The Monster 1200 prefers to roll steadily into turns, rather than snap quickly. On the first-generation model, handling is defined by its rearward weight bias (52.5% of the bike’s mass sits on the rear tyre).
Ducati had been so keen to create this low, lazy centre of gravity they even moved the battery down to an odd spot on top of the swingarm, near the shock. That relaxed, stable nature extends to its lengthy wheelbase (1511mm) and a riding position far more upright than previous Monsters (handlebars sit hands 40mm higher than the old 1100).
While the 1200 handles easily and naturally at first, up the pace and you’ll notice how it steers from the rear wheel, sort of like a '90s sportsbike. There’s a similar touch of reluctant understeer if you start to push it hard, too. In part, that sense of the 1200 riding low at the back is also a result of its reasonably accessible seat height.
The second-generation Monster has a sportier setup. For 2017 a new swingarm chopped an inch out of the wheelbase, while a longer shock nudged seat height up by 10mm, reduced rake angle by a whole degree and tipped weight balance forwards. You can sense its more up-on-its-toes stance, from the faster turn-in, to its more neutral behaviour mid-turn and the clearer feedback from front tyre to fingers. If you want to ride, let’s say "enthusiastically", this is the model to go for.
The later model is also a better bet because it provides more room for feet to move around. The original Monster 1200 is fine if you ride with your heels on the pegs, but on the balls of your toes you’ll find your heels hit the pillion footpeg hangers. And because they’re cast in the same part as the rider’s footpegs, they can’t be removed. From 2017 the pillion pegs were redesigned to give more room for a rider’s feet and could be unbolted - though some riders find their boots then rub on the swingarm instead.
Both S versions use fully adjustable Öhlins forks and shock, which are set up fairly firmly for the road. Look in the owners manual and you’ll find Comfort settings detailed, with big reductions in compression damping front and back - worth trying if you prefer a plusher ride. Brakes are Brembo’s exceptional M50 calipers, so there’s no shortage of stopping power, though some owners prefer aftermarket pads for more bite.