2009 Ducati Monster 696 No Reserve on 2040-motos

Ducati Monster description

 Used dealer trade in with aftermarket Leo Vince Exhaust Rizoma grips and trick mirrors came in on trade with the 7500 mile service already performed




The Specs With a dry weight of 355 pounds, Ducati engineers boast that the Monster 696 is 44 pounds slimmer than its lightest competitor, and we believe it: the desmodromically valved, carbureted, air-cooled 696 cc L-twin engine is an exercise in simplicity, and the bike's compact proportions yield a 30.9-in. seat height which makes it welcoming to less experienced riders.

An array of digital gauges includes a bar-graph-style tachometer, speedo, and oil temperature, as well as lap time and air temperature information.A steel-trellis frame with an aluminum subframe holds everything together, with a nonadjustable 43 mm inverted Showa fork and a preload and rebound-adjustable Sachs monoshock with progressive linkage at the rear. Four-piston, radially mounted 320 mm Brembo discs are found up front, while the rear is equipped with a twin-piston 245 mm disc.

Boasting the highest horsepower-per-liter ratio of any Ducati air-cooled engine, the 696 cc V-twin gets a 9 percent boost in horsepower (for a total of 80) and an 11 percent boost in torque to 50.6 lb-ft. A larger airbox sits underneath a detachable and interchangeable plastic tank �skin,' which enables owners to switch bike colors relatively painlessly. The larger tank proportions also enable an improved fuel capacity of 3.8 gal.

The Ride

The Monster 696 fires up with a satisfying rumble, proving that the cannon-like dual-exhaust pipes sound as mean as they look. Throw a leg over the bike, and you'll notice the posture leans towards the sporty side—with the handlebars being a bit of a stretch forward, the tank pressing firmly against your thighs, and the foot pegs resting somewhat aft.

Click the shifter into first and a bit of throttle is needed to accelerate from a standstill, due in part to relatively tall gear ratio. The clutch feels light, as does the steering effort, and the whole bike—from the smooth shifter to the progressive brakes—has an air of ease about it, largely thanks to the weight savings and impressive power-to-weight ratio. Though the engine can vibrate a bit at lower rpm, when the power comes on it pours on thick and heavy, with an especially strong midrange. Under most urban riding conditions the engine feels responsive and ready for hard acceleration (as long as you haven't shifted the tall-geared transmission too early), but when you're out on highway-speed runs you'll notice the L-twin isn't as rev-happy as its four-cylinder competition.



After a few hours in the saddle, the Monster's ergonomics can get a bit taxing, especially due to the forward riding position and the seat that pushes your belly against the tank. Though it's an entertaining ride around town, the Monster 696 wouldn't be our first choice for a long-distance tour.

But lots of seat time also reveals how well the 696 works as a whole. The bike's performance dynamics are nicely balanced, with solid power, agile handling and strong brakes that feel well matched all around. This is a bike that's very easy to maneuver