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2021–2022 · Naked Bike · Buyer's Guide
Light Frame, Real Ducati Soul
The Monster runs a 937 cc, 90° V-twin that makes 111 hp at 9,250 rpm and 69 lb-ft at 6,500 rpm, and the way it lays that torque down low is what defines the bike. This is Ducati's gateway naked, and it wears the part: light on its feet at 414 lb wet, quick to change direction, and dressed in the kind of clean, elegant lines that pull eyes at a stop. Ride-by-Wire power modes, a full rider-aid package with cornering ABS, traction, wheelie and launch control, plus Ducati Quick Shift up and down give it real premium hardware under the tank.
It rides like the most approachable Monster the badge has produced. The low-end pull means you don't have to chase revs to have fun, the chassis carves happily, and generous lean clearance lets you use the tires. Maintenance is straightforward and the aftermarket is deep, so it ages into whatever you want it to be. The honest caveat: the stock KYB suspension is tuned soft for the street and gives up its composure when you push hard, so a rider chasing sport pace will eventually want it firmed up.
Spec sheets don't ride bikes, but they set the baseline.
| Power | 111 hp (82 kW) @ 9,250 rpm |
|---|---|
| Torque | 69 lb-ft (93 Nm) @ 6,500 rpm |
| Displacement | 937 cc |
| Engine | 90° V-twin |
| Cooling | Liquid-cooled |
| Gearbox | 6-speed |
| Final drive | Chain |
| Fork | Upside-down (USD) |
| Front tire | 120/70-17 |
| Rear tire | 180/55-17 |
| Wheelbase | 58.0 in (1474 mm) |
| Seat height | 32.3 in (820 mm) |
| Wet weight | 414 lb (188 kg) |
| Fuel capacity | 3.7 gal (14 L) |
| Top speed | 149 mph (240 km/h) |
| Fuel economy | 36 mpg (US) |
Equipment check
Chassis
Connectivity
Drivetrain
Lighting
Safety
This isn't my test ride. It's what owners have told me over the years in paddock talk, club-night chatter at the dealer, and the emails and messages riders send once they've lived with a bike for a while. For the 2021–2022 Monster the pattern is clear. Riders praise how it stops, how little it weighs and how well the engine holds up, and they complain about the things that make long days harder.
Braking comes up again and again. Owners describe strong, well-modulated stopping power, and they say the cornering ABS steps in confidently without being intrusive. Riders also keep coming back to the low weight, which they say helps everywhere, from hard stops to slow maneuvering in a parking lot. The reliability reports are calm. The engine is shared with Ducati's other 950 models, owners report no recurring mechanical failure pattern on the Monster, and valve clearances are reportedly within tolerance at the regular Desmo service.
Heat is the most-discussed complaint. It isn't only the exhaust side, either. Owners say the radiator fan warms both inner thighs in stop-and-go traffic, and Ducati offered an optional heat shield as an accessory. The flat, firm seat is another recurring gripe, with many riders saying they've had enough after about two hours. Sustained highway speed wears people out, and owners say the Monster+ flyscreen barely helps. The missing cruise control comes up constantly, given that the bike already has ride-by-wire. Range is the last sore spot: riders get roughly 134 to 174 miles (215–280 km) from the 3.7 gal (14 L) tank, and less when they ride hard.
A common letdown is the stock exhaust, which many riders find too quiet for a Ducati twin. Some owners point to the Desmo valve service, due every 18,600 miles (30,000 km) and costing about $800 to $1,500 at an authorized dealer. Every Desmo Ducati has this service, but owners feel it in the cost of ownership. A smaller group says rivals pull harder at the top end, and that the gap in acceleration is noticeable up there.
Stock KYB suspension too soft / harsh for dynamic riding
The base model's KYB suspension is widely described as adequate for commuting but insufficient for spirited or sport riding. The fork can feel both too soft in compression (dive under braking) and harsh over sharp bumps — a common symptom of budget suspension without proper valving. The SP model with Öhlins was introduced in MY2023 specifically to address this shortcoming. Aftermarket solutions (fork spring upgrades, Andreani/Matris cartridge kits) are common.
Excessive engine and exhaust heat affecting rider comfort
The liquid-cooled Testastretta twin sends noticeable heat onto the rider's legs and inner thighs at low speed and in stop-and-go traffic. It is worst when the radiator fan runs and the exhaust header area is fully heat-soaked. The effect is strongest in hot weather and slow urban riding and fades once the bike is moving freely. This is a characteristic of the compact liquid-cooled V-twin packaging, not a progressive mechanical defect.
Rough, jerky throttle response at low engine speeds
At low RPM (city riding, 1st–2nd gear), the Monster 937 exhibits an abrupt, on-off throttle response — particularly when rolling off and re-applying throttle. This is a characteristic of Ducati's Testastretta 11° engine with Euro 5 mapping, not a malfunction. Riders coming from inline-four motorcycles often perceive this as a problem. The Touring and Urban ride modes mitigate it somewhat.
Ducati Quick Shift (DQS) intermittent or unreliable function
Some owners report intermittent quickshifter failures: missed shifts, false neutrals, rough downshifts (particularly in 5th/6th gear), or complete DQS deactivation without stored error codes. Causes vary: some traced to a defective DQS sensor (warranty replacement), others to incorrect shift lever adjustment (mechanical, not electronic). Not all reported cases were genuine hardware defects.
Fuel gauge displays incorrect readings / false empty warning
The fuel level sensor (integrated in the fuel pump assembly) can deliver erratic readings — jumping to empty despite a full tank, triggering the low-fuel warning incorrectly. Suspected cause: corrosion from ethanol-containing fuel. Warranty replacement of the pump assembly has been reported. This is a known issue across multiple Ducati models with the same fuel pump design, not exclusive to the Monster 937.
Where this Ducati Monster pulls ahead of — or falls behind — its rivals on the numbers, and the typical bike in its class on character.
Power
Torque
Displacement
Wet weight
Top speed
Seat height
Forget spec-sheet bragging. Here's who the Monster is actually built for.
For your pace on the good canyon roads, the light handling and lean clearance deliver. Just know the stock suspension is the weak link, so budget for a fork and shock upgrade if you push hard.
Made for Angeles Crest Highway · Coronado Trail / US 191 · Highway 1 / Big Sur
If your week is city miles and your Sundays are Skyline runs, this fits cleanly. It's light in traffic, genuinely good-looking at the coffee stop, and playful once the road bends.
Made for Bay Area Ridge Roads · San Francisco / Bay Area · Skyline Boulevard / Alice's Restaurant
For skill work on tight East Coast twisties, this is a friend. It's light, honest, and quick to turn, so you can focus on lines and technique instead of fighting the bike through the corners.
Made for Back of the Dragon · Blue Ridge Parkway · Cherohala Skyway
If this one isn't quite the fit, these are the bikes worth riding back-to-back against it.
Any price note compares both bikes at the same age — the youngest age both have on the used market — against this Ducati Monster. “cheaper/pricier” is what that bike costs second-hand, not how worn it is.
Successor · 2023–2025
The V-Twin That Pulls
Competitor · 2024
Moto2 Soul, Street Triple Weight
Competitor · 2023
American V-Twin With A Track Conscience
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Feedback First, Triple Soul
Competitor · 2021–2024
The V4 Apex Predator
~$7,200 pricier used than this bike at 4 yr
Competitor · 2021
Full Liter, License-Friendly Power
Same Platform · 2021–2025
Italian Sport, Street Soul
~$2,200 pricier used than this bike at 4 yr