-for handgrip warmers that'll help to keep your hamburger shovels from freezing during cold rides, and potentially extend your riding season a bit, if you have one.

The 3.7-gallon fuel tank adds to the flyline. It has a flange-like structure that affects airflow ahead of generous knee pockets that enable the most extreme body-English moves. This pulls the sides of the tank rear inward toward the narrow waist that couples with the low, 32.3-inch high pilot's seat for an easy reach to the ground when you go to deploy them Lamborfeeties. If you need it lower, a lower seat and shorter suspension combine to drop the seat down to 30.5 inches off the deck, which is low indeed for this sort of bike.

As it sits, the seat pulls the pilot down into the bike, while an offset to the pillion pad contains your butt and lifts your passenger for a better view and airflow. The molded taillight forms the tip of the tail, while the rest of the gear in the rear mounts to a minimal rear mudguard assembly.

Seat Height

32.3 in (31.5 in accessory low, 30.5 in accessory low and low suspension)

Wheelbase

58 in

Fuel Capacity

3.7 gals

Curb Weight

414 lbs

Dry Weight

366 lbs

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Ducati takes the stressed-engine format to the Nth degree with frame sections that bolt up to the structural drivetrain at both ends. Starting with an aluminum-alloy front frame section, it sets a steep, 24-degree rake angle with a short, 3.7 inches of trail that contributes to the Monster's agility significantly with quick flicks and willing reversals.

Öhlins forks, which are gold anodized and developed through World Supersport experience, bring the full trinity of tweaks to the table. Out back, a preload-adjustable, coil-over monoshock takes care of business with a yoke-style swingarm to finish the bones. Suspension travel measures 5.1 inches and 5.5 inches at the front and rear, respectively. That's generous for a street bike and leaves plenty of room to squat in the corners.

Cast-alloy rims run with blackout paint, but with a Ducati Red swath that makes for a nice visual when rolling at slower speeds. The rubber is serious business with Pirelli's Diablo Rosso III hoops in a 120/70-17 ahead of a 180/55-17, with a “Z” speed rating that'll handle everything the Monster can dish out, which is clearly considerable. Serious “go” rates serious “stop,” so the Monster Plus comes with dual, 320 mm discs and four-bore, Brembo M4.32 monobloc calipers up front. A 245 mm disc and twin-pot Brembo anchor take care of business with a stock cornering ABS feature that completes the safety-electronics suite.

Frame

Aluminum alloy

Swingarm

Aluminum double-sided

Front Suspension/ Travel

43 mm USD fork/ 5.1 inches

Rear Suspension/ Travel

Progressive linkage, preload adjustable monoshock/ 5.5 inches

Rake

24°

Trail

3.7 in

Front Wheel

Light alloy cast, 3.5” x 17”

Rear Wheel

Light alloy cast, 5.5” x 17”

Front Tire

Pirelli Diablo Rosso III 120/70 ZR17

Rear Tire

Pirelli Diablo Rosso III 180/55 ZR17

Front Brake

Dual 320 mm semi-floating discs, radially-mounted Brembo M4.32 monobloc 4-piston calipers, radial master cylinder, Corning ABS

Rear Brake

245 mm Brembo 2-piston floating caliper, Cornering ABS

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MSRP on the 2024 Ducati Monster Plus starts at $12,995. That's for the Ducati Red package. If you prefer the Aviator Gray colorway you'll pay $13,295, and for the same price the factory added an Iceberg White package with a red seat that really pops.

Features

4.3” color TFT display, Ride Modes, Power Modes, traction control, wheelie control

Warranty

24 months, limited warranty

Colors

Ducati Red, Aviator Grey, Iceberg White

Price

Red: $12,995, Grey-White: $13,295

There's no shortage of competition in this bracket. Able to draw from other areas of the world for the competition, I landed on the Honda CB1000R Black Edition and 890 Duke R from KTM.

Expert Opinion: The iconic Monster legacy lives on in the updated Ducati Monster Plus. The 937 cc Testatretta engine and nimble chassis deliver a lively ride in a bike for both entry-level and experienced riders.

Expert Opinion: The Honda CB1000R Black Edition with its classic Neo Sports Café styling carries modern electronics and a high-performance engine. Agile handling and sport-oriented ergonomics promise an exciting ride.

On the CB1000R Black Edition, the Honda factory isn't kidding. This thing is black-on-black-on-black, with just a few bits of bright piping to set the engine apart from the black hole under the fuel tank. Honda's bodywork is sparse with a front fender that rivals the Monster in size, or lack thereof as the case happens to be, with an equal amount of engineering across the board.

The knee pockets on the tank should serve as an indicator of its sportiness, and the engine backs up the looks with 121.8 horsepower and 68.8 pound-feet of torque against 111/69 to leave the Honda with a slim power advantage. The suspension is pretty much a wash, as is the brake hardware, though Honda slips in the ABS with a vanilla variety of anti-locks rather than the corner-sensitive sort Ducati brings to the table.

Pricing is likewise close with a $12,999 sticker on the CB1000R with a difference that doesn't really make a difference. You can choose between black, black, and black.

Expert Opinion: The iconic Monster legacy lives on in the updated Ducati Monster Plus. The 937 cc Testatretta engine and nimble chassis deliver a lively ride in a bike for both entry-level and experienced riders.

Export Opinion: KTM calls it the "Super Scalpel," but riders call it fun. The 890 Duke R is a sporty middleweight naked sportbike with agile handling and top-shelf electronics. Powered by the 889 cc parallel-twin developed from the same engine as the 790 Duke, the 890 packs more punch with a higher rev limit, more horsepower, and more grunt for a high-performance ride.

The Austrians toe the naked-sport line with the 890 Duke R build, and it is clear that the engineers are playing from the same sheet of music with chopped-down fenders, aggressive design features, and top-tier electronics. Performance is clearly a front-burner concern, and so the engine puts out 119 horses and 73 pounds o' grunt for a slim advantage in brute force.

Ride Modes and Motorcycle Traction Control come standard, and it comes ready to receive the optional quickshifter and Track Mode feature if you want to spring for them. The pricing is close enough to suggest a conspiracy with a $12,949 sticker on the Duke. Like the Monster, it's equally at home on street and track, and you can consider it a street-legal track bike even if you never actually get on a track proper.

“Essential. Primal even. The Monster Plus appeals to my inner peg-dragger in a way that few other builds can. The Italians waste not an ounce to leave the Monster as lean as a snake and mean as one as well, but the electronics tame the beast as much or as little as you like, so you can mix and match based on skill and inclination. In spite of what the factory says, I'm not so sure that this is a good bike for a beginner, more like a good first or even second upgrade.”

My wife and fellow motorcycle writer, Allyn Hinton, says,

“There's not a lot different between the Monster and the Monster Plus. The Plus adds a small flyscreen and a seat cowl, making it look a bit more sporty. An evolution from the early models bearing the same name, it's still a Monster, capable of delivering a lively ride.”

“I have to disagree with my husband, though, on whether the Monster Plus is a good bike for beginners. Yes, it has enough power to get an inexperienced person into trouble, but it is manageable for a responsible rider and the bike itself is easy to handle, so you won't have to wrestle it on the street or in the parking lot.”

TJ got an early start from his father and other family members who owned and rode motorcycles, and by helping with various mechanical repairs throughout childhood. That planted a seed that grew into a well-rounded appreciation of all things mechanical, and eventually, into a formal education of same. Though primarily a Harley rider, he has an appreciation for all sorts of bikes and doesn’t discriminate against any particular brand or region of origin. He currently holds an Associate’s degree in applied mechanical science from his time at the M.M.I.