2009 Ducati Monster 696 Review

Introduction

Probably Ducati’s most famous model, the Monster undergoes yet another revamp and redesign. It all reduces to the riding experience that the new naked delivers and that’s where the tubular steel trellis frame needs to be mentioned. The main section is shared with the 1098R and linked to the cast-aluminum subframe while the swingarm is brand new, footpeg hanger included. This shows how Ducati is keen on establishing the standards in matter of handling and comfort because despite the completely new chassis, the seat remains positioned at 30.3 inches from the ground and the handlebars are brought closer to the rider while the footpegs now allow you to hug the tank better with your knees. It seems that Ducati is well aware of the fact that their small Monster is notorious among female riders and it tries to meet their requests.

2009 Ducati Monster 696

But sharp handling and great comfort are only supposed to allow a rider to get the most out of the motor. In this case it is all about the new air-cooled, 696 cc, L-twin with two valves per cylinder Desmodromic. This manages to retain the bore and stroke (88 x 57.2mm) of the previous generation model, the 695, but features modified cylinder and cylinder head as well as larger valves and overall simplified design with even more cooling fins for greater effectiveness. That’s because performance figures have now been raised to 80 hp at 9000 rpm and 51 ft-lbs of torque at 7750 rpm. Compared to the 695 engine, the new generation one revs higher, is claimed to be even smoother and more reliable.

The fuel-injected engine (a Siemens electronic fuel injection system, to be precise) together with the tall gearing ensures that the Monster 696 meets Euro 3 regulations. Actually, the gear ratios are the same as on the 695 and that’s a disadvantage that only a great amount of torque can fix.

The dashboard also shares most features with the 1098 R and offers information concerning speed, revs, time, scheduled maintenance warning, oil temperature, trip fuel, air temperature, lap time, low oil pressure warning, fuel level, fuel reserve, neutral, turn signals, overrev and immobilizer. Also, this makes the new Monster ready for the DDA system (Ducati Data Analyzer) that provides the rider with crucial information regarding throttle opening, vehicle speed, engine rpm, engine temperature, distance travelled, laps and lap times. This is all for making a better rider out of each one that throws a leg over the DDA-equipped new Monster.

History

The world had first seen a Ducati Monster at the 1992 Cologne Motorshow. This was the 900 Monster, which was to be manufactured and sold in 1993. Power came from an air-cooled, 904cc, two-valve engine called Desmodue.

1995 Ducati Monster 600

The model of interest here, the 600 Monster enlarged Ducati’s lineup in 1995. This was followed by a 750 cc model only a year later.

By the late 1990s, Ducati’s plan to deliver a variety of Monster models showed its fruits in the form of the Monster 600 Dark, Monster 900 Cromo and Monster 900 S, all these being 1998 model years.

After gaining notoriety, the Italian manufacturer concentrated on the performance of its engines, which were ready for the big fuel injection upgrade. So the new millennium saw the introduction of the all-new Monster 900 that was fitted with an electronic fuel injection system.

In 2001, the Monster S4 entered the scene. This was powered by a 916cc Desmoquattro engine and featured completely new running gear.

A success on big models, the electronic fuel injection system is adopted by smaller engines in 2002. So the 618 cc one powering the Monster made no exception while the new running gear became a top feature on all Ducati motorcycles of the time.

Future years saw Ducati launching big and refined nakeds with the Monster name on them. We’re talking about the Monster 800 and Monster 1000 (2003) as well as about the S4R (2004) and S2R (2005). These were followed by the upgraded 2006 Monster S2R and the Monster S4R S Testastretta.

In 2007, the Monster 695 had come to replace the previous 620 model and only a year later, the Monster 696 was launched as a 2009 model year.

During the 17 years of continuous manufacturing, the Monster – regardless of its engine’s size – brought a major contribution to the company’s global recognition as well as financial benefits that have much to do with the Italian company introducing models such as the D16RR Desmosedici.

