Ducati’s Product Director Claudio Domenicali tells us there’s a subset to the Ducatisti hordes. He talking of the Monsteristi, fans of the company’s most successful model. Since its 1992 introduction, 200,000 have been sold, and the Monster is no longer just a model; it’s a “brand” of its own, like Corvette in relation to Chevrolet. Updating such an icon was a tough task for the styling and engineering team that worked to create a new Monster, one that would renew the emotions and feelings loyalists had for the original, but with a higher level of styling refinement, quality and engineering.
They started with a re-engineered chassis. The distinctive new frame is a steel-tube trellis front section bolted to two elegantly designed aluminum castings, resulting in a neat-looking structure that is lighter and more rigid than the old design. There is no more rear-suspension linkage; the radically cantilevered, side-mounted shock (like the Aprilia Shiver's) is directly bolted to a massive cast-aluminum swingarm. The three-spoke rear wheel is shod with a 160/60-17 radial and moves through 5.8 inches of travel. Front suspension is an adjustable Showa 43mm fork with 4.7 inches of travel. Wheelbase spans a tight 57.1 inches, matching the sharp chassis geometry: 24 degrees of rake and 3.7 inches of trail. The bike's claimed weight is a flyweight 355 pounds.
No corners were cut when it came to anchors. Twin 320mm rotors and new two-piece Brembo radial-mount four-piston calipers are less expensive than the precious Monobloc Corsa units found on Ducati's superbikes, but are still a notch above the old model's in stopping power and feedback.
The classic two-valve V-Twin is living a new, brilliant life. Engineer Gigi Mengoli dared to use an oversquare bore and stroke when he replaced the tamer 620 with the 695 powerplant. While retaining the latter's displacement and internal geometry, the new 696 sets a mark for Ducati air-cooled motors in specific output with 80 hp (the 695 made 73) at the 9000 rpm power peak, with a generous 50.6 ft.-.lbs. of torque at 7750 rpm. The integrated ignition-injection digital management system is now a more advanced unit made by Siemens and uses the same 45mm throttle bodies as before. A hydraulically actuated, anti-lock clutch includes a mechanism that reduces effort at the lever. The six-speed gearbox remains unchanged.
With an easily straddled 30.7-inch seat, the Monster feels light and nimble, and the riding position is greatly improved. The rider sits well forward, weight ideally distributed without a stretched-out reach to the bars. The pegs are set slightly rearward--not too high--and the upper body leans forward naturally for a comfortable ride in town or on a long highway haul. The new 696 mill is smooth, responding shudder-free from low rpm to past the 9500-rpm mark. And the new clutch is a dream to operate, finally comparable to a Japanese 600's unit. It's about time!
For its size and its price--$8775 when it hits American dealers in the fall--the new Monster delivers pure, hair-raising performance with competence. Top speed is past 125 mph and it accelerates and responds like it’s out to ambush bigger bikes, especially on twisty mountain roads. Its light weight and nimble chassis work great with the free-revving mill, and if it had grippier tires it would be the joy of any corner-carver. In all, the new Monster 696 shows a quality in its conceptual approach and execution like we’ve never seen from Ducati, without compromising the Bologna make’s heritage of sporty excellence. A little jewel by any standard, and definitely Claudio Domenicali’s strongest statement yet.