Buying a used Ducati Monster 659

With 31 years under its collective belt, Ducati’s Monster series has managed to appeal to a broad range of users, from performance hounds through to those who simply wanted a light and responsive toy.

Related: 2013 Ducati Monster 659 Review

The Italian firm began the Monster line-up way back in 1993, when the low-slung and punchy 900 designed by Miguel Galluzzi became an instant hit.

Decades down the track, Ducati’s 695 LAMS series went through two major generations. The first was based on the 2010-13 Monster 796 but using a sleeved-down 696 powerplant, while the second was closely based on the much-updated 797 series of 2017-21.

In both cases you scored an air-cooled Desmodue engine, with a lineage that could be traced directly back to the original Pantah series of the 1980s.

Australia had traditionally been an important market for the Italian firm and the company was receptive to the idea of building a LAMS variant of the mid-sized Monsters, assuming it could be done economically.

The first generation LAMs machine was introduced in 2011 and lasted in the local market until early 2016. It sold for close to $12,000 on the road.

In late 2017, Ducati Australia announced the return of the model, at first retailing for similar money to the first-generation and eventually climbing to more like $15,000.

By the end of 2021, Ducati had announced the end of the 797 Monster series as the air-cooled powerplant was never going to make it through tighter Euro 5 emission rules. That in turn mean the 695 was to finish as well, given it depended on the 797 production for the volume to be viable.

From then on, the Monster range relied on the liquid cooled Testastretta powerplants.

As we mentioned, the first-generation LAMS Monster ran a powerplant based on the now-superseded 696 Monster which was sleeved down for the exercise.

For the second generation, the drop in engine capacity from 803cc (the actual capacity of the 797 Monster) to 659cc was achieved by reducing the engine stroke. Meanwhile the compression was lowered to help keep output within the required LAMS power to weight ratio.

How much power? We’re talking 37kW at 9250rpm and a peak torque number of 46.5Nm at 7500rpm. Performance for the two generations was near enough to identical.

In reality, the two engines have a great deal in common and are much the same to work on, with numerous shared parts.

The real difference between the two bikes is in the chassis, instruments and cosmetics, all of which went though significant updates. For example, while the main frame remained a lattice-style steel effort (which was traditional for the model) the design had been changed.

A big visual giveaway is the later bike has two exhaust pipes joining up on the right-hand side to a low-mount muffler, while the earlier machine showed one pipe on the right heading to a high-mount end can.

For generation one, you could upgrade your Monster with a factory $1200 kit that swapped out the body panels for different colour schemes, while owners of gen 2 could dive into the extensive accessory catalogue.

Like the variants that went before, the LAMS Monsters were without exception delightful things to ride. The secret was a low saddle, wide handlebars and reasonably low weight, packaged into a taught chassis – a recipe pretty well guaranteed to work.

We’re talking medium spec on the suspension front: a well-sorted combination of upside-down front fork with no adjustment and a monoshock rear that offered preload and rebound.

Braking was via twin discs with four-piston Brembos up front and a single-piston on the rear, running ABS. Stopping performance was predictable and very strong across both generations.

As for the powerplant, the 37kW (50hp) was quite enough to punt the 175kg dry package at a decent pace. However, you needed to get the thing spinning at around 4000-7000rpm to get the best out of it. The engines were all about surfing that mid-range.

You will hear Ducati horror stories when it comes to maintenance, however they are often exaggerated. Day to day, they are no different to any other motorcycle, so long as you stay on top of regular simple tasks such as oil and filter changes.

One of the jobs that sets this series apart is cam belt changes, which are required every 25,000km or five years – whichever comes first. Quality belts cost around $250 a pair and you can expect a practiced workshop to do the job in about two to three hours. So you’re probably looking at around $600-700, not a fortune when spread across five years.

Ignoring belts can lead to a fairly dramatic engine failure.

They also run desmodromic valve actuation, where the valves are opened and shut by rockers, and adjustment is a specialist job that is needed infrequently. You should consider getting it checked when it’s in for belts at an additional cost.

There is an element of the exotic to Ducatis, so keeping on top of the care and feeding is important and it’s reasonable to expect the bills to be a little higher. Skimping in this area is a false saving, as a well looked-after example will be more reliable and cost less to keep in the long-run.

Supply of both first- and second-generation examples is good. Prices start at around $8000 with some bikes at that level claiming surprisingly low mileages for their age.

At the upper end, people are asking anything up to $13,000 for a late low-miler.

As is often the case, you should let the condition of the machine play as much of a role in your decision as its age.

While a full service record is rarely available, look for evidence that oil changes have been done, ditto belts if the machine has enough kays under its wheels, or if it’s five or more years old.

Performance mods are of questionable value, since it often makes more financial sense to simply trade up to a quicker model once your licence restrictions have ended.

Keep in mind that rego authorities are becoming increasingly tough with roadworthy checks, particularly when it comes to noise. If it has an aftermarket exhaust, ask for the original.

Given it’s a learner bike, you should really insist on it coming with a roadworthy certificate. If there isn’t one, walk away.

Monsters are an absolute barrel of fun when in good condition, so make sure you get the best one you can afford.

For
Good handling
Decent performance
Great fun

Against
Maintenance cost
Strong but not bulletproof
Late ones are pricey

ENGINE
Type: Air-cooled, two-valve per cylinder, Desmodromic, L-twin
Capacity: 659cc
Bore x stroke: 88mm x 54.2mm
Compression ratio: 10.2:1
Fuel system: Marelli electronic fuel injection with 45mm throttle bodies

PERFORMANCE
Claimed maximum power: 51.7hp (38kW) at 8250rpm
Claimed maximum torque: 46.5Nm at 7500rpm

TRANSMISSION
Type: Six-speed
Final drive: Chain

CHASSIS AND RUNNING GEAR
Frame: Trellis, tubular steel
Front suspension: Showa 43mm upside-down fork, non-adjustable, 120mm travel
Rear suspension: Sachs monoshock, preload and rebound adjustable, 148mm travel
Front brakes: 320mm discs with four-piston callipers
Rear brake: 245mm disc with twin-piston calliper
Tyres: 120/60-17 front, 160/60-17 rear

DIMENSIONS AND CAPACITIES
Claimed wet weight: 187kg
Rake: 24 degrees
Trail: 87mm
Seat height: 770mm
Wheelbase: 1450mm
Fuel capacity: 15 litres