Earlier last winter I started dreaming of a newer, more powerful Monster. I was looking for a more current Duc model with a bit more power and maybe some tech upgrades to replace the 2001 900s. I was looking at a few models: S4R/S, 1100S and the 1100Evo. Nothing so new as to be out of my price range but new enough. I found a 2012 1100Evo that was priced right and in really good shape. I had it dropped off at one of the local Duc mechanic's shop that knows me and my limited wrenching skills....
Our agreement was that I could work on it while under "adult supervision" and make some modifications, all while getting to know my new ride. Anthony would give me direction and help me out as needed.
I had been in touch with koko64 about his experience with different Monsters and the 1100Evo specifically. He had given me a few places to source for the airbox modification [
https://www.ducati-kaemna.de/monster-796-1100-pure-tec-race-kit.html] as well as a mid-pipe/exhaust valve replacement from QD exhaust. I put a few other parts on my wish list but
really tried to dial back my OCD behavior that manifested itself with my 2001 M900s project. Trying to keep it simple this time. I opted for a Spark C.F. high mount exhaust in addition to the Competition Werkes tail tidy /turn signal/brake lights kit and CRG bar end mounted mirrors. Obligatory fork/frame sliders, tank grips, tank protector as well as a lithium battery. A Power Command V was also installed in anticipation of later tuning.
I found enough time to make the drive to the shop 1 or 2 days a week for 4 or 5 hours at a time. I was very appreciative of the opportunity to work on it at Anthony's shop, using his tools, getting the benefit of his experience and upping my understanding of how my bike works and gets serviced. Just taking the tank off to access the battery was an eye-opener.
In the course of getting into the project we figured out the bike had received a full desmo service @ 15K miles but had only 400 miles put on it since the 2019 service. Good to know. We still went through the bike but without a valve/belt service.
I got to watch the forks being serviced too. The 26mm valves were VERY close the Ohlins design that had been considered as a replacement for OEM, so those seemed okay. The shim stacks just looked to be in need of an adjustment to move the oil a bit more freely.
Everything was gone through, looked at, adjusted if needed, flushed and refilled, etc.
I finally got to take it out for a spin when bringing it to the tuner, Doug Lofgren. It was highway all the way there but the
He quickly realized the Siemens ECU would allow limited access to the AFR tuning range. Doug and koko64 had some back and forth on how the lower rpm map might be accessed or maybe try a work-around. In the end Doug tried running the bike with a different [fatter?] set of 18mm O2 sensors but wasn't happy with the overall results. The other areas of the map were out of balance. He tuned it for 3 hours on his dyno and gave it back to me, saying here's the chart, go have fun.
So far, I have nothing to complain about. It's just a tad rough at lower rpm is all I've been able to notice so far. It spins up like crazy to redline in 1st and 2nd and pulls like a mother effer.
I'll hang onto the current Michelin Power Pilot tires for the season but will likely get back to Pirelli next season. The suspension feels just great so far but will see if I feel the same as miles are put on it. I'm still getting familiar with the ABS and traction control settings.
The exhaust is running without the db killers and sends grown men running, crying out to their mommies when the throttle gets opened up. Well, not really but it does sound wicked.
Seriously it SHOULD be named the 1100Evil the way it sounds and rides. Pretty nasty for the last 2 valve model Monster.
Anyway, somebody stop me next time my mind starts to wander......
