VOL. 53 ISSUE 26 JULY 6, 2016 P65
and pull right up to redline.
It's also accompanied by a
sound track that will raise the
hair on almost any extrem-
ity of your body. In terms
of engine, the Yamaha has
the edge everywhere. As
much as I want to give one small victory to
the Ducati, the XSR's three-cylinder mo-
tor is easier to live with in traffic, faster out
of corners and easier to manage via that
nicer throttle response. Highway cruising is
one area the Ducati is close to the Yamaha.
Those V-twin vibes make for a smoother
experience when on a steady throttle at 70
mph compared to the Yamaha, which can
feel buzzy and vibey in comparison.
Traction control is almost a third thought
these days. Gone are the times when their
action was of primary concern—both these
machines have it and both systems work
well—although the Yamaha's has a little more
slip compared to the Ducati. Neither of these
bikes are the correct ones if you're after the
kind of performance riding that will really
test a traction control system, but it's nice to
know they are there to save your ass if you
need them.
The Ducati's front Brembo brakes are stel-
lar pieces of equipment and have a greater
bite and more feel at the lever than the
Yamaha's. There's also more leverage than
recent road trip up the coast, these two differences notice-
ably stand out.
The remaining differences that stick out in my mind,
largest being the XSR900's triple vs. the Monster 821's
twin, are the approximate two inches of seat height lost on
the Ducati (30.9 inches) with a gain of $1000 in price ($1
500 when comparing to the matte gray XSR900), and the
overall aesthetic. On paper, both bikes come equipped with
ride-by-wire throttle, ABS, traction control, a slipper clutch,
generally upright seating (though the Monster 821 feels a bit
more forward-leaning), similar weights and displacement.
If you haven't already guessed it, edge: XSR900.
The Ducati was
outclassed on
this occasion
but it's still a
weapon of a
motorcycle.
We couldn't get Cristi
off the Yamaha!
