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 The 696’s simplified trellis main section is meatier (same stock as the 1098R) and now joins with a cast-aluminum subframe that blends so well that the eye can be fooled into thinking no subframe exists. A new hefty swingarm and unique footpeg hanger complete the package.
All three pieces of the chassis are new for the 696 and are the heart and soul of the excellent handling of the newest Monster.
The heart of the Monster. A number of internal changes to the mill result in a claimed 80 hp and 51 ft-lbs, up by 7 and 6 respectively over the 695.
Overall dimensions remain largely the same save for a minute 4/10ths of an inch increase in the wheelbase (56.7 vs. 57.1); rake and trail are still 24-degrees and 96mm, respectively. One figure that hasn't changed is the rider-friendly 30.3-inch saddle height. Combined with a fuel tank reshaped for narrowness where it meets the seat, the rider triangle has only become friendlier and should be very endearing to the ladies with its easy reach to the bars. Despite a tighter design, cramped never came to mind on my two separate ride outings. It was equally as cozy droning the freeway as it was hustling through the tight mountain passes. Lest I'm accused of not being impartial, some taller riders, say those well over 6 feet, may feel a tad confined.
Still serving as a stressed member in the frame is a revised L-Twin engine that, oddly, retains identical bore and stroke (88 x 57.2mm) from the 695. Go figure on 696; must be one more way to disassociate the bikes. A reshaped cylinder and head, similar to those on the Multistrada and Hypermotard, optimizes flow to new ports. Further refinements see the camshaft's bearing surface directly in the new head. Get rid of actual bearings and you get rid of weight while simplifying design. Let's hope the baby of durability doesn't go out with the bath water of simplicity. Larger valves (Int. 43 to 44mm, Exh. 38 to 38.5mm) with higher lift (Int. 10.8 to 11.2mm, Exh. 10.3 to 10.8mm) are thrown in the mix. Cooling fins created in a new casting process have been reshaped, moved closer together and increased in number for improved, well, cooling. New side and belt covers finish off engine updates.
All these changes combine to give the 696 a marginally increased compression ratio (10.7 vs 10.5:1) and a claimed 80 hp at 9000 rpm with just under 51 ft-lbs of torque at 7750 rpm; a 500 and 1,000 rpm increase, respectively. Taking those digits at face value means the new Duc is good for 7 additional horsepower and roughly 6 more ft-lbs over the 695.
Thanks to the myriad of changes to engine internals for lightness sake, the 695cc powerplant spins up quickly and effortlessly. Power and torque are ready and willing down low with very linear Twin power up to approximately 4k where my seat-o’-the-pants dyno detected a soft spot lasting just about 500 rpm. Crest this zone and it's power on till well past 10,000 rpm. Happiest times are had, however, as you meter the throttle between 6-8500 rpm, slinging the little naked corner to corner, gleefully hunting bigger and, theoretically, faster bikes.
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Call at 480-898-0559
or... come by and see the bike at Arizona Superbike 3245 N. Arizona Ave. Suite E-8 (Arizona Ave and Elliot) Chandler Arizona 85225
*Price, if shown, may not include government fees, taxes, dealer vehicle freight/preparation or dealer document charges or finance charges (if applicable).
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