Changes to the air-cooled L-Twin include revised cylinder heads with reworked intake ports, inlet valves gaining 5% more lift, and exhaust valve lift increased by 4%. Top-end oiling is improved for better cylinder head cooling, and revised piston shape bumps compression to 11.3:1 from 10.7:1 on the previous Monster. Keeping the pistons spinning is a new, lighter-weight flywheel designed similarly to the flywheel in Ducati’s supersport 848.
An all-new 2-1-2 exhaust migrated from under the Monster’s saddle to the right side of the bike. Although the new exhaust bears more than a passing resemblance to the Diavel’s exhaust, according to Monster 1100 EVO Project Engineer Giuseppe Caprara, the systems are not the same.
What the Monster EVO does share with the Diavel is its “race-like” slipper clutch, which incidentally is not the same as the APTC slipper clutch in the Monster 696, 796 and Hypermotard 796.
Caprara also confirmed to me that it’s chiefly the reworked cylinder head that gives the Monster 1100 EVO a 5-hp gain over the previous model’s 95 hp at 7500 rpm (76 ft-lbs at 6000 rpm remains unchanged from the 2010 Monster 1100).
Considering we live in a world where literbikes make 200 hp at the crank, speed junkies may not get excited by a modest gain of 5 ponies. But what is noteworthy is that this new 100-hp figure allows the Monster 1100 EVO to lay claim to possessing the strongest Desmodue engine Ducati has ever created. (motorcycle.com)
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