What would you expect of the entry level offering from a company that produces the $85,000, 200hp street going MotoGP replica Desmosedici RR? How about a highly competent, well spec'd road goer that proudly carries the name Ducati on its tank.
As marketing departments do their best to make the buying public see the genealogical connection between flagship products and lesser base models, jaded consumers could hardly be blamed for suspecting that the 696 Monster is a bike built to a price point that relies on its name more than substance of its offering. Not so this littlest Duc. In fact, with this major redesign, it sports improved brakes, lighter weight and a price reduction over the 695 Monster that it replaces.
If going on specs alone, one would have to be impressed with many of the components that adorn the 696, but it's the way that the whole package works together to create a fun and competent bike that can be enjoyed by beginner and veteran alike.
Hopping on, one is immediately struck with how compact and balanced this 145 cm (57.1 inch) wheel based bike is, just right for the 'cut and thrust' of in town riding. With its light 161kg (355 lb) claimed dry weight, wide, almost flat handlebar and low 77 cm (30.3 inch) seat height, the 696 is easy to manoeuvre in a parking lot or on the move. Riders of earlier versions of the smallest Duc will be pleased to find that, while further improvement is still possible, the steering lock has been greatly improved, so turning in tight confines is no longer a multi-point event.
Under way, there is no confusing this bike's sporting intentions. The riding position inclines the rider forward to the bars and tucks the feet up under the seat but not so drastically as on a race replica. In fact, this position, while putting the rider in excellent control, actually provides a high level of comfort with little weight being placed on the tailbone, but instead taken up by the thighs. The low handle bar that might look uncomfortable at a stand still comes into its own when on the move, placing the rider in a perfect lean into the wind at speed which helps take weight off of the wrists. I found the ergonomics of this bike to be so right, that three hours in the saddle left me ready for more. Of course, the stylish vestigial fairing provided little more protection than a playing card, but at the same time, didn't mess up the flow of air at helmet level, so cruising speeds of up to 125 km/h were easily held in relative comfort. Speeds above this were OK for a time, but fatigue from fighting the wind flow would set in at a quicker rate.
Suspension duties are handled by the non-adjustable Showa 43 mm inverted front fork and single rear Sachs shock which is adjustable for pre-load and rebound. These legs proved to be quite firm, and provided excellent handling characteristics when curvy country roads were tackled. At the same time, some of the roads on my commute are in desperate shape with patches, heaves and pot-holes waiting to deliver a pounding to the rider. On these roads, the Duc's suspension did a commendable job with 12 cm (4.7 in) front and 14.8 cm (5.8 in) of rear travel. It was compliant enough to take the edge off of the beating, but a much softer suspension would be required to really isolate the rider, and that would take too much away from it's sporty focus. Steering is excellent with the wide flat bars providing plenty of leverage for in town warfare or while strafing twisty country roads. In either situation, the rider is presented with plenty of feedback through the bars along with a planted, stable feeling thanks to its new combination of steel tube trellis frame, cast aluminum sub-frame and beefy aluminum single shock swing arm.
The 696's 90-degree, air cooled 2 valve V-twin provides motivation with a claimed 80 hp at 9000 rpm and 51.6 ft/lb torque at 7750 rpm. It will pull from lower rpm in an easy to manage flow of power, but it really lights up to provide an exciting push in the upper third of its rev range. There is no redline on the large segmented LCD tach but with the abundant power in the mid range, I didn't feel the need to wring its neck very often. When I did, red LEDs just above the tach let me know that the upper limit is near at 9000 rpm. Shifting is accomplished with light prods of the 6-speed's lever. This buttery smooth transmission didn't fail to impress with its easy shifts. Clutch pull, while very light, would be improved especially for new riders or for those with smaller hands, by having a wider engagement point that starts closer to the bar.
... MMM
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