In Sport mode, the front Dunlop snaps up quickly with a handful of throttle in first gear, followed by a willing flow of power all the way to the 9800-rpm redline-800 revs above the Monster's. Best suited for power wheelies and track days, the more abrupt Sport setting takes more effort than it's worth on the street. The Touring setting offers the best ridability for everyday commuting or weekend corner-carving missions, smoothing out power delivery without squelching peak output. Cutting power by 25 percent, Rain is best left for the slipperiest conditions, unless you like a stuttering, running-out-of-gas feeling every time you open the throttle.
Otherwise, the DOHC 90-degree V-twin is a gem. Technological gee-wizardry aside, it trounces the lighter Ducati by a bigger margin than its extra 54cc might suggest. The Shiver's downdraft throttle-bodies feed higher-compression dual-plug combustion chambers. Breathing through eight valves against the Monster's four, it spins up faster, delivering more power and torque over a broader range. The engine is happiest above 6000 rpm, producing 75 horsepower at the rear wheel at 9250 rpm, with robust torque across the spread.
 |  Tighten up the curves and...  Tighten up the curves and the Shiver's power is no match for the Monster's supreme handling. Light steering and unshakable stability make the 696 fun for beginners and experienced riders alike. |  Ducati has succeeded in producing...  Ducati has succeeded in producing an ergonomic package that is comfortable for 5- and 6-foot riders alike, assuming you're female. |
Despite new cylinder heads and less weight, the Monster can't hope to keep pace when the road opens up. It's only down by 7.5 ponies, but accessing that power requires traversing a disappointing ravine in the power curve from 4000 to 5750 rpm, irritatingly evident in fist and second gear. Riding out the roller-coaster power curve leaves you with just a brief window of meaty acceleration before the more subtle-but still too abrupt-rev limiter shuts everything down at 9000 rpm. That leaves power junkies to either spring for the optional Termignoni package or wait for the 1100cc Monster due later this year.
What the Monster lacks in power it makes up for with inspired handling. Light and nimble with instantaneous steering and reassuring brakes, the 696 is redeemed the moment it's aimed down a twisty road. Steering geometry is on par with Ducati's Supersport machines, with a stiff chassis to match. Bridgestone Battlax tires grip well and remain calm while late braking into turns, and Ducati's APTC (Adler Power Torque Clutch) arrangement impersonates a slipper-clutch to help keep things settled during rapid downshifts. Resisting the urge to over-tire the Monster for style's sake, Ducati fits a realistic 160/60-ZR17 Bridgestone that contributes to light steering. As delivered, handling benefits from a few turns of shock spring preload, after which it worked in perfect conjunction with the well-sprung fork to provide a controlled, communicative ride.
 Neat and tidy. Nothing looks...  Neat and tidy. Nothing looks out of place on the new 696 engine, which features revised cylinder heads and cams. |  Suspension components are...  Suspension components are mid-grade but surprisingly capable. The Sachs shock worked well in conjunction with the Ducati's firm fork. |  A digital tachometer a la...  A digital tachometer a la 1098 and a micro-mini bikini fairing contribute to an abbreviated and minimalist front end. |
The Shiver is markedly less cooperative, especially at speed. Relatively determined inputs are required to coax it into anything tighter than a freeway exit ramp, with steady pressure needed to hold the desired line. Lengthy trail figures and a fatter 180-spec rear tire conspire against rapid direction changes, along with the Shiver's top-heavy stature. Soft forks that collapse the moment the binders are applied, and footpegs that hit the deck moments after turn-in curtail spirited riding. In stock trim, the Aprilia is more comfortable at a conservative clip on gentle back roads than scraping pegs through the technical bits. Add Aprilia's accessory luggage system plus a little wind protection and it's a solid minimalist tourer, especially for tall, practical types.
The Shiver puts a fresh spin on the naked Italian theme, with a potent engine and some very impressive technology. Still, its broadband abilities fall short of the 696 everywhere but sheer straight-line speed. If funky ergonomics or inseam issues have kept you off previous Monsters, you're sure to appreciate the 696's obliging size, along with the instant status upgrade that accompanies anything from the Borgo Panigale works. Both of our nudo Italianos stand out in any crowd of Japanese alternatives, and you could be happy ripping around on either one. But those who want a motorcycle with heart and soul will be a whole lot happier on the Ducati.
Off The Record
Joe Neric
Since no one else has asked the question, I will: How does this pair stack up against the reigning middleweight champion, the Suzuki SV650? There's no doubt that both the Monster and the Shiver are more nicely styled-the Italians just know how to make things look good. Both have larger-displacement motors, too. But the Ducati's seating position falls short-hit a pothole and it feels like you've been kicked in the nuts! And the Aprilia suffers from a lack of wind protection. I found myself fighting fatigue on the highway. Where the SV really shines is its bottom line. With a sticker price of $5999, the Japanese bike is some $3000 less expensive than its Italian counterparts.
Age: 33 Height: 5'9" Weight: 230 lbs. Inseam: 30 in.