REVIEW – New 2022 DUCATI Monster 797+ – Ideal for Beginner Riders

RU-MOTO RATING

• Reliability
• Chassis
• Appearance
• Comfort

4

Verdict

The Ducati Monster 696 is a typical naked motorcycle, specially designed for riding on the streets of a metropolis in congested conditions. Here the device is unrivaled: light, maneuverable and well controlled by the steering wheel.

The naked essence of this bike - the frame and mechanisms uncovered by plastic panels - fascinates with power and strength. Studying the review of Ducati Monster 696 , you understand that the manufacturer managed to create a truly iconic device. The motorcycle was produced from 2008 to 2014 and is the direct successor to the “monster” that was developed and rolled off the assembly line in 1993. Designed and manufactured by the famous Italian company Ducati Motor Holding SpA

Price for Ducati Monster 696

Prices are indicated only for used motorcycles (since they are no longer produced) from 2008 to 2014.

prices on moto.auto

Price for avito

The cost greatly depends on the technical condition and mileage. The average price of a device ranges from 310 to 570 thousand rubles, with the following distribution by year:

• 2008: 330 – 360 thousand rubles.
• 2009: 310 – 380 thousand rubles.
• 2010: 350 – 399 thousand rubles.
• 2013: 350 – 570 thousand rubles.

Despite the fact that the model is not currently in production, it is still popular and in demand.

Read other motorcycle reviews Review of the KTM 690 SMC motorcycle

Yamaha XJ6 (2009 – present, RUB 200,000–400,000)

Until the appearance of a large number of models from the Yamaha MT series renewed by the Japanese, budget road bikes Yamaha XJ6 in the dressed Diversion version and in the undressed version dominated the market in their segment, selling like hot cakes. Time passed, the motorcycle did not lose its consumer qualities and, having parted with its novelty, it became more pleasant in terms of pricing.

Engine

The power plant of “Sabotage” can be called legendary and well-deserved. Her roots are in sports. More precisely, in the Yamaha YZF-R6. After several successive depowerings, the four-cylinder in-line engine with a displacement of 600 cm3, a liquid cooling system and electronic fuel injection fell to the mercy of the XJ6 series. Along the way, the engine lost almost all its strength, but something remained. At the most crucial moment, the driver has the opportunity to significantly increase speed by turning the engine speed almost into the red zone. Yamaha XJ6, like a self-respecting 600, loves high revs! There are absolutely no questions regarding the service life and reliability of the engine.

Transmission

The gearbox here is almost eternal. With careful use, a factory set of clutch discs will last almost the entire life of the motorcycle. There is insufficient clarity of gear shifting. But everything is within reason. Hard false neutrals are rare.

Frame and body kit

In terms of tail elements and the resistance of supporting structures to various kinds of troubles, the Yamaha XJ6 cannot boast of anything special. Before us, whatever one may say, is the child of marketing and savings. When in contact with asphalt, the plastic is prone to cracks; on the dressed version, the mirrors and the spider on which they are supported are often damaged. Even with the arches installed, the side motor covers are often wiped through. In case of strong impacts, it hits the fork, frame and radiator.

Brakes

The brakes should be considered conditionally capable, but also noticeably outdated. Two-piston Tokico calipers on the front wheel and a single-piston caliper of the same brand on the rear are a thing of the past. Reinforced hoses and “evil” pads will not interfere with them. The anti-lock braking system (an option until 2011) is characterized by too early operation.

Pendants

The level of suspension elements is similar to the brakes. Simple, minimalistic and modest! A simple non-adjustable “telescope” and a monoshock absorber without progression rods, but with adjustable spring preload, are responsible for handling and “holding.” The rear pendulum is very primitively designed. The rectangular section design works as awkwardly as it looks.

Comfort

The riding position on the naked version (since we're looking at it specifically) is perfect for city driving. One “but” - the seat on motorcycles before 2013 is far from ideal. The “fifth point” becomes exhausted after 150 km of travel. To drive on the highway you will definitely have to buy a windshield.

