The first-generation Monster was developed back in 1993 to provide the company with an entry-level model that would increase overall sales as much as it took advantage of the burgeoning European naked-bike fad. It was a strategy that exceeded the company’s highest expectations, quickly becoming the factory’s most prolific product.

Where that first Monster was a bit of a mongrel, using available frames and engines to cut the cost of the gamble, the new generation of Monster models (first seen in 2008 as the 696, now followed by the 1100) was a unique development from the outset. That allowed the designers to make important changes to the design. For one thing, since it was no longer constrained by the sportbike frame, the steering excursion is much improved, allowing a significantly tighter turning circle.

As a result of the various improvements, the 696 proved to be light and well balanced, with agile handling and an appealing personality. This new 1100 has all of that plus the effortless thrust supplied by Ducati’s 1100cc air-cooled L-twin. After riding it we can understand why future Monster models based on this generation are unlikely to inherit any of Ducati’s ultra-potent liquid-cooled engines. Those will find more appropriate homes in the recently unveiled Streetfighter.

This latest Monster packs a 1078cc engine that has cylinders borrowed from the Multistrada and Hypermotard models, but with new crankcases cast in a vacuum process that reduces their mass by about 6.5 pounds. The Monster 1100’s fuel-injection system is a new Siemens mechanism that employs what Ducati calls combined alpha-n and speed-density air-measurement technology to improve part-throttle operation. Alpha-n describes a calculated airflow menu that kicks in when conditions are not optimal for normal airflow measurement.

After first swinging a leg over the new bike, it does not take long to discover that the 1100 is noticeably more muscular than its 696 sibling. Rated at 95-horsepower at 7,500 rpm and 79.5 pound-feet of torque at 6,000 rpm, the big L-twin promotes second-gear wheelies with just a twist of the grip. Throttle response from this big twin is instantaneous, perhaps even to the point of abruptness until you moderate your inputs, and the relatively light flywheel mass exaggerates this hair-trigger sensitivity.

Until thoroughly warmed up, the part-throttle operation is actually a little ragged, but it improves considerably once warmed. Thereafter, there’s abundant urge at almost any engine speed to move the bike along, but one is discouraged from using the copious torque below 4,000 rpm because of rather intense low-frequency vibes at those speeds.

The big L-twin smoothes out above four grand, offering a full 4,000 rpm band of sinuous power to play with, and you soon learn to keep the engine in this sweet spot. Still, when riding on normal suburban streets you find yourself holding the bike in fourth or sometimes even third gear to assuage the shakes. That may not be the best way to extend a gallon of gas.

Dual aluminum exhaust canisters project from under the seat, equipped with an electronically operated valve to control noise at low engine speeds. I found sound levels to be entirely acceptable—easily audible and entertaining to the rider, yet somewhat muted to bystanders. There is a fairly emphatic growl on overrun, which was somewhat reminiscent of my neighbor’s very loud Monster; in character if not in absolute sound intensity.

The M1100’s trellis-type frame is borrowed directly from the 696, but there is an all-new aluminum single-sided swing arm locating the rear wheel. A fully adjustable inverted Showa fork is used up front, with a Sachs shock at the rear. At least, that’s the case on normal 1100 models—1100 S-models will sport high-end Őhlins suspension components. As one might expect, the 1100’s tire sizes are up slightly from the 696, with Bridgestone BT-016 hoops of 120/70-17 fitted on the front and 180/55-17 on the rear.

Although a snug-fitting cowl on the rear part of the seat makes the bike look like a monoposto model, it’s easily detached to reveal a pillion perch. The instrument panel is much the same as that of the 696, indicating engine speed by way of a liquid-crystal analog arc, and road speed with a digital readout. Trip-computer functions like travel time, air temperature and scheduled maintenance reminders are available at the push of a button.

As one has come to expect from any Ducati, the Monster 1100 has profuse mechanical presence and communication, making it easy to ride from the very first outing. The hydraulic clutch is light in action, and the transmission shifts smoothly, facilitating instinctive synchronization and almost seamless transitions. The Showa fork and Sachs rear shock provide ample travel and remarkably good damping.

Because it rides higher than its 696 sibling (seat height is 31.9 inches vs 30.3), the 1100 is much less prone to footpeg touchdown when leaning through corners at speed, allowing a rider to explore the bike’s handling potential with less inhibition. In more confined environments, the new-generation Monster’s improved steering range (64-degrees lock to lock), makes it much easier to maneuver at low speeds, and it’s a lot better suited to heavy traffic and confined spaces.

Large riders may consider the seat less than perfect, since it forms a hollow that restricts movement to basically one position, and the nearness of the prominent fuel tank creates concerns about a possible hard contact with a sensitive area. Other than that, the riding position is completely congruent with the bike. Even with a new tapered aluminum handlebar (that is longer and a little higher than the “old’ Monster), the rider is still in a slightly crouched position, where it is much easier to tolerate the force of the wind at high cruising speeds. It’s a good compromise between comfort and control.

Brembo brakes adorn both wheels. The lion’s share of the work is done by two radial-mount calipers at the front wheel, clamping two 12.6-inch rotors. They are controlled by a radial master cylinder at the lever, and there is plenty of speed-shedding power. As one might hope, the lever is an easy pull and provides plenty of feel.

At $11,995, the price is probably enough to dissuade poseurs, but it’s not much of a barrier to Ducatisti, for whom the baritone sound of the L-twin engines and the extrovert styling are hugely enticing.