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Like Giulio Malagoli, the Monster's lead engineer, said of his creation, "Isa one hundreda percenta Ducati. For sure-a it'sa Monster."

Ducati knows what butters its exotic bike bread, and for you, Monster fan, they've created the new 696 in a sharp new package. The improvements to the chassis, suspension and braking are complemented by a smartly revised mill, with the bike's looks and accouterments as most delicious icing on the cake.

If you're an experienced rider looking for a multi-tool ball-of-fun with loads of character, or a new or shorter rider, or a long-time devotee of this line of minimalist Italian bikes, be sure to get your deposit in soon, as my guess is that they'll be flyin' out the door faster than free cheese. Hopefully you’re the patient type, though, as the bike isn't slated to appear in the U.S. until June-ish '08 as a 2009 model. The 695 will complete its full production run during that time, so there'll be some overlap for awhile. When the 696 does hit American dealers, we'll be getting the model with pillion cover and little flyscreen as standard, all for $8775.

2010 Ducati Monster 696

soul-stirring sound and seductive, liquid-red styling inherent to a long bloodline of championship-winning Ducati sportbikes. Yesterday's triumph, however, is just that, and the bigger the trophy, the more dust it tends to attract. Ongoing product evolution is what maintains a competitive edge, and the Bologna boys aim to kill in the hotly contested middleweight supersport category with the new 848 EVO recently rolled out as an early-release 2011 model.

2011 Ducati 848 Evo Action

Torque builds quickly off idle before easing into a soft spot around 5000 rpm. While the mid-rpm lull is perceptible even at slight throttle settings, fueling remains good, allowing the bike to cruise dead-steady in the lull zone at freeway speeds. The sweet spot for smooth running spans from 4000 to 5000 rpm, yielding an indicated 70 to 87 mph in top gear with only modest engine vibration seeping through the handgrips. Strong power pulses quake the footpegs and frame while chugging along at basement revs or spinning the engine in its upper rpm range. There is little driveline lash, even when casually lugging along at 3500 rpm in a tall gear.2011 Ducati 848 Evo

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The Diavel project was born when Ducati designers applied their wish-list of bike “basic instincts” to a blank canvas. With a “what if?” approach to creating a dream bike, they sketched inspiring shapes which became a lower and longer motorcycle.

“The challenge of building a muscular silhouette over a pure-bred competition motor had to be met with determination and a delicate touch, and the result is a frontal area that looks like a power athlete on the starting blocks,” explains the team at Ducati Design responsible for the project. “With the front wheel kept close to the Diavel’s body and using the short tail of a sport bike, we were able to blend this muscular design with a chassis that matched.”

2011 Ducati Diavel Carbon Exhaust View

2011 Ducati Diavel Carbon Images

• Wheelbase (mm) 1590
• Length (mm) 4153
• Width (mm) 1714
• Height (mm) 1305
• Weight (kgs) 207
• Ground Clearance (mm) N/A

• Model Designation BiTurbo V6 valvetrain DOHC 3 Valves
• Compression Ratio 7.7:1
• Displacement (cc) 2491 cc
• Gear Box 6 Speed
• Bore & Stroke 106 x 67.9mm 106 x 67.9mm
• Ignition Self
• Start Electric

• Front Marzocchi 50mm fully adjustable forks usd
• Rear Progressive linkage with fully adjustable Sachs monoshock. Aluminium single-sided swingarm.

• Front 2 x 320mm semi-floating discs, radially mounted Brembo Monobloc callipers, ABS with 4-piston
• Rear 265mm disc, 2-piston floating calliper with ABS

• Front Marchesini forged and machined 9-spokes 3:50 x 17
• Rear Marchesini forged and machined 9-spokes 8:00 x 17
• Wheel Type Alloy

• Max. Horsepower 185 bhp @ 5500 rpm
• Max. Torque 221 ft lbs @ 3000 rpm
• Fuel Tank (In Liters) 17lts

2009 Ducati Monster 1100 follows hard on the heels of the new, second-generation Ducati Monster 696 we rode recently—a machine that put everyone on notice about what Ducati can do when it has enough money and motivation.

The first-generation Monster was developed (way back in 1993) in order to provide the company with an entry-level model that would increase overall sales as much as it might lend impetus to the European naked-bike fad. The Monster quickly became the factory's bread-and-butter product, easily outselling everything else in Ducati's model range. That first Monster was a bit of a parts-bin special, using available frames and engines to cut the cost of the gamble. In contrast, the new Monster was unique from the outset, and that allowed the designers to make important improvements.

This 1100 version of the new Monster benefits from a 1078 cc engine that has cylinders shared with the Multistrada and Hypermotard models, but with crankcases cast in a new vacuum process that loses about 6.5 pounds of mass. There's a new Siemens fuel-injection system on the Monster 1100 that uses what Ducati calls combined Alpha-n and speed-density air-measurement technology to improve part-throttle operation. Alpha-n is a dyno-generated airflow model (in the computer) that takes over in circumstances where airflow meters (MAF) tend to err.

Rated at 95 hp at 7500 rpm and 79.5 lb-ft of torque at 6000 rpm, the 1100 is noticeably more muscular than its 696 sibling, capable of second-gear wheelies with just a twist of the grip. The trellis-type frame is borrowed directly from the 696, but there is an all-new aluminum single-side swing arm locating the rear wheel. A fully adjustable inverted Showa fork is used up front, with a Sachs shock at the rear. That's on normal 1100 models—1100 S-models will wear high-end Öhlins suspension components. Tire sizes are up slightly from the 696, and the Bridgestone BT-016 hoops fitted to the 1100 are 120/70-17 on the front and 180/55-17 on the rear.

A tight-fitting cowl on the rear part of the seat makes the bike look like a monoposto model, but it's easily removed to accommodate a pillion passenger seat. The same instrument panel we know from the 696 reveals engine speed by way of a liquid-crystal analog arc, and road speed with a typical seven-segment digital readout. It provides trip-computer functions like travel time, air temperature and scheduled maintenance reminders. Because the new-generation Monster now has a steering-angle range improved to 64 degrees lock-to-lock, it's much easier to maneuver at low speeds, making it better suited to heavy traffic and confined spaces.

© Source: popularmechanics
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