Modifications

The XJ 6 series is available in two variations - naked (produced since 2009, the word Diversion has been removed from the name) and dressed (the letter S in the name). The latter is distinguished by an almost complete plastic body kit with a windshield and mirrors placed forward. XJ6 SP is a limited edition version based on a naked bike. The differences are the split seat and the black and gray color. In 2010, a fully dressed version of the XJ 6 Diversion F (not supplied to Russia) appeared, distinguished by a more sporty design due to richer stickers, larger side plastic and pronounced air intakes under the headlight. The special version of the XJ 6 R (also known as FZ6R in other markets) differs from the base XJ 6 Diversion F by a split seat and bright stickers on the sides. In 2013, the shape of the seat was changed and the thickness of the filler was increased, which significantly improved driving comfort. In addition to the one-piece seat, a separate one (of two parts) appeared. In 2013, a limited version of Race Blue with matte black plastic and blue rims was added to the basic coloring. In the same year, the “undressed” version underwent a slight independent restyling. The shape of the headlight and side plastic panels has changed. There are modernized handles for the passenger and LED instrument panel lighting. As of 2022, the model is still in production, but is rarely seen on showroom shelves.

Specifications

Main technical characteristics of the bike:

• Maximum speed - 228 km/h (speedometer is limited to 299 km/h)
• Fuel tank volume – 15 l.
• Fuel consumption is 5 liters per 100 km. It has a decent power reserve of 300 km .
• The weight of the motorcycle without fuel and operating fluids is 161 kg .

Overclocking for the monster 696 varies depending on the year of manufacture. So for a 2009 motorcycle, acceleration to 100 km/h is 4 seconds , and for a 2012 motorcycle - 4.6 seconds .

The motorcycle is equipped with an air-cooled engine with a displacement of 696 cc. cm, which provides decent dynamics.

The bike needs to be broken in, and given the fact that components and spare parts for the Ducati Monster 696 are quite expensive, this process must be carried out strictly in accordance with the manual.

Spare parts can be found on aliexpress or in VK groups.

You will also find the official monster 696 manual in Russian and the abs manual very useful

It so happened that I got this monster as my first motorcycle. As a reason to finally get category A. First buy a motorcycle, then go to study. Classics of the genre. In order not to lead myself into unnecessary temptations, I did all this in the winter, passed my license at the beginning of the season and started riding. So, what is the Ducati monster, what can it do and why is it needed? Owner's biased impressions. The motorcycle itself is low and quite light - ~170 kg; due to the low center of gravity, even a girl can easily hold it with her feet. The landing is low, semi-sporty - the legs go slightly back, the body is tilted forward. The saddle is quite low, easy to control when stopping even for short people. There is no wind protection, but with or without such a landing, you want to snuggle closer to the tank under any acceleration.

All plastic and controls are tactilely pleasant. The seat has a patch covering the place of the second number. If necessary, it can be removed at the moment, but landing the second number is generally like a sport, in other words, why the hell did he not give up here.

The motik has been produced for so long that it has already become a “neoclassic”. Therefore, now this is a device that the Italians have finally thought out in detail - this does not happen right away. For example, only from the age of 14 they began to install plastic covers on the high muffler so that the pluses would not get burned. For 15 years they couldn’t start putting it in the database. But the letters of the Ducati Monster inscription on the black motorcycle version are not varnished, and after several years of very careful use and garage storage, they begin to slowly peel off. I think they will be completely worn out during the summer outdoor storage. Painted versions of monsters - white and red - do not have this problem. Before we started riding, we made a custom protection as an extension of the “birdcage”.

Many places write that such a motorcycle is quite good as a first one, but this is not entirely true. There are many reasons, starting with the engine. L-twin from Ducati is an L-shaped engine design, when the cylinders are joined at an angle of 90 degrees, which gives a special bass velvety sound and powerful pickup in a wide speed range. And here there is one nuance - why is it not the best choice for a complete beginner - there are no lows in this wide range. It doesn't go slower than 20 km/h without jerking in first gear. Starts to sausage. It pulls normally from 25. And often it turns out that you have to drive in the axle box - apply the gas with the clutch partially depressed. This requires some skill when you have to do this all the time.

