Ducati Monster 696-Monster 1100 Evo – naked bikes in comparison

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Ducati Monster 696-Monster 1100 Evo - naked bikes in comparison
Rivas

Family duel: Ducati Monster 696 / Monster 1100 Evo

A comparison of Ducati naked bikes

Is the smallest monster enough to spread fear and terror, or does it have to be the 1100s? Which is not only beautiful but also good?

S.Beauty is not everything, inner values ​​count. Yeah, right. Joking aside, that may apply in all sorts of areas in the world, but not in Italy, and certainly not for Italian motorcycles. Bella macchina – beautiful motorcycle, perhaps the most popular term after buon giorno or ciao. And as if the Monster weren’t already a pretty bike per se, the little 696s and also the 1100s (now only as Evo version) are really booming for 2011. Black and gold Darmah special paint (named after the classic from the 1970s) for the little ones, an art kit called Isle of Man in Italian national colors for the big ones. But what’s behind the pretty facade is worth the significant additional price of 3400 euros for the 1100 (696 from 7990 euros without ABS; 1100 Evo from 11390 euros, ABS as standard)?

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Ducati Monster 696-Monster 1100 Evo - naked bikes in comparison

Family duel: Ducati Monster 696 / Monster 1100 Evo
A comparison of Ducati naked bikes


Rivas

Ducati Monster 1100 Evo.

After all, it has a lot to offer in terms of evo (lution). Double silencer on the side instead of under the seat, the latter has been re-shaped, and the handlebars are now stuck in risers 20 millimeters higher. Revised cylinder heads, sharper control times and higher compression give the V2 more power, the reduced flywheel mass ensures even more spontaneous revving. Ducati is talking about 100 (obviously Italian) PS, the vehicle documents show 95 PS. For the 696 the corresponding values ​​are 80 and 75 hp.

In order to bring the performance safely to the road, the 1100 received an anti-hopping clutch and traction control that can be adjusted in four stages, ABS is of course standard. The anti-hopping clutch (standard) and ABS (for an extra charge) are now also available on the 696, as well as the higher handlebars, otherwise the two sisters are quite different. And they reveal their different characters as soon as they sit on and start. The lower seat of the 696, which has been cut even more narrowly, allows even those with short legs to always have secure contact with the ground with both feet; the 1100 is less considerate here, but with a seat height of 800 millimeters gives everyone a fair chance. At the start, the little one asks for manual operation of the choke lever, starts reliably at all times, runs smoothly immediately and takes on the gas cleanly. The 1100 is a bit bitchy in the mornings, especially after cool, damp nights, reluctantly takes on the gas after starting, and likes to go out when the gas is first blown. Not exactly helpful with an engine that doesn’t even like the range below 3000 rpm even when warmed up and prefers at least 4000 tours when rolling in high gear. Clear jerking, rough throttle response and energetic hacking on the chain show the displeasure of the V2. The monster wants to be left off the chain and turned. With a lot of pressure in the middle, it pulls the driver, who is leaning forward slightly, very comfortably accommodated, forward and turns fiery to just over 8000 rpm, where the limiter intervenes and a wild blinking in the cockpit warns to change gears.

The little V2 is a much more peaceful companion: from a good 2000 rpm it picks up the gas cleanly, pulls up gently but firmly and without hacking, after a short break from 4500 rpm it evenly increases in temperament and turns hardly less energetically and still significantly more free in the upper speed regions, where it only locks well beyond the 9000 mark. The clutch, which feels a bit smoother, and the easily and precisely shiftable gearbox make changing gears and squeezing out the little monsters a real pleasure. Even the 1100s no longer maltreats the left hand with the high manual force that was once typical for Ducati, a radial pump transfers the manual force to the servo-assisted oil bath clutch.


Rivas

Ducati Monster 696.

Performance is all well and good, but it also wants to be put on the road. This requires a decent chassis. Here, too, one can and can expect more from the more expensive big sister than from the 696th time. With the progressively articulated Sachs rear shock with adjustable preload and rebound, there is a tie, dry bumps get through to the driver here and there. At the front, 43 upside-down forks from Marzocchi do their job, not at all on the 696 and fully adjustable on the 1100. Even the simple version of the little monster does its job well, only appears too soft during hard braking maneuvers and bends heavily.