Competition

2009 Suzuki Gladius 650

Starting 1999, the Suzuki SV650 was the main contender for the entry-level Ducati Monster. This too was powered by a sporty V-twin, featured a six-speed tranny and got fuel injection later on, so it followed the industry’s trend and remained overall competitive. Styling was fairly similar to that of the middleweight Ducati, indicating that the SV650 was virtually created to get a piece of the Italian naked’s pie. Although the Suzuki SV650 and its ABS version haven’t been carried on as 2009 model years, the Japanese manufacturer launched the Gladius as what we believe to be a funkier replacement and alternative, depending from where you’re looking.

While the SV and Gladius remain the top contenders for the new Monster, we can’t help noticing that BMW created a less threatening alternative in the form of the 2009 G 650 Xcountry. It only has one cylinder, but the thing is also supposed to do very well when you run short of asphalt and that’s also what BMW relies on in order to get its fair share of the market.

Inline-fours such as the Yamaha FZ6 or the Honda CB600F are a bit too much for the Monster, but the battle won’t feel overwhelming for this last.

Exterior

2009 Ducati Monster 696

Given the major evolutionary steps that the bike underwent during its life-long existence, you might thing that it drifted away from the original look and fallen into the modern custom of improving what doesn’t need to. In fact, when you have something good on your hands you stick to it and that’s what Ducati did and continues doing with the Monster. Wherever you ride, this thing will be recognized as being a Monster and I must say that it gets a lot of attention. Being an Italian bike, it looks much more expensive than it actually is and it’s a pleasure just to look at your reflection in every single piece of glass as getting across the urban jungle in style.

The fact that the gas tank is 20mm shorter makes the seat feel even lower and brings the rider even closer to the bars, meaning that he will stay in proper control over the machine at all times. Also, the brand new gas tank is made of a high-quality plastic material, which can be simply changed with another one when damaged or when simply the rider wishes to have another color for his stylish Italian ride.

2009 Ducati Monster 696 Gas Tank

Stylistically, everything about the new, small Ducati Monster is sharpened, looks more inviting for the rider and always ready to make a fan out of each of ones who get a glimpse of it. Everything from the headlight and signal lights, mirrors and instrument cluster to the aggressive tail (2-into-two exhaust included) featuring an LED taillight looks like being sketched by the wind tunnel blast.

The three-spoke rims (black) look very nice and blend perfectly in with in overall design as well as with the Red, Matte Black and White colors available. Also, the customization possibilities will keep owners busy for more than a while.

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Test Ride

2009 Ducati Monster 696

As mentioned above, it all reduces to the riding experience that the bike offers and, from the very beginning, it is a must to be said that the Monster 696 shouldn’t be underestimated. Light, versatile and very lively, the bike is built both as an urban commuter and a sporty weekend traveling mean.

The very first thing that you notice once on its seat is the more relaxed riding position triangle. You’ll be placed closer to the bars, be able to wrap those legs tighter around it with the seat being positioned at the same height (30.3 inches). Still, it feels lower and allows the average-sized rider to flatfoot the ground easily.

We first tested the Monster through city traffic and came to find that it is the very same riding position combined with the smooth power delivery what makes the bike adequate for infinite stops and starts. The engine sounds great straight from idle and it is very torquey, which helps considering that you won’t get to open the throttle too much as trying to make your way out of traffic jams.

Filtering traffic is extremely easy simply because the bike handles better and better as you start opening the throttle a little bit. That isn’t necessarily an advantage in town as it can result in an immediate need to replacing the gas tank cover, to put it in plastic terms. The new chassis is excellent and provides the rider with all the needed feedback while being also very forgiving. Female and beginning riders in generally will find it easy to get accustomed with the new Monster 696, even faster than they did with the previous models, because the bike is built around such a rider’s needs.

The engine’s low and midrange grunt will bring a major contribution to fast skills developing while the chassis actually makes the rider become one with the bike. The Monster doesn’t make you feel like you’re riding on top of it, but as an integrated part and that’s always the solution. Speed bumps are easily absorbed by the 43 mm Showa fork and Sachs adjustable monoshock so that won’t come as a hit for the rider’s back. Also, the immediate use of the entire potential of the Brembo brakes (featuring two 320 mm discs working with a four-piston radial caliper up front and a single 245 mm disc working with a two-piston caliper at the rear) won’t feel as scary as that might sound as the bike remains stable and reassuring at all times.