If you cope with this, the problem of mirrors remains. The standard mirrors are very beautiful and harmoniously match the design of the entire motorcycle. But nothing is visible in them! Since the connection is very bad, I’ll spell it out: Nikifor, Ivan, Khariton, Ulyana, Yakov. That’s exactly how you can see everything that’s happening behind you through these beautiful mirrors. For the most part, these narrow glasses, barely adjustable, show your own hands and a piece of the sky. A possible option is with a piece of the curb instead of the sky. In a word - it doesn't help. To perform the maneuver, you need to move your head properly, looking at the reflections in the mirror from different angles. But beautiful.

There is a clear explanation for these “troubles” - I bought a Ducati, it’s not worth throwing up. As soon as you begin to live up to this principle, everything becomes wonderful. Why do you need mirrors if you are already the fastest? The engine doesn’t move, the engine convulses at less than 20 km/h? Well, drive faster. Actually the engine itself, “only” 700 cc and 80 hp. is quite sufficient for this motorcycle - although the Ducati company no longer thinks so, and is now producing a Monster with a younger engine 100 cc more. Moreover, the increase went mainly to the traction at the bottom. Here the engine simply asks to be turned, starting to work pleasantly from four thousand revolutions. 6 gears in the city are completely unnecessary; I only used the first 4. You can drive 100 at 5 to save fuel, but without power reserves. It’s not clear why Ducati is needed then? ))

The digital black and white display is the same - there is neither an indicator of the selected gear nor a fuel level - there is a neutral and fuel reserve light. At first I didn’t understand what kind of nonsense it was. What's so difficult about showing a show on the panel? Motik 2014 after all! But after a couple of months I realized that there was nothing to watch on this display. When landing correctly, it is somewhere below, and you only have the road in front of your face. You don't need mirrors - remember how those you overtook moved. If you keep the engine in a comfortable range, then 2nd gear is 40-80 km/h, third - 80-120. And in a comfortable way, it’s not unscrewing until the cutoff, but when the engine is filled with purring vibrations. And the sound of the engine in place and the vibrations while driving here are simply wonderful. By the way, the mirrors from them also shake violently. Who needs mirrors anyway?..

If you go out on the highway, you also understand that the motorcycle is made to cut through city traffic, and not for long, uniform movement. Sitting at an angle puts stress on your back and arms. In the complete absence of wind protection, the wind begins to blow even at 120, more than 150 it is not comfortable to drive in principle, even lying on the tank. But that's for me. On the same Monsters, but 1200, people race 150-200 leaning on the wind. However, the little monster is not like that - it goes 200, but after 150 the dynamics completely disappear.

At one time I thought that this was more of a city motorcycle with a slight hint of sport. It turned out that it is much closer to sports than to city motorcycles. At the same time, I started driving a 1200S Multistrada. There are 160 forces but at the same time you drive much calmer. She can do a lot, but she doesn’t provoke at all. When you transfer to the Monster, you feel like he is a street fighter. Yes, it is very good as a city motorcycle. His long-distance route is to a nearby dacha. The lack of fuel level indication and the ability to secure the luggage system seem to hint that it’s not worth it. Cruising range on the highway on one tank - 200-250 km

In the end, I realized that this motorcycle was not too powerful for me. He's too much of a sportbike. I can imagine how the owners of sports liters smiled now. Friends, this is definitely a “sportbike” only for beginners. But I want to say that this motorcycle is too aggressive for me. He constantly provokes people to unscrew in the city.

Here I would like to separately note that I not only do not encourage driving in the city “as if I were the fastest.” I think it’s not safe and I didn’t intend to ride like that when I chose the motorcycle. But I can’t help but write that this device with all its spirit asks to be unscrewed.

