Ducati Monster 2026: New V2 Power and Return to the Core Essence

Few motorcycles have left such a lasting mark on the history of naked bikes as the Ducati Monster. When the first Monster was unveiled at the Cologne Intermot in 1992, it was a provocation: stripped of fairing frills, uncompromised—just engine, chassis, and character. This uncompromising idea turned the Monster into an icon. Across generations, from air-cooled two-valve engines to the Desmoquattro and Testastretta eras, it remained true to itself, even as technology, performance, and electronics evolved. With the fifth generation for the 2026 model year, Ducati is opening a new chapter. The new Monster is not a facelift but a completely redeveloped motorcycle featuring a new engine, new chassis, and modern electronics architecture. The goal: greater lightness and accessibility.

At the heart of the new Monster is the all-new 890cc V2 engine with a 90-degree cylinder angle. It is the lightest twin-cylinder engine Ducati has ever produced for production, weighing in at just 54.3 kg in the version specifically tailored for the Monster. This makes it a full 5.9 kg lighter than the previous Testastretta Evoluzione.

The technical centerpiece is the IVT system (Intake Variable Timing), a continuously variable control of the intake valves. Unlike traditional variable timing systems, IVT operates seamlessly, constantly adapting to engine speed, load, and throttle position. This is designed to eliminate the classic compromise between low-end torque and peak performance at high revs.

The result is an exceptionally smooth power delivery. Over 70% of the maximum torque is available from just 3,000 rpm, and between 4,000 and 10,000 rpm, more than 80% is on tap. Peak power is 111 hp at 9,000 rpm, with the rev limiter kicking in at 11,500 rpm. Maximum torque is 91.1 Nm at 7,250 rpm. These figures are very similar to the predecessor, which also had 111 hp but required 250 more rpm to reach it. However, due to the slightly smaller displacement of about 50cc, there's a 2 Nm reduction in torque to be accepted. The variable valve timing is intended to somewhat offset this displacement disadvantage.

The new V2 is not only powerful but also efficient. Thanks to optimized combustion, reduced internal friction, and Euro5+ homologation, it impresses with low emissions and reduced operating costs. Particularly noteworthy: the valve clearance only needs to be checked every 45,000 kilometers, an outstanding benchmark in this segment.

Power delivery is handled by a six-speed gearbox equipped with Ducati Quick Shift 2.0, first introduced in the Panigale V4. Shifting is managed exclusively via the gear sensor on the shift drum. The oil-bath-lubricated anti-hopping clutch operates hydraulically and progressively, reducing the required hand force by 15%.

For A2 license holders, Ducati also offers a restricted version with 43.5 hp and 49 Nm of torque.

The new Monster is built on an entirely new technical platform where the engine serves as a load-bearing element. The core is a monocoque structure made of cast aluminum, weighing just 4 kg. It fulfills multiple roles: frame, connecting element, and airbox.

The V2 is directly integrated into the monocoque structure with the vertical cylinder head. This design reduces components, lowers weight, and simultaneously increases structural rigidity. The system is complemented by a rear frame made from a hybrid construction of steel and glass fiber-reinforced polymer (GFRP), providing targeted stability where needed—without unnecessary mass.

The result of this dedicated lightweight strategy is a ready-to-ride weight of just 175 kg without fuel—four kilograms less than the previous model. Combined with a wheelbase of 1,492 mm, a steering head angle of 23.3°, and 92 mm of trail, it is designed to deliver handling that is equally agile, neutral, and stable.

For the suspension, Ducati relies on proven components from Showa, tuned for maximum versatility. Up front, there's a 43mm upside-down fork, while the rear features a side-mounted Showa shock absorber that connects directly to the swingarm, offering easy access to preload adjustment. However, this is the only adjustment option, as the damping settings are not adjustable.

Special attention is warranted by the new aluminum double-sided swingarm, produced using low-pressure casting. Its sharply tapered shape is inspired by the Hollow Symmetrical Swingarm of the Panigale V4. The advantages are said to include improved mechanical grip, higher stability during acceleration out of corners, and very precise steering and line-holding behavior.

The Monster rides on lightweight alloy wheels (3.50 x 17 inches front, 5.50 x 17 inches rear) and comes standard with Pirelli Diablo Rosso IV tires. The combination of 120/70 at the front and 180/55 at the rear offers a balanced blend of agility, feedback, and grip—both in urban settings and on challenging mountain passes.

