In Urban mode, the fueling is
all but perfect and a far cry from
the low-rpm lumpiness of the
original Desmo. In fact, some 70
percent of the V2's torque is avail-
able at 3000 rpm, and 80 percent
between 4000 rpm and 10,000
rpm, thanks in part to Intake
Variable Timing (IVT), and pickup
from a closed throttle is instant
without being overly sharp, while
drive is as linear as it is lively.
As we headed out of the city
and into the sierras, the rain came
down, and we rode into a cloud.
Not ideal. Suddenly, the absence
of a fairing didn't seem quite so
optimal. I opted for Road mode,
but as we hit the first flooded
road, I dialed in Wet mode. One of
the beauties of the new Monster
is that you can easily change
and experiment with the modes
on the move, so you react and
tailor the setup to the road ahead
rather than leaving things as they
are and just pressing on.
Both Urban and Wet have
similar power curves and are
restricted to 95 horsepower, but
in Wet mode, the rider aids are
at the maximum level of inter-
vention, whereas in Urban, they
are reduced a fraction.
With maximum electronic
backup, I decided to push on, and
the Monster gave great feedback
on treacherous asphalt. The all-
round Pirelli Diablo Rosso IV tires
also deserve praise for working
well in both the wet and dry, and
for warming up quickly.
The Monster's base setup is
plush and forgiving—certainly
not as racey as some previous
models. The bike steers very
naturally. You're never forcing
or fighting things, and when we
encountered a road punctuated
by countless switchbacks, the
Monster slowed, turned and
drove out again with light-foot-
ed efficiency and zero drama.
When the traction control was
activated, the intervention was
smooth and the re-introduction
equally sophisticated, notice-
ably more refined than that of
most middleweight nakeds.
In the wet, I prefer lots of
engine braking, giving the front
brakes less to do, and the op-
posite in the dry, so having the
ability to change this character-
istic is another plus point.
As noted, the 2026 Monster
gets Brembo calipers up front,
with lower-spec four-piston
M4.32 calipers, unlike the M50s
found on its naked sibling,
the Streetfighter V2. Discs are
320mm in diameter up front,
while a single 245mm disc with
a two-piston caliper looks after
the rear wheel, and cornering
ABS is standard.
The setup works well, but it
will be interesting to see how
both the stoppers and Showa
suspension, which has limited
suspension adjustment at the
rear and none at the front, per-
form when the pace heats up. In
the rain, when precision and feel
were the main priorities, both
were excellent.
Verdict
Overall, the new Monster is as
distinctively stylish, desirable and
easy to ride as it has ever been.
Smaller and less experienced
riders will relish its blend of a low
seat, a smooth engine (espe-
cially in Urban and Wet modes)
VOLUME ISSUE MARCH , P77
Sure-footed handling has
always been a Monster trait, even
if the fork is not adjustable.