A couple of years ago I became interested in enduro and stopped riding the monster completely. It's a pity to sell and it's a pity that it's worth it. I’m thinking of changing it to a Ducati Scrambler - it has everything I like about the Monster, and nothing that it doesn’t. If suddenly someone wants to change, I will consider it with interest, with my additional payment. Geography within the Russian Federation is not particularly important, but still I am in St. Petersburg.

Possible motorcycle malfunctions

The motorcycle is characterized by specialists and owners as quite reliable and not causing much trouble. The most common malfunctions:

• Melting of the plastic screen and fuel line pipes located next to the exhaust. The repair consists of installing additional thermal insulation.
• The engine crankcase may be damaged at the side stand attachment point. If detected, replacement is required.
• Destruction of steering limiters. They are restored by removing old parts and installing new ones.

You can purchase original Ducati Monster 696 spare parts and have them repaired at the company’s specialized services.

MY MOTORCYCLE

According to the canons of the Church of the Flying Spaghetti Monster*, this particular model is considered the entry model, and not the even more budget Scrambler. Well, as one movie character said, “let’s see what kind of Sukhov he is”: a small but real Ducati or a low-cost improvisation on the theme of the Monster 1200?

To begin with, I will briefly list the differences between the M821 and the “big Monster” model 1200. So, this is a motor with a smaller dimension (88.0 × 67.5 instead of 106.0 × 67.9) and power, as well as a simplified design (crankshaft with a smaller diameter journals; cable rather than hydraulic clutch release, simpler design of throttle units...), non-adjustable suspensions - and a double-armed, rather than cantilever, pendulum of shorter length (and, accordingly, a 31 mm smaller base and 10 mm less suspension travel). And also - a black and white display (there are no indicators for gears or fuel level, just like on the 1200 - except for R). Another point is that the number is on the rear wing, not on the swingarm. Well, the differences between the cheaper version of Dark are the painting with black matte varnish (easily scratched, by the way - obviously in anticipation of further repainting by the owner) and the absence of an “antibody” that I personally don’t need at all.

And immediately - the first associations with former style icons. The tank is reminiscent of the last (I hope and believe that not the last) generation SS, with its swells, but otherwise the driving experience is similar to the previous generation Monster. The same position with your head above the wheel, the same position of your legs - but how much more pleasant it is to feel your knees not on pliable plastic, like the previous “monsters”, but on a steel tank! The current saints of Pastafarianism may not shine with their former beauty, but they are much less prone to plasticity. The tank tilts back again (only secured with an elastic band, not a latch lock) back, and is not dismantled after unscrewing 16 screws. It's just the cable release of the clutch... more precisely, the feeling on the lever... alas and ah. However, what should be considered a classic - the hydraulic squeezing of the “cracker” or this solution, originally used on the founder of the “belt” L2, the Pantah 500 of ’79?

A cable clutch release was installed on the first, 350 and 500 cc versions of the distant ancestor - the Ducati Pantah.

The first kilometers - and the analogies with its predecessors only intensify. Yes, the M821 is larger and heavier than the M696 and a third more powerful - but adjusted for scale, the sensations are the same. Equally comfortable suspension, equally pleasant and relaxed steering; At the same time, unlike many competitors, the rake does not tend to zero, which does not create a feeling of emptiness in the steering wheel when taxiing between the rows. And the same as the 696, the need to constantly unscrew the handle! At 7 thousand, the engine fires with all its heart - unless, of course, you forget to switch the electronic throttle mode from Touring to Sport, which by default also minimizes the interference of traction and automatic braking. Another half hour of intensive maneuvering in traffic - and you are already openly rude, flying into any traffic holes and overtaking anyone in vain. Hooligan device! The brakes are not top-end M50, but better than those of its competitors, the frame and swingarm are sufficient, the engine is even more so (112 forces is not enough in traffic? Well, well...), and the suspension allows you to sail over potholes in the most comfortable way.

Is your appearance not Italian? If only we “forget” that not all Ducati (and also Laverda, Moto Guzzi, Cagiva...) were aimed at being masterpieces, to say the least!

