What happened to the M695?

[Slide Panda]

The 695 and 696 a bore and stroke of 88 x 57.2mm, compared to a bore and stroke of 80 x 61.5 mm for the 620.  So the 695 has a larger bore and stroke compared to the 620.  The 695 & 696 actually have the same bore as the 803 engine. 

57.2 is smaller than 61.5...

[WetDuc]

I loved my 695 and still ride it all the time (ended up selling it to the GF  )

Do you ride around on that thing just out of the headers?!  That noise is glorious.

[teddy037.2]

57.2 is smaller than 61.5...

I was about to say...

Do you ride around on that thing just out of the headers?!  That noise is glorious.

idk about glorious... it's stupid loud, and a good for a laugh, and blatty enough to make the harley riding neighbor turn and look with envy for the source of the noise

ok, so maybe it is glorious 

[Duck-Stew]

57.2 is smaller than 61.5...

Yup.  

Bigger bore than the 620 (88mm versus 80mm) and a shorter stroke (57.2mm versus 61.5mm) means more power up top, more high rpm fun.  The lower-end of the engine (I would suspect) is the same as the 696 engine just different cylinder barrels, cases and heads.  So, to denote the difference, Ducati changed the number from 695 to 696.

That...and that new frame.  

[teddy037.2]

Yup.  

Bigger bore than the 620 (88mm versus 80mm) and a shorter stroke (57.2mm versus 61.5mm) means more power up top, more high rpm fun.  The lower-end of the engine (I would suspect) is the same as the 696 engine just different cylinder barrels, cases and heads.  So, to denote the difference, Ducati changed the number from 695 to 696.

That...and that new frame.  

didn't they redo the heads or something on the new 2V's (696/1100)? or did I just smoke some crack this morning?

I thought I read that somewhere

[WetDuc]

idk about glorious... it's stupid loud, and a good for a laugh, and blatty enough to make the harley riding neighbor turn and look with envy for the source of the noise

ok, so maybe it is glorious 

So are you saying you normally ride it like that?

[Travman]

Sorry, I didn't mean to cause any confusion.  I was in a hurry when I wrote that 695 had a bigger bore and stroke.  I was just trying to point out that both the bore and stroke were different from the 620.  I came back to correct the statement, but was too late. 

Nice 695 pictures.  I still like all the blacked out parts (like the swingarm & rearsets) that the 695 had.  I almost bought a lightly used one back in 2007, but the dealer wanted to update the ECU and couldn't get the part for several weeks or months.  So I backed out.

[jc2ducati]

All this info is great. I definitely like the more "naked" looks on the 695. The 696 is beautiful stock but has more "plastic" pieces it seems, too. I haven't seen a 696 in person, yet, though. I guess i didn't want to tempt myself with a visit to the local ducati dealer!

I agree about complaints with the suspension. I only have some 30 miles on it so far. i did notice the fronts seem a bit klunky to me and my rear spring may be too stiff. This is just riding around potholes so far. no knee scraping yet. Unfortunately, I know little about suspension tuning - will have to work on that.

I am curious about where are your rear springs set at?  Mine seem to be set at almost full compression on the rear.

Finally, I read about some of those 695 to 696 changes here: http://www.motorcycle.com/manufacturer/ducati/2009-ducati-monster-696-review-77793.html

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.

didn't they redo the heads or something on the new 2V's (696/1100)? or did I just smoke some crack this morning?

I thought I read that somewhere

[Travman]

I read about some of those 695 to 696 changes here: http://www.motorcycle.com/manufacturer/ducati/2009-ducati-monster-696-review-77793.html

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.

That was one of the few reviews that ever hinted at the possible negative side effects of getting rid of actual bearings for the cams to ride in.  Most moto-journalist eat up what the manufacturer tells them and regurgitate it to the public.  Not only is there potential for durability issues, but it makes the heads impossible to rebuild if the cam journals are damaged or worn.  It seems like a cost saving move.

[Duck-Stew]

didn't they redo the heads or something on the new 2V's (696/1100)? or did I just smoke some crack this morning?

I thought I read that somewhere

Yup.   

Bigger bore than the 620 (88mm versus 80mm) and a shorter stroke (57.2mm versus 61.5mm) means more power up top, more high rpm fun.  The lower-end of the engine (I would suspect) is the same as the 696 engine just different cylinder barrels, cases and heads.  So, to denote the difference, Ducati changed the number from 695 to 696.

That...and that new frame.   

 

[sbrguy]

if you dont' like the 695 suspensino get some used adjustable forks to put in them tuned to your weight, completely changes the bike, i may cost you 3-6 hundred after all is said and done but then you basically have a really nice handling bike, literally feels like a different bike.

[Wonked]

I swapped out my stock forks for S2R1000 adjustable forks, also got a stiffer spring in the rear, termis/ECU/open airbox, apex clip ons, KTM headlight with custom bracket, bar end mirrors, speedymoto frame slliders... I think that about wraps it up.

 

[jc2ducati]

With those frame sliders, is anyone worried about worse physical damage in the event of a fall? Seems like they may lessen bike damage but could potentially cause more bodily harm if it were to fall on you or you on it???

[Wonked]

With those frame sliders, is anyone worried about worse physical damage in the event of a fall? Seems like they may lessen bike damage but could potentially cause more bodily harm if it were to fall on you or you on it???

No, I guess.

[DCXCV]

With those frame sliders, is anyone worried about worse physical damage in the event of a fall? Seems like they may lessen bike damage but could potentially cause more bodily harm if it were to fall on you or you on it???

Anything's possible, but I wouldn't worry about it since it isn't likely.