My reasons for choosing a NEW 695 MONSTER were: 1) I weigh 145 lbs, travel light, and like to go fast, 2) I’d rather ride the * out of something small than have to hold back on anything bigger, 3) the new design looks and performs better than the 620. 4) It was only $500 more than a new Honda 599. 5) My little voice whispered this was the one.

Its in the details where you notice the precision engineering. The instrument panel is easy to read, almost beautiful, and can be dimmed at night. The single head lamp is big, bright, and the wires neatly tucked away, wrapped in black cloth. Dual Brembos up front and one in the rear all have hydraulic, braided lines. The adjustable rear monoshock is easy to get to, as are the oil filter, spark plugs, battery, and air filter. The tank lifts up and can be propped open like the hood of a car, or removed entirely without any tools. Most noticeably, the paint and body work is classy, not flashy. Even details like the toolkit, gas cap, ignition, and foot pegs are worth admiring.

I was excited to see how the monster would handle on the hilly, narrow streets of Seattle, on cobblestones and hairpin turns. What sheer joy can I compare to the first ride? This is a motorcycle that growls, rumbles, barks and bites. It hugs the pavement and does exactly what you want it to without hesitation. Strong enough to pull hard throughout the rev meter and light enough to maneuver effortlessly. Even with a passenger, there’s plenty of poop. With a slight twist of the throttle, a low roar from the engine and shudder from the chassis sends you on your way. It might be a little rougher than what you’re used to but if you wanted something smooth and quiet, you’d be shopping for a Volvo instead of reading about Monsters.

Like other bikes with a tall first gear, you’ll either be shifting a lot between first and second, or chugging along at idle while you wait for traffic, but that’s not much of a complaint considering the clutch is super soft and shifting is a breeze. When you get onto the freeway, that same tall gearing sends you into triple digits without excessively high revs.

As many know, the forward riding position is not a sport bike crouch but a compromise between comfort and performance. Those accustomed to an upright riding position will need to resist the tendency to weight their arms. Pay attention to your feet, press down on the pegs and put your knees into the tank. Engaging the stomach muscles, too, will take the weight off your wrists and increase the feel of the front end, keeping throttle control and steering light and smooth.

My one complaint? Like all modern feather-weights, the stock passenger seat is worthless after 20 minutes. If you ride 2-up, adjust your budget for a mandatory upgrade. Also, the heat coming off the up-swept pipes will cook any scantily clad nymph, so have her dress appropriately.

Overall opinion? There are a couple more powerful mid-size naked bikes out there for less money than a Ducati, but none with this combination of ultra-light handling, killer looks, and distinctive V-twin soul. Used ones with low miles retain most of their value but are very hard to find. If you appreciate craftsmanship, quality, and bulletproof simplicity, you might build your own naked street fighter. But I don’t have the time or expertise. If I did, and cost wasn’t an option, my creation wouldn’t be that much different from the 695.