The braking system is entirely supplied by Brembo, combining high performance with excellent everyday usability. Up front, two 320mm brake discs are slowed by radially mounted Brembo M4.32 monoblock four-piston calipers. The system is controlled by a Brembo PR18/21 radial master cylinder, providing a clear and precise pressure point feel.

The brake pads used are specifically tuned for the Monster. They reduce initial aggressiveness in favor of finer modulation, a clear advantage in city traffic, without compromising maximum braking performance. At the rear, a 245mm disc with a twin-piston caliper is employed.

The system is supported by a cornering ABS that can be configured in three levels, ranging from maximum safety to a sportier, more aggressive setup for experienced riders.

The new Monster features a state-of-the-art electronics package, with control strategies directly adopted from the Panigale V2. The foundation is a 6-axis IMU that captures roll, pitch, and yaw movements in real-time.

Standard features include:

• Cornering ABS
• Ducati Traction Control (DTC)
• Ducati Wheelie Control (DWC)
• Ducati Quick Shift (DQS) 2.0
• Engine Brake Control (EBC)

All systems are linked through four riding modes: Sport, Road, Urban, and Wet. Each mode adjusts power output, throttle response, and the intervention level of the assistance systems. Riders can customize all parameters individually and reset to Ducati's factory settings at any time.

Operation is handled via a new, flower-shaped joystick on the handlebar and a 5-inch TFT color display in a 16:9 format. Two display modes (Road and Road Pro) with an automatic day/night setting ensure optimal readability. Bluetooth connectivity, the Ducati Multimedia System, and turn-by-turn navigation are available as optional extras.

Even though, in today's world of 200 hp rockets, 111 hp might not raise eyebrows, this engine truly suits the Monster. Thanks to the well-tuned variable cam timing, the engine starts to pull strongly from 3,000 rpm. From 4,000 rpm onwards, it really kicks in, delivering solid thrust with 80% of maximum torque. It's great to see the power delivery of the Ducati V2 engine going "back to the roots," bringing life back to the engine even at low revs. The thrust continues through to high revs, providing ample power for a Monster. The running smoothness is also commendable. The engine can be ridden across the entire rev range over long distances without causing discomfort in the hands due to vibrations. Even at very low revs, from about 2,000 rpm, the V2 runs smoothly without significant chain slap or jerking. The Monster offers an extremely easy handling experience due to its very light engine weight, further aided by the low hand effort required for clutch operation. The oil-bath anti-hopping clutch also performs well during aggressive downshifting, reliably preventing rear-wheel chatter.

Thanks to its very slim design, especially in the seat area, and a seat height of just 815mm, smaller riders are well accommodated. With additional lowering options via the suspension and seat, the height can be reduced to just 775mm, which will satisfy even the shortest among us.

The brakes also deliver excellent and easily modulated deceleration, thanks to premium components from Brembo. A highlight in this class is the multi-stage switchable ABS, which offers experienced riders plenty of freedom.

The non-adjustable suspension is fundamentally on the softer side, as one would expect from a Monster. However, it does not feel spongy and allows for a sporty ride without excessive movement. It's a good compromise that doesn't leave you missing the lack of adjustment options. Stability is also good, providing solid feedback at brisk paces. The combination with the Pirelli Rosso IV works well as long as the tire reaches a certain baseline temperature. Right from the start, especially in colder conditions, you might miss steering neutrality, and cornering requires some corrective input on the handlebars. However, this improves with each kilometer and as the tire temperature rises.

The rider aids do their job dutifully and offer a suitable setup for every rider preference, thanks to adjustable options. The intuitive display and the flower-shaped central control element allow for easy navigation through the menu structure. However, there's a minor criticism. The very spongy switches provide little feel and feedback as to whether they've been activated or not. This is especially cumbersome with the indicator switch, often requiring a glance at the display to confirm activation or cancellation. While we're on minor negatives, throttle calibration could also use some refinement. Even in the sporty riding mode, the engine's power delivery lags a bit when starting from a standstill, and you need to apply an unusually large throttle angle to prevent stalling during quick take-offs. Once engaged, the throttle response is as desired.

The acoustic presence is very subdued in compliance with Euro5+ standards. On one hand, this allows you to cruise unrestricted in sensitive areas like Tyrol with the Monster, but on the other, a slightly more aggressive sound would underscore the character of the V2 engine. However, there are alternative exhaust options available in the accessories, including a full system, though these do not have road approval.