2019 Ducati Monster 659 ABS
2019 Ducati Monster 659 ABS
2019 Ducati Monster 659 ABS – The 659 is all based on the new Monster 797, and shares some of the same key features, benefits and safety levels, one of which is ABS as the standard. The new M659 will also provide key elements for its predecessor; a lightweight, easy-handled rider and its fifth-hand coupling power delivery. The 2019 version of the 659 will have a very low attractive high standard seat 785mm; Ideal for all learners, females and smaller riders.
The 659 design monster, sleek and muscular, perfectly incorporates a wide leash, tank, frame trellis, motor and side swingarm. A graceful and dynamic line that conveys elegance and confidence that instills the right from the first glance: compact, sporty design that is an unambiguous monster.
2019 Ducati Monster 659 ABS
2019 Ducati Monster 659 Engine
659 is basically a 797 monster with short crankshaft stroke. Obviously there are a lot of things going on under the paint that makes everything work to reduce the production peak by a third, to 50hp; such as a compression ratio of 0.8 degrees and a throttle that revolves around a small amount of closing that seems to be quite open.
The result in the engine section is basically a well defined engine configuration being strangled significantly. When I say this, it is not “bad”, but you did know that when the cars stopped making a little power effective before 7000 rpm (although the specs suggest a peak power at 9250rpm) that their lungs are starving well.
The engine is the happiest, and so will be, when it is run around a peak torque, between 5000 and 6700rpm – a narrow window unfamiliar to this type of engine architecture and probably brought up by the engine’s novelty. Having said that, it does not turn on very well when you learn how to best exploit what is on offer.
There was a time when the entire monster array was air cooled, but the latest engine upgrades and emission systems had resulted in only now the 797 monster still uses a breeze as its way of cooling. For the 2018, Ducati returned the 659 monster to line up in an effort to keep the beast in lucrative camp lams. With the rules for testing our nakedbike require a drive capacity of at least 600cc and not more than 800cc, you might have thought of the 797 monster would qualify, but this engine is 803cc, so it was up to 659cc lams certified flying machine for the Bologna flag.
2019 Ducati Monster 659 Engine
The Monster 797 and 659 are actually the same bike, with a drop in the stroke cylinder from 66mm to 54.2 mm used to cut capacity. The cavity stays unchanged at 88mm, but the pressure is reduced from 11: 1 to 10.2: 1. These, a few other restriction methods, reduced power to 37kw lams and 44nm. Keep the cycles at 4000rpm to the 6000rpm range and it’s fully bike ready, located below or pushed above and start feeling the effects of the engine being held back.
2019 Ducati Monster 659 Price
The $ 10,900 price tag puts the monster $ 659 900 above the Kawasaki Z650L. That’s nearly $ 11k, but you’re getting a great-looking Italian bike for your money, one that puts the frame grille and a V-engine twin to use a good aesthetic. At only 685mm, the monster has a lower seat height than the bikes on the stake, a small profile and a tapered seat reduces the required access to the ground. Its design provides a cozy fit that holds the rider in place.
It will accelerate with the intention of seeing you reach the highway speed in a few seconds and the tap or two on the gear arm. Outright performance is certainly not a mandate for a bike lams, of course, but the balance here offers both a relaxed feel and a reasonable turn of speed in this usually deceptive and depressing method of chilled air two dimodromic twin valves. As a potential challenger for a learner who is gentle and easy to control but still quite capable, the M659 is very much on the money.
2019 Ducati Monster 659 Review
2019 Ducati Monster 659 Competitions
Like the Kawasaki Z650L, the Yamaha MT-07 is the Honda CB650F, the Suzuki SV650X, the monster has no convertible electronics, and its 43mm cayaba is inverted with an adjustable choke, with only a preload adjustment available on the rear shock sax. Something that is not the same as the bikes before its a permbo braking kit; Tawam 320mm floating disks and radial portable four-piston Brembo M 4.32 Caliper Up front means this bike is anything but under braked. Like Kawasaki, some felt it was a bit over-baked with a rock-hard rock arm. The lack of a gear index has compounded the difficulty that we all found when choosing a neutral while stopping, which we felt could be an annoying inexperienced rider.
A quick poll revealed none of the testing team had been ridden by the 659 beast previously, so there was a lot of joking about it after everyone had taken it for a spin. Most really warm to the beast appeared after two days of solid ride, proving that the first impressions are not always the correct ones.
The 175kg dry machine dynamics is health assured. Chassis and suspension feel balanced and dependable, with Ducati model structure hardness and a gentle sense of certainty when turning. However, it is easy to turn and change the direction, perhaps with the help of the operating environment of its rider.
If there is one bike I have recommended to learners or returning riders for two years, it’s the monster. Regardless of the alternative, the monster has been impressed me for more than a decade, the 695 is no exception. In fact, this machine feels the most intuitive to me – sit down and feel instantly at home. Everything is in place, the structure is perfectly balanced and all the controls feel completely natural, especially the brake.
The advantage of one of the bikes in addition to the 400cc lams is that it’s built more powerful and can handle pushing it more difficult. One Wrench: It’s bloody hard to find neutral! The compromise in the lams specification is that the monster engine has a narrow maximum torque range. Throttle feel and copy racing racing action, it’s like a short twist of the wrist. I think he feels the lack of energy compared to Kawasaki.
Rear suspension is a multi-adjustable SAX spring damper unit that mounts directly to the left side of the swingarm. This design outside of the set allows the components between the wheels to be compressed, allowing the wheelbase to be more dictated by the design rather than the length of what is located between the axes. The shock is also a frustrating short exhaust that sits on the other side of the bike.
The comfort has been skillfully calmed to the target audience, with a comfortable and low-fitting seating platform that makes it easy to reach firma and maneuver in tight spaces for most periods. The seat, steering wheel and foot wedges are good spacing that fits my sub-medium height very well without having to consider changing anything. The narrow structure and position of the engine screens also provides ample ground clearance that enables you to truly enjoy building a corner of the speed of confidence without getting panicked by insufficient clearance.
The design is a traditional beast, being simultaneously tempting and aggressive masculine. The rear tires section is 180 mean, and besides the pleasing heavy bass engine tones, providing the machine with abundant street qualifications and generally having an eye-catching way that lends any legal learner rating.