But the pasta grace fades with increasing speed, and the comfortable settings of the fork and shock absorber can go sideways. God forbid you get carried away and start trudging through an empty city at night - say, by hanging out with sport bikers or deciding to run away from an expensive motorcycle battalion. The engine here is enough for 160+, but the suspension is not enough. More precisely, “slow” damping. As a result, jumping from lane to lane over crushed ruts, you soon catch a longitudinal swing. And not hard buffeting, like, say, on the SF1098 (at least you know how to deal with it, almost without slowing down), but rather a smooth swing, making following the trajectory difficult and forcing you to helplessly slow down... And although the engine allows you to go 220 s tail, and the oncoming flow unloads the front only after 210 (much later, when it becomes unbearable to hold your torso and neck - the tank is aerodynamically active here) - I recommend doing this only on a completely flat and relatively straight road.

Including the passenger. If the previous Monsters were more like one-and-a-half-seaters than two-seaters, then here your “captive” will be, if not comfortable (tea, not an “electric train”), then quite comfortable. Even if she is by no means an inch and at first is seriously worried about the increased windage of her meter eighty without cables. However, in any case, she will have to change the cables to motorcycle boots or at least martens - the muffler is too close to the passenger’s right foot. And you should switch the engine from Sport to Touring so that the response to the handle is softer, as are the traction settings. After which - forward and with a song. The passenger seat is soft, the weight distribution of the car is spoiled uncritically - so ride as much as you like.

High heels and skirts are contraindicated for passengers: the muffler is in the immediate vicinity of the right rear step.

Ladies will especially like the saddle. Passengers - the convenience of the rear. For drivers - the ability to adjust the height.

So is it Ducati or not? Definitely yes. The Flying Pasta Monster - although it flies lower than the “1200” and, even more so, the legendary S4RS, is still faster than both the 696 and the 1100. Yes, in comparison with the 1200 (which I drove a lot soon), our hero lacks stability on the straights, the cable clutch release, as well as the simple instrumentation, make the workplace cheaper, and the fussy nature of the “twisting” engine with a light flywheel has nothing in common with the rich “middle” and more powerful “big brother”. But, unlike the M1200, the motorcycle creates a feeling of balance between the chassis and engine, encourages aggressive behavior in traffic - and does not frighten you with rolliness in corners. And thanks to this, 821 is quite capable of outperforming its older brother in a real city.

A wonderful car - especially if you paint it brighter. To adequately celebrate the main holiday of Pastafarians - Friday.

Ramin!

Bottom line

As expected, this is a machine with a completely different purpose than the Scrambler. Not an addition to the Multistrada, Panigale or Youngtimer - but a universal (well, almost...) motorcycle for those who want a Ducati, and certainly new. In short, for beginners, but already convinced, adherents of the Pastafarian church. And this is a real Ducati - a direct successor to the M696 and its ancestor Pantah. For complete happiness, the only thing missing is the version with a semi-fairing. But it won't be Monster anymore. However, the style of this generation of “little monsters” is very far from the first-born of Galuzzi’s work - and the habits of the M821 have nothing in common with it. As with its older, 1200 cc brother.

Equipment provided by mototouring.ru.

Issue: MOTO Magazine - February 2016

Author: .Stinger, photo by Alexander BATYRU

Motorcycle tuning

The market offers a wide arsenal of components to customize the device and improve its characteristics. The most common type of tuning: installing direct flow pipes in place of standard mufflers. For trips in cold weather, larger glass and heated grips are installed. When choosing sliders for installation on a model, it is recommended to give preference to designs with aluminum adapters.

Ducati Monster 696 custom

Read other motorcycle reviews Voskhod 3M: nostalgia for the past

Tuning ducati Monster 696

Ducati Monster 797: the return of the pasta monster

He is back! This is what comes to mind for a fan of the Italian brand when first looking at the new 2022 Ducati Monster 797: a full-fledged birdcage frame, an airy L-twin, a desmodrome and a charming clasp on the tank, and all this for more than sane price

The silhouette, the headlight from the “big” Monster 1200 – the breed in everything. Well, or rather, in almost everything - it seems that when developing the frame, the engineers were more inspired by computer calculations, which suggested where to weld this or that pipe, and not by their inner voice. It turned out not as beautiful as before, but it was probably tougher, or at least lighter. But it’s not even the cacophony of red pipes that hurts the eye, but the linings made of black, unpainted plastic.