2009 Ducati Monster 696

Although adequate for highway use, the Ducati Monster 696 won’t turn into a performer in this environment simply because the wind blast will feel rather bothering at speeds in excess of 90 mph. Still, the L-twin cylinder engine doesn’t transmit bothering vibrations.

Across back mountain roads it is where this Italian famous will feel at home. The instant throttle response and smooth fueling will start making a point while carving corners is the absolute pleasure and the difference is instantly noticed if having rode the previous generation models. The engine’s 80 horses and 51 lb-ft of torque won’t scare anyone, but prove enough to work with in virtually all riding situations. We don’t appreciate the tall gearing of the six-speed gearbox, but that helps the engine meet Euro 3 requirements and I guess that that’s just something that owners must learn to live with. Still, at all times, the slipper clutch felt just like the one of a veritable sportsbike, which evens up the scale a little bit.

Overall, we’ve come to find that the 2009 Monster doesn’t drift away from its original feel, but is as modern, comfortable, user-friendly and powerful as a great all-around naked should be.

Price

The MSRP of $8,775 is also the appropriate one considering what this bike has to offer.

Conclusion

Despite the fact that the Monster 695 was only two years old, Ducati carried on and developed an entirely new bike which shows that it’s the little things that make it special. Lighter, more powerful as well as aggressive, this thing leaves its competitors virtually battling in a class of their own and us willing to ride it again with the first occasion that we get.

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SPECIFCATIONS

2009 Ducati Monster 696

Engine and Transmission

Type: L-twin cylinder, 2 valves per cylinder Desmodromic; air cooled
Displacement: 696 cc
Bore x Stroke: 88 x 57.2 mm
Compression Ratio: 10.7:1
Power: 58.8 kW - 80 CV @ 9000 rpm
Torque: 7.0kgm - 50.6lb-ft @ 7750 rpm
Fuel injection: Siemens electronic fuel injection, 45mm throttle body
Exhaust: 2 aluminium mufflers
Emissions: Euro3
Gearbox: 6 speed
Ratios: 1st 32/13, 2nd 30/18, 3rd 28/21, 4th 26/23, 5th 22/22, 6th 24/26
Primary drive: Straight cut gears; Ratio 1.85:1
Final drive: Chain; Front sprocket 15; Rear sprocket 45
Clutch: APTC wet multiplate with hydraulic control

Chassis and Dimensions

Frame: Tubular steel trellis frame
Wheelbase: 1450 mm / 57.1 in
Rake: 24°
Front suspension: Showa 43mm upside-down forks
Front wheel travel: 120mm / 4.7in
Front brake: 2 x 320mm discs, 4-piston radial caliper
Front wheel: 3-spoke light alloy 3.50 x 17
Front tyre: 120/60 ZR 17
Rear suspension: Progressive linkage with preload and rebound Sachs adjustable monoshock
Rear wheel travel: 148 mm / 5.8 in
Rear brake: 245mm disc, 2-piston caliper
Rear wheel: 3-spoke light alloy 4.50 x 17
Rear tyre: 160/60 ZR 17
Fuel tank capacity: 15 L (of which 3,5 L reserve) / 3.8 US gal (of which 0.9 US gal reserve)
Dry Weight: 161Kg / 355lbs
Seat height: 770 mm / 30.3 in

Other

Instruments: Digital unit displaying: Speedometer, rev counter, clock, scheduled maintenance warning, oil temperature, trip fuel, air temperature, lap time, warning light for low oil pressure, fuel level, fuel reserve, neutral, turn signals, overrev, immobilizer. Ready for DDA system.
Warranty: 2 years unlimited mileage
Body colours (frame/wheels): Red (red/black); Matte Black (black/black); White (black/black)