Ducati Monster 696

NOT SO MUCH
•    Seating ergonomics
•    Engine vibration at low revs
•    Vague front end

As one of the entry-level motorcycles in the Ducati range, the Monster 696 will be the first port of call for many riders wanting to own Italian exotica. The good news is that it's an easy bike to ride and entertaining at that.

It's not the most powerful bike in its class, nor is it the most affordable priced at $13,490 before on-road costs are added, but it is one of most visually appealing and though it pains me to say it, you really do buy a lifestyle with this machine.

Despite its shortcomings, of which there are a handful, there's something very satisfying about riding the European naked bike, and it begins from the moment you throw a leg over the machine. Perhaps it's the lumpy V-twin burble that tends to turn heads, or the minimalist but quintessential Italian design?

Whatever 'it' is - probably a combination subtle and sometimes unnoticed of things - riding the Ducati Monster 696 is an enjoyable and oddly satisfying experience. But first let's look at the nuts and bolts...

Powered by a 696cc air-cooled two-valve per cylinder 'L-twin' engine, the baby Monster makes quite a bit of noise, even with its stock-standard twin exhaust system (incidentally the only part of the bike that looks out of place).

Peak power of 80hp (59kW) hits at 9000rpm while 68Nm of torque peaks at 7750rpm, all of which finds its way to the rear wheel via chain drive and sometimes fussy six-speed manual transmission. Though it appears on paper as though the vast majority of power and torque hits high in the rev range, the engine is very tractable and there's decent poke from around 5000rpm.

Open the throttle from standstill and lean back and you can just loft the front-wheel, or so we've been reliably informed... Indeed, the Monster is no slow poke and won't be completely left behind by the 600cc sports bike brigade.

At freeway speeds there's not too much buffeting and while some people prefer a fairing for long distance riding, after two hours in the saddle on the freeway I didn't feel particularly tired or knocked about - though I did have sore aggots.

Though the Desmodromic engine has heaps of character, it does struggle to keep its rhythm at low revs however, its firing order getting very uneven below 4000rpm, which can make cruising at 100km/h in sixth gear an interesting experience. At lower revs the engine becomes less responsive too, and creates a fairly noticeable vibration. Some people would call that character, others would call it a lack of refinement. Me? I sit somewhere between the two.

The gearbox works well for the most part; paired with a light clutch it snicks through gears smoothly but a couple of times I experienced false neutrals and when coming up to stop after an 80km/h cruise and just pulling the clutch in while still in fourth gear, the gearbox made very bad gnashing sounds on two occasions.

Nevertheless, Ducati Monster 696 performed well for the most part and despite its nameplate, this particular model doesn't intimidate, featuring a low 770mm seat height and easy to reach bars.

Simplicity is the name of the game with the Monster 696. It's an easy-to-ride motorcycle that ensures an uncomplicated ride from the beginning. The only control that stands out as non-conformist is the little menu selector that allows you to scroll through various trip computer functions, such as oil temperature, trip odometer, lap time and so on.

Flat handlebars ensure an upright riding position, but there are ergonomic problems on this bike that will hopefully be addressed in the 2011 model. The seat is angled forward so that even without a pillion passenger you'll slide forward into the fuel tank, which can result in, ahem, sore cherries.

It's probably not so much of an issue for female riders, but I found the only relief on longer journeys or under hard braking was to grip the tank tightly with my knees to avoid gonad-crushing discomfort. And with a pillion it becomes even worse, particularly as the rear seat is tiny and there are no grab handles (Ducati has said it will improve pillion support in the 2011 models).

It's not a bad-looking piece of machinery either, the tubular steel trellis frame, stylised fuel tank with mesh inserts, bold front headlight and exposed engine creating an appealing image. There's a trendy LED brake light at the rear, while the instrument cluster facing the rider is a compact and concise unit, though the digital tachometer updates too slowly to be of any real use. Give me analogue or give me nothing! The LCD instrument panel can also be hard to read at times.

As far as dynamics go, the Monster acquits itself well; a light 161kg kerb weight combines with a centralised mass and flat handlebars making for a very flickable machine. It changes directions exceptionally easily, though there is a slightly sense of floatiness to the front end, which could be due to the fixed Showa 43mm Showa upside forks and 24 degrees of rake.

The rear end gets a Sachs progressive linkage shock, adjustable for preload and rebound compression, hooked up to an aluminium swingarm. The brake and clutch levers are also adjustable.

Riding around town the 696 performs remarkably well, the light front end giving it the kind of agility you'd expect of a much smaller capacity motorcycle. The brakes work very well, with good feel, and the mirrors - though narrow - deliver a widespread rearward vision.

Out on the open road, the Italian naked bike can be a lot of fun and tips into corners without any histrionics, tracking cleanly through bends once settled. It's not a particularly difficult bike to master, and can be remarkably quick point to point thanks to its beefy mid-range grunt. But if the front wheel hits a crack, bump or depression in the road surface (even a mild one) the front end becomes anxious and fidgety and this can be unhelpful, especially if you're gunning it. Front end feedback is best described as average and it will be interesting to see whether the Marzocchi forks being fitted to 2011 Monster 696 models will improve things.

With a 15-litre fuel tank the smallest Monster in the Ducati line-up has an average cruising range, and you won't have to worry too much about regular refuelling unless you're going at it flat-knacker most of the time. And if you do ride around at warp speed, rest assured the four-pot Brembo calipers biting twin 320mm rotors at the front end provide very good deceleration, backed up by a 245mm disc at the rear.

Ducati has built a motorcycle that won't win any awards for innovation, and it's certainly not perfect. The engine can be lumpy and disagreeable at times, the seating position is sometimes a pain in the nuts, and the fuel tank could use an extra couple of litres. To be blunt there are a handful of things that need attention on this motorcycle.

But even in the face of these shortcomings there's something undeniably satisfying about riding the Ducati Monster 696, and it's what kept me coming back to ride it. It's almost as though the aggressively-styled Italian motorcycle has an aura of coolness (for lack of a better word) that permeates everything around it, in turn transforming the rider from an everyday commuter into a trendy fashionista with impeccable taste.

While the Ducati Monster 696 doesn't push the envelope in terms of technology or function, it is nevertheless a capable and very entertaining machine to ride, and is offered at a price that won't break the bank.

SPECS: Ducati Monster 696
ENGINE
Type: Air-cooled, four-valve, V-twin, two-valves per cylinder
Capacity: 696cc
Bore x stroke: 88mm x 57.26mm
Compression ratio: 10.7:1
Fuel system: Siemens electronic fuel injection, 45mm throttle body
Emissions: Euro 3

CHASSIS AND RUNNING GEAR
Frame type: Tubular steel Trellis frame
Front suspension: Non-adjustable 43mm Showa forks, 120mm travel
Rear suspension: Progressive linkage with preload and rebound Sachs adjustable monoshock
Front brakes: Twin 320mm discs with Brembo four-piston calipers
Rear brakes: 245mm disc with two-piston caliper
Wheels: Three-spoke light alloy front 3.5 x 17, 4.5  x 17 rear
Tyres: Front 120/60-ZR17, rear 160/60-ZR1&

DIMENSIONS AND CAPACITIES
Rake: 24 degrees
Claimed wet weight: 161kg
Seat height: 770mm
Wheelbase: 1450mm
Fuel capacity: 15lt

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