The birdcage is back - viva Italia!

Why are they here? Under them, in the depths of the frame, hides a filter box and an oil radiator, mounted not horizontally, but vertically. Yes, this solution will allow it to always remain clean, but it seems that a horizontal arrangement would look better. However, this is all I can cling to, otherwise the appearance of the motorcycle is impeccable, as befits a real Ducati.

From certain angles, the new “Monster” looks very “Japanese”

In the hierarchy of the Ducati model range, the Monster 797 is located below the others, and in fact it, and not the Scrambler, is the “entry ticket” to the world of Ducati. But unlike many other models in the “entry level” segment, the device does not seem cheap and does its best to look more expensive than its money. And it turns out: the remote controls are neat, the steering wheel and controls are pleasant, and the right lever is adjustable, and the small monochrome dashboard doesn’t look so out of place here. The readability is in order, the ribbon tachometer, which I don’t like, is not annoying, and the blinker located in the upper part of the tidy is good.

The monochrome dashboard looks a bit boring in the twenty-first century, but the information content and readability are at the level

The seating position is traditional for all modern “Monsters” - the pilot is close to the front wheel, the handlebars are wide, the saddle and footpegs are located moderately high. Comfortable, but too sporty; the generation of older devices like the Monster 695 and 900 seemed somewhat more comfortable. However, the taste and color of felt-tip pens are different.

The Monster 797 saddle is not cramped for those taller than average, and even smaller pilots will find it comfortable

The power unit of the new product is entirely borrowed from the Ducati Scrambler, but what is good for a hipster bike is death for an urban naked bike. Due to the demands of environmentalists, instead of two throttle valves, the 797 received only one, which made the response to gas phlegmatic and sluggish, and the muffler was so packed that instead of soothing explosions, only a whisper could be heard from the exhaust.

The two-valve air engine from Scrambler is good for everyone, it’s just a pity that there is only one throttle valve

It’s good that in Italy they understand this as well as I do and not only produce motorcycles that require the installation of direct flow, but also write the “correct” engine control software that automatically adapts to the new release. In other words, with the change left after purchasing the little Monster, you need to take the new issue, without any “then” and “if”. It is the exhaust that will allow the engine to breathe deeply, caress the ears and once again remind you that you bought a Ducati Monster and not a Kawasaki Z650.

The short “end” of the muffler does not look flashy and harmonious, although, I must admit, I am nostalgic for a pair of huge cans

In any case, what is here and now will be enough to outrun some Harley-Davidson Street Rod and Honda NC750. Torque is distributed very evenly across the entire speed range, grows linearly, predictably and does not bother you with vibrations. Itching on the footpegs is all you'll be able to feel at high revs, and it most likely won't be an irritation.

The clutch is relatively soft and informative, it works pleasantly, but I’m shaking again - nostalgia for the times of the reign of the great tambourine of the dry basket haunts me. One of the main features of the “real” Ducati seems to have completely become a thing of the past, so it’s no longer possible to recognize the motorcycle by its characteristic ringing sound. But it will live as long as on its Japanese counterparts. The Italians of recent years do not require owners to memorize the route to the service center or set the phone number of a familiar mechanic on speed dial, and this is certainly a great achievement.

The days of dry clutches seem to be gone forever.

The gearbox works smoothly, but it’s not always possible to get into “neutral” the first time; there must be at least something Italian in the new product! However, I’m grumbling again - the timing drive is still belt driven, and the mechanism itself remains desmodromic, which is why, despite everything, the new Monster 797 is a real Ducati!

It feels the same way on the move: the vehicle steers with the power of thought, the sharp geometry urges you to light it up, you don’t want to feel sick at all between the rows, where the Monster also feels good. And even though the fork has no adjustments and seems too soft, the thickness of the pipes is enough to provide excellent feedback, and the double-armed aluminum pendulum does not suffer from excessive agility. But the rear monoshock absorber without progression levers, located on the left side, on the contrary, was disappointing.