Speaking of brakes: Here, too, the little Evo can stand up. Both have Brembo systems with huge 320 mm discs and four-piston calipers, which grab bitingly and are supported by an extremely sensitive, sporty late, but reliably regulating ABS. With such stoppers, road heating is fun, and the 696 quickly reveals itself to be the better joker despite its lower performance. The narrower 160 mm rear tire (1100 Evo with 180 mm), the slightly lower weight and the lower seating position (ensures a lower center of gravity) – all fine ingredients for the much better handling of the little ones. In addition, there is the aforementioned gentler engine characteristic: where the big one has to be choked down a gear or with a slipping clutch around the bend, the little one pulls through cleanly in second gear and even passes inside if necessary. This is where the real ones show themselves "inner values" – and who mainly flaunts externals.

CONCLUSION
Admittedly: The 1100 is nobly equipped and especially in the Isle of Man paintwork a beauty. But she is the beast in this sister-quarrel, bouncing off with an inharmoniously tuned engine and, above all, shining with classy equipment. The small, by no means lame monster is simply more fun for less money because it has the more harmonious engine, the more manageable chassis and equally good brakes. Sometimes less is more.

Technical specifications


Markus Jahn

Ducati Monster 1100 Evo.

Ducati Monster 696 engine
design type Two cylinder four stroke 90 degree V engine
injection Ø 45 mm
coupling Multi-disc oil bath clutch (anti-hopping)
Bore x stroke 88.0 x 57.2 mm
Displacement 696 cm3
compression 10.6: 1
power 55.0 kW (75 PS) at 9000 rpm
Torque 69 Nm at 7750 rpm
mass and weight
frame Steel tubular frame, engine is load-bearing 
fork Upside-down fork, Ø 43 mm
Brakes v / h Ø 320/245 mm
Assistance systems SECTION
bikes 3.50 x 17; 4.50 x 17
tires 120/60 ZR 17; 160/60 ZR 17
Tires Pirelli Angel ST
landing gear
wheelbase 1452 mm 
Steering head angle 66.0 degrees
trailing 96 mm
Suspension travel v / h 120/148 mm
Seat height ** 780 mm
Weight with full tank ** 185 kg
Payload ** 205 kg
Tank capacity 13.5 / 3.5 liters
Service intervals  12,000 km
Base price 7990 euros ***
Additional costs around 305 euros
MOTORCYCLE readings
Top speed * 210 km / h
Acceleration 0-100 km / h 4.2 sec
0-140 km / h 7.4 sec
0-200 km / h 23.6 sec
Pulling speed 60–100 km / h 5.3 sec
100-140 km / h 6.3 sec
140-180 km / h 7.6 sec
consumption
Country road 3.8 liters / super
Reach country road 355 km

Ducati Monster 1100 Evo engine
design type Two cylinder four stroke 90 degree V engine
injection Ø 45 mm
coupling Multi-disc oil bath clutch (anti-hopping)
Bore x stroke 98.0 x 71.5 mm
Displacement 1079 cm3
compression 11.3: 1
power 70.0 kW (95 PS) at 7500 rpm
Torque 105 Nm at 6000 rpm
mass and weight
frame Steel tubular frame, engine is load-bearing 
fork Upside-down fork, Ø 43 mm
Brakes v / h Ø 320/245 mm
Assistance systems SECTION
bikes 3.50 x 17; 5.50 x 17
tires 120/70 ZR 17; 180/55 ZR 17
Tires Pirelli Diablo Rosso II
landing gear
wheelbase 1450 mm 
Steering head angle 66.0 degrees
trailing 94 mm
Suspension travel v / h 130/148 mm
Seat height ** 800 mm
Weight with full tank ** 189 kg
Payload ** 201 kg
Tank capacity 13.5 / 3.5 liters
Service intervals  12,000 km
Base price 11390 euros ****
Additional costs around 305 euros
MOTORCYCLE readings
Top speed * 225 km / h
Acceleration 0-100 km / h 3.6 sec
0-140 km / h 5.8 sec
0-200 km / h 14.6 sec
Pulling speed 60–100 km / h 5.0 sec
100-140 km / h 4.9 sec
140-180 km / h 5.7 sec
consumption
Country road 4.8 liters / super
Reach country road 281 km

* Manufacturer information; ** MOTORCYCLE measurements; *** Price test motorcycle 9099 euros; **** Price test motorcycle 11,889 euros

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