By NastyNils·
Motorcycle comparison · Naked Bike
Triumph Speed Triple 1050 (MY2011) vs Ducati Monster 1100 Evo (MY2011)
Tip the Triumph Speed Triple 1050 into a bend, and it drops in neutrally while the chassis tells you what's going on underneath. On the exit, the Ducati Monster 1100 Evo's twin pulls hard.
So which one do you buy?
Which one's the smarter buy
Depends what you want it for
The lower price doesn't settle which one is the better buy. Neither is the clear better buy for the money.
What makes each one tick
Speed Triple 1050
Fat torque from a long-stroke triple shoves the Speed Triple 1050 forward from low revs, with an intake snarl that doesn't sound like any V-twin or inline-four. There's sportbike-grade feel at the brake lever, where a full handful stops the bike securely. It never goes vague. It'll flick from lean to lean off the bar.
Nils rode the Speed Triple 1050 in 2013 (NastyNils Testride).
Monster 1100 Evo
Quick steering gives the Monster 1100 Evo a flickable feel the moment the road starts to twist. On the Twisted Sisters, the front tire snaps in at each corner entry, and the bike stays balanced through every turn. Its firm suspension doesn't forgive long days. The air-cooled L-twin's exhaust barks with real soul.
Nils rode the Monster 1100 Evo in 2013 (NastyNils Testride).
The Voice of Experience
What actually separates them
- The Monster 1100 Evo has the lower seat: 31.9 in (810 mm) vs 32.5 in (825 mm).
- The Monster 1100 Evo has the lower wet weight: 414 lb (188 kg) vs 467 lb (212 kg).
- The Speed Triple 1050 makes more peak power: 136 hp (102 kW) vs 100 hp (74 kW).
Which one for the way you ride
Comfortable long-distance riding
Look elsewhere
For all-day comfort, both fall short. Keep the rides short and you'll get on fine with either.
A confidence-building first motorcycle
Both miss here
Neither one is where you should learn. Get a season on something gentler first.
They come out level on commuting, twisty roads, and running costs. The better-kept used example is the smarter money.
Who each one is built for
What's good, and what you'll live with
Speed Triple 1050
Strengths
- Good chassis feedback
- Handy and neutral falling into a lean
- Sport-level brakes you can trust
- Distinctive triple character
- 2016 update closed the electronics gap
Trade-offs
- Charging system reliability concerns
- Limited wind protection
Monster 1100 Evo
What owners say
Strengths
- Head‑turning Italian style
- Torque‑rich, characterful engine
Trade-offs
- Limited long‑distance comfort
Known problems to check before you buy
Speed Triple 1050
- Generator link lead wire chafe — engine stall risk On ABS-equipped bikes, the generator link lead in the charging circuit can rub against the ABS modulator mounting bracket. Over time, vibration wears through the wire insulation. This can cause an electrical short and an unexpected engine stall.
- Neutral indicator switch incorrect washer thickness Recall 13V211000 A washer of incorrect thickness between the neutral indicator switch and the gear selector drum can cause the neutral indicator to falsely show the bike is in neutral when it is not. Releasing the clutch in this condition can cause unexpected lurching and crash risk. **Official safety recall.**
- 2011-only front brake rotor warping 2011 examples specifically reported warped front rotors (Sunstar disc supplier issue cited as a wider-industry pattern in 2011). Some replacement floating discs from grey-market sources reportedly assembled incorrectly. Triumph subsequently moved to Brembo monobloc on R variants from 2012 and revised the brake package for 2016.
- ABS warning light triggered by sensor air-gap or connector corrosion ABS warning light triggered by sensor air-gap out of specification, connector corrosion, or failed sensor. Speedometer can freeze when the rear ABS sensor fails because the speed signal on these bikes is derived from the rear-wheel ABS sensor.
- Rear wheel hub bearing premature wear The single-sided swingarm rear hub uses needle bearings that can fail before sealed bearings would in a conventional dual-sided design. Wide range of reported failure mileages (15,000–56,000 miles); inadequate factory grease and bearing quality cited by long-term owners.
- Charging system: regulator/rectifier failure leading to stator failure The factory shunt-type regulator/rectifier runs very hot because it dumps surplus charging current as heat. Over time it can fail, leaving the battery undercharged or overcharged. The heat also cooks the connector between the stator and the regulator. When the regulator fails, it can overload the stator windings and burn them out. A common pattern is a repeat stator failure soon after the regulator is replaced. This happens when the real causes are left alone: corroded or overheated connectors and the heat-prone shunt design. Typical signs are a flat battery, dimming lights, a battery warning, or the bike dying while riding.