The monoshock absorber has two adjustments, but the design of the rear suspension is too simple - you expect more from Monster

Yes, in addition to the spring preload, you can also adjust the rigidity of the hydraulics, but the sway of the stern is a real tragedy that you have to put up with if you don’t want to sacrifice comfort and tighten the shock absorber “into the ringing.”

Alas and ah - complex milled progression levers, like on the Panigale, are not suitable for the baby due to budget. At the same time, a simpler “rocker” simply would not fit without stretching the wheelbase - the asymmetrical arrangement of the rear shock absorber is not a whim of the designers, but a way to reduce the distance between the axles, adding excitement to handling.

Thanks to its short wheelbase, the new Monster 797 boasts excellent handling

As a result, the device feels perky and bright, but adjusted to the “entry level” both in the chassis and in the engine. However, if the engine can be revved up and the suspension can be tightened, you will have to put up with the lack of electronics - of all the assistants, only standard ABS and nothing else.

Is it necessary? The engine power is not so much and it is not necessary to saddle it with traction control; in addition, there is no need to install complex electronic throttle grips with the ability to select a fuel map and engine operating mode.

The arsenal of electronic assistants includes only ABS, which has become a living wage on any road motorcycle.

The electronic living wage looks appropriate here, as do the excellent-feedback Brembo calipers that settle the machine with confidence. Without unnecessary nerves and twitching, comfortable and predictable. What else does a real Monster need?

Yes, nothing except the direct flow indicated above. It doesn’t take long to rip off the black plastic, replacing it with something more pleasant, get used to the look of the frame, dry clutch... Resign yourself. Otherwise, the motorcycle is good, soft, balanced, but most importantly, it is capable of becoming not only the first Ducati, but also the first motorcycle in principle. I am sure that fans of the real “Monsters” will remember him fondly seventeen to twenty years later.

Video review of Ducati Monster 797 2022:

Ducati Monster 797 2022 Photos:

We thank the RusMotoImportza company for the motorcycle provided for testing

Accreditation and organization of test drives – Denis Sokolov | | +7 (999) 851-49-71

Comparison with analogues

The Monster's closest competitors in class are: BMW F800FR, Kawasaki ER-6f and Suzuki SV650. The bike has the following advantages over them:

• Maneuverability
• Appearance

However, it is inferior to them in the following parameters:

• Maximum speed
• Comfort
• Low saddle

The device is purely urban and good for relatively short trips and when avoiding traffic jams.

Owner reviews

Review of ducati monster

One of the reviews of the ducati monster

Reviews from motorcycle owners are generally favorable and, above all, note the advanced engine design. “Monster” is designed for use in cities, is distinguished by excellent maneuverability and the ability to literally filter through traffic jams. Fans are distinguished by a rather low fit, however, even for those with a height of more than 180 cm, it is quite comfortable.

Review of Ducati Monster 2010 696 cc. mechanical

Year, mileage:

2010
Engine:
696 cc

The motorcycle season is ending. I decided to change my faithful horse, although it was a pity for Mirage and me to do it. The reason for this decision was the reluctance to stupidly and aimlessly ride around the city. Still, I really want to go out into nature, somewhere far away. And Monster is absolutely not intended for this. The tank is small, you can’t hang panniers - what a range it has. Although Monster is ideal for the city...

Let's start with the fact that it is very low - 76 cm at the saddle, very well suited for those whom nature has deprived of height. With my 170 cm height, I stood firmly and confidently on the ground with both feet. This is also a plus for beginners, they will feel more confident. Many people say that more than 400 cubic meters is absolutely evil for a beginner. I don’t agree, this is my first serious motorcycle in many years, I don’t consider all sorts of Russians in my youth to be even close to experience. Monster and I became friends literally from the first trip. An absolutely predictable, maneuverable and small vehicle, just right for navigating city traffic jams. The Brembo brakes are ideal and predictable; my model did not have an ABS system, but there was never a need for it. All braking is clear and confident, even in emergency cases everything was predictable.

