Ducati Monstersedici Turns 696 into Fire Breathing Monster
The Ducati Monstersedici predates the creation of Ducati News Today debuting at the the inaugural Indy MotoGP in 2008. Essentially a Ducati 996 engine in a Monster 696 chassis, the limited edition special fulfills the role of über Monster in a way the new for 2011 Monster 1100EVO never can.
In the 16th model year of the Ducati Monster, Ducati unveiled a new, take on the Monster idea with the launch of the Ducati Monster 696. The more modern look heralded a range that would be restricted to 2-valve powerplants only as the 4-valve models such as the S4RS would be axed in favor of the new Ducati Streetfighter.
Not satisfied with this direction, Bryan Petersen created the Monstersedici (sedici is Italian for 16) with a worked over Ducati 996 motor rebuilt by Bill Himmelsbach of Eurosports PA. This bike predated even the later 1100 Monster so supplanted the double sided 696 swingarm for a single-sided 1098 item. The 996 features a 12:1 compression, lightened flywheel and a 57mm termignoni 848 race system with custom under seat exit exhaust. The running gear includes obligatory Ohlins front and rear along with forged Marchesini wheels and top shelf Brembo brakes.
The stylish and clean lines make a mockery of claims that 4-valve Monsters by definition must look cluttered due to the need for liquid cooling. The bike looks superb and would seem to have addressed the only thing we didn’t like about the eventual Monster 1100S model, a lack of too much power!
Brian has teamed up Radical Ducati (creator of bikes like the Ducati 9½) and is the first importer of Radical parts and bikes in the USA. Check out aretemoto.com for more details.
Source: Viva Ducati
Thanks to reader Derek Murphy for the tip off.
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Ueber Monster needed? 1100S lack of “too much power”?
so why do I buy a Monster and not a Streetfighter or a Superbike? because I ride on the open road rather than on the circuit. For this last environment, Ducati have indeed designed the SF or SB.
now, do I need more power? owning a 1100S, I don’t. What I miss though is 2000 RPM more than the 8500 available, mostly as I often get caught when overtaking by the electronics and this disturbs and I believe even poses a slight safety risk.
my suggestion: let’s stick with air cooling, but let’s do what others do (BMW)and have 4 valves and 2 camshafts so that we get more engine speed for safer overtaking. Leave me with 110/120 NM torque at 6000 RPM, and keep this torque up to 10000RPM. Makes for 120bhp, more than enough for this light bike. And if I need more, then I better lose weight myself rather than add power…..
In France many people change the sprocket to 14 teeth to get more reactivity, but I believe this is the wrong way round, the bike has enough oompff, but the gears are too short — or the engine needs more length, hence my arguments above
Yves.
I may very well want you to do this to my monster. it loks so clean and simple!!
Aw, this was a extremely good post. In principle I might like to write like this too – taking time and actual effort to make a very good article… however what can I say… I procrastinate alot and by no means appear to get something achieved