- Starter sprag clutch failure The starter sprag clutch (one-way clutch between starter motor and crank) can fail, particularly when battery voltage is marginal at start. Symptoms: clicking sound on start, starter spins without engaging, can strip starter motor shaft teeth and contaminate the starter cover with metal shavings. Early 1050 examples reportedly used a smaller sprag than later units; later runs are less affected but pattern persists.
- Cam chain tensioner premature wear The hydraulic automatic cam chain tensioner can wear prematurely. Aggressive engine braking accelerates damage. Symptoms: "cam chain slap," rattling under load at higher revs, ticking noise. Severe cases produce aluminum filings in cases. Aftermarket manual tensioners (often GSX-R-derived) are common owner remedies.
- Clunky gearbox, particularly neutral → 1st and 1st → 2nd Universally reported gearbox feel: "notoriously clunky" shifts, particularly on cold engines and low-speed shifts. Some 2012–2013 examples additionally suffered the neutral-indicator washer fault and the transmission detent-arm spring fault (both officially recalled). False neutrals also reported on 2016+ bikes when aftermarket quickshifter rods foul the shift arm, and when the front sprocket nut works loose.
- Throttle hesitation at low RPM and small throttle openings Touchy or jumpy throttle below approximately 4,000 rpm, particularly when rolling on in turns or in slow traffic. Root cause linked to ECU map switching from throttle-position-sensor (TPS) to manifold-air-pressure (MAP) at low RPM, occasionally to oxygen-sensor drift. Pre-2016 cable-throttle behaviour; 2016+ ride-by-wire is generally smoother but some reports of aggressive throttle response in 1st and 2nd gears persist.
- Premature front fork seal leaks Fork seal leaks reported at low mileages (approx. 6,000 miles (10,000 km)) and after winter storage. Some recurrences shortly after dealer reseals, with anecdotal reports of reused parts not being properly cleaned.
- Thin tank paint, mirror-stem rust, frame paint vulnerability Tank paint reported as relatively thin compared to Japanese rivals. Mirror stems develop surface rust after several years. Frame and swingarm paint vulnerable to chipping. Fork-leg corrosion and underbelly engine paint peeling reported on long-ownership and salt-belt bikes.
- Valve cover gasket weeping (left side of head) Light oil film on the left side of the cylinder head, particularly around the four "half-moon" rubber plugs at the cam ends that require RTV sealant on reassembly. Loose valve-cover bolts can contribute. Cosmetic rather than performance impact.
Monster 1100 Evo
No confirmed faults on file yet. That's not the same as fault-free.
What they cost used
These prices compare a 13-year-old Speed Triple 1050 with a 13-year-old Monster 1100 Evo.
- Speed Triple 1050
- about $5,000
- Monster 1100 Evo
- about $7,300
At 13 years old, the Triumph Speed Triple 1050 sits around $5,000 while the Ducati Monster 1100 Evo runs about $7,300. That's a $2,300 gap in the Speed Triple's favor. These are US market estimates, not live listings.
What they share
- Gearbox
- 6-speed
- Final drive
- Chain
- Fork
- Upside-down (USD)
- Front tire
- 120/70-17
Where the spec sheets split
| Speed Triple 1050 | Monster 1100 Evo | |
|---|---|---|
| Seat height | 32.5 in (825 mm) | 31.9 in (810 mm) |
| Wet weight | 467 lb (212 kg) | 414 lb (188 kg) |
| Speed Triple 1050 | Monster 1100 Evo | |
|---|---|---|
| Displacement | 1050 cc | 1078 cc |
| Engine | Inline-three | L-twin |
| Cooling | Liquid-cooled | Air/oil-cooled |
| Power | 136 hp (102 kW) | 100 hp (74 kW) |
| Torque | 83 lb-ft (112 Nm) | 76 lb-ft (103 Nm) |
| Top speed | 152 mph (245 km/h) | 130 mph (209 km/h) |
| Speed Triple 1050 | Monster 1100 Evo | |
|---|---|---|
| Fuel economy | 36 mpg (US) / 6.48 L/100 km | 34 mpg (US) / 6.89 L/100 km |
| Fuel capacity | 4.6 US gal (17.5 L) | 3.6 US gal (13.5 L) |
| Speed Triple 1050 | Monster 1100 Evo | |
|---|---|---|
| Rear tire | 190/55-17 | 180/55-17 |
What comes fitted, what costs extra
| Speed Triple 1050 | Monster 1100 Evo | |
|---|---|---|
| ABS | Option | Standard |
| Traction Control | Standard (from 2016) | Standard |
| Ride Modes | Standard (from 2016) | Not offered |
Head to head, area by area
Both bikes on the same scale, one area at a time.