Article on the topic: Aveo owner reviews

The Monster's engine is low-speed, the cut-off was triggered at approximately 8500 rpm. Acceleration was also always smooth and predictable; there were no noticeable “pickups” after any tachometer tick mark. Monster doesn't really like to roll at low speeds. in traffic jams I had to constantly play with the clutch (even though it is hydraulic, when I “played” for a long time, my hand sometimes fell off). The motorcycle's traction was also confident. even from 130-140 km, go overtaking and give the gas - immediately confidently shot up to 170-180 km per hour, even with a plus one.

Since the monster is still naked, driving more than 130-140 km per hour on the highway is not very comfortable. And it blows away, and the flow is already noticeably pressing on your neck. If you ride alone, then after 150 km per hour the motorcycle becomes less stable. The two of us keep 150-160 absolutely smooth and predictable.

The Monster's suspension is very soft, the travel is small. Even alone on small pits, the fork made its way to the bump stop. Apparently this model doesn’t really like bad roads. But at the same time, control of the motorcycle in corners always seemed ideal, shifting very quickly and clearly.

The riding position on the motorcycle seemed quite comfortable for my height. We drove it a maximum of 500 km per day, I didn’t feel very tired after that, the passenger seemed to be a little more tired.

Monster's appearance is not for everyone. Personally, I like his style, unusual, non-standard, eye-catching. The passenger seat can be covered with a plastic cover and ride selfishly in one sting.

Let's sum up what I liked about it: very maneuverable, easy to control, perfect for the city, stylish horse.

Now let's talk about the fly in the ointment.

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The first disadvantage that needs to be addressed is the rear view mirrors. You can see 70% of your elbows and the remaining 30% of everything that is behind you, but completely to the side. To see what was happening behind me I had to tuck my elbows as I walked. Not always convenient, especially during fast maneuvers. It is highly advisable to change the mirrors to tuned ones from a third-party manufacturer, such as Rhizoma, for example.

The second disadvantage I consider is the lack of a fuel level indicator. The sensor only works when it turns on “there are about 25 kilometers of fuel left”, with the mileage counter reset to zero so that the pilot can see how much he has already driven “on the lamp”. Maybe in the city it’s not so scary, but when you go outside of it, you don’t know whether you’ll have time to get to the nearest gas station. By the way, the tank capacity is 15 liters (although I have never had more than 12 liters, even with the lamp burning for a long time) - also a minus in itself. With fuel consumption with a plus one of about 7.5 liters per hundred square kilometers, we sometimes had to stop at gas stations a couple or three times per ride.

The third disadvantage is access to the battery. To get to a dead battery, you first need to remove the plastic cover from the tank, then unscrew the fuel tank, disconnect all the fuel lines from it, carefully pull it out of the guides and only after all this see the desired battery. Which, by the way, is a little non-standard in size, so most standard motorcycle batteries simply won’t fit here. Therefore, I dare to recommend that the reader, at least before winter parking, take care and either remove the battery in order to service it in winter, or remove the wires with a plug from the terminals somewhere under the saddle, in order to recharge the battery without disassembling the motorcycle. So, it seems to me, it’s more convenient.

Well, the last disadvantage can be considered the almost complete lack of spare parts in stock at Ducati dealers. I dropped my bike a little and broke the clutch handle - wait a couple of months, or order it yourself from foreign sites. Personally, it seems illogical to me that even such “consumable” spare parts are not available...

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This is where the disadvantages of the motorcycle ended for me. Personally, I would be happy to recommend such a motorcycle to everyone who likes it purely externally and who is satisfied with its “urban” use. If it weren’t for the desire to attach the panniers and go far, far away, I would never have sold it...

Photo and video

Photo

Just a beautiful photo of Monster 696

Red Monster

Two Ducatis in the village

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Girl on a red motorcycle

Monster 696 and beautiful landscape

Video