Comparison test: Aprilia SMV 750 Dorsoduro Factory against Ducati Hypermotard 1100 Evo SP.

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Comparison test: Aprilia SMV 750 Dorsoduro Factory against Ducati Hypermotard 1100 Evo SP.

Comparison test: Aprilia Dorsoduro against Ducati Hypermotard

Italian fun bikes in a duel

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Often it is just the little things that rain your day. But before you completely lose your nerve, we recommend a little ride with the Aprilia SMV 750 Dorsoduro Factory or the Ducati Hypermotard 1100 Evo SP.

life could be so beautiful! If it weren’t for nasty little things that spoil the day. For example, the model name of these two test motorcycles. Aprilia SMV 750 Dorsoduro Factory – 29 characters, three letters more than the entire alphabet. Lined up in a row to give a two-wheeler its name. Or Ducati Hypermotard 1100 Evo SP – not that bad, but also 26 characters. Madness, you can go crazy.

E.t are exactly those situations that can drive a person insane in just a few blink of an eye. Good for those who, before attacking colleagues or defenseless interns, can grab one of these two fun bikes to let off some steam. Yes, take the pressure off. Let it be five times and let off steam. So up on one of the Italian jesters and go play before one of the horses goes through.

Argh! Which of the two big supermotos should it be? The first generation of Hypermotards didn’t exactly shine with its balanced handling and tended to have a retracting front wheel. No, it doesn’t have to be now. Should the also annoyed colleague grab it. I prefer to grab the new Dorsoduro Factory and let it fly with it. At Aprilia, Factory stands for elegant add-on parts such as forged wheels, Ohlins chassis and good racing performance. This is tradition, founded by Mille and Tuono and currently continued by RSV4.


With the two supermotos comes down almost everywhere.

The 750 V-Zwei speaks up at the push of a button, cheeky and cheeky, and the opening garage door releases us into the lack of freedom of city traffic. Traffic jam, traffic jam, traffic jam! Dull-looking citizens in mostly black or silver tin boxes block the streets and ultimately themselves. So the everyday escape was not planned. Quickly hit the hook and make the bend over the pedestrian bridge. The stairs don’t bother us, with their long spring travel Aprilia and Duc swallow the stairs without a stir. In the vineyards east of Stuttgart then finally free travel on winding roads. The dull thundering Duc follows the SMV like a shadow, under no circumstances can she get out of the rearview mirror. No wonder, because the drive-by-wire system, i.e. the electronic throttle valve actuation of the Dorsoduro, is still bad. Their response to throttle commands is not harmonious. If you move in the mapping "S." (Sport), the throttle response is very aggressive and extremely hard. If you activate the "T"-Modus (Touring) is softer, but with a slight delay. So none of the maps is optimal. On the other hand, the 90-degree twin doesn’t annoy with vibrations and turns nicely linearly, almost boringly through the speed range. Neither the transmission nor the consumption give cause for complaint – inconspicuous gear changes and 6.6 liters per 100 kilometers in the test are decent.

The Hypermotard with its revised Demso-Twin allows itself exactly 0.1 liters less on the same distance – and can do almost everything better than the Aprilia. While the creaky and hard gearbox gives cause for criticism, the rest of the drive unit is just creamy. Throttle response, smooth running or power delivery, everything fits. The powerful acceleration from low speeds is ideal for countless joyful wheelies or other jokes. How well Ducati has this engine under control can be seen from a look at the latest renovation work. Thanks to the vacuum casting process and a lighter flywheel, the engine has become five kilograms lighter. The revision of the cylinder heads activated one or the other horse more. So it comes as no surprise that the Duc shakes victory in the engine standings off its wrist.


Aprilia SMV 750 Dorsoduro and Ducati Hypermotard 1100 Evo SP have their own style.

So the Aprilia has to counter the chassis, which shouldn’t be a problem for a factory. But stop! What’s going on here? At first glance, the factory blends in with different carbon parts, but on closer inspection, extreme disillusionment sets in. The "noble" At 215 kilograms, Factory is four kilograms heavier than a normal SMV 750 without ABS. That is impossible! Missing forged wheels and carbon side covers, as thick as armor plates, mock the Factory lettering. No noble Ohlins components, goodbye light forged wheels! A ridiculously fat and heavy six-inch-wide cast wheel turns in the swing arm. The rebound stage of the poorly responding fork is now adjustable, and the shock absorber has a compression stage adjustment. Great, the customer is being led by the nose! And so it is not surprising that the Aprilia, with its unspeakable first tires, drives just as capriciously as hers "ignoble" Sister. Unhandy and not very precise, it requires permanent steering corrections in every lean angle and does not drive a clean line. The fork rattles over bumps and gives no feedback from the front wheel, while the slightly firmer shock absorber is the only improvement over the standard SMV. Seen in this light, it’s a shame to ennoble this Aprilia with the Factory lettering.

Like it right, so "factory-like", gets down to business, shows the Ducati Evo SP. Not only their equipment, i.e. light forged wheels, a Marzocchi-Ohlins general goods chassis, the noble Brembo stoppers or their great initial tires are convincing, but above all their driving behavior. The Evo SP has almost all the annoying peculiarities of the old and the standard Hypermotard. Thanks to its longer fork (the front is raised by 30 millimeters as a result, the rear height only increased by 15 mm), the Hyper drives around the corner in an inclined position without disturbing the vehicle. The Evo SP still wobbles a bit around its longitudinal axis when cornering, so it does not drive one hundred percent neutral, but you can live with this little evil. The freedom of lean angle that has been gained allows the cornering speed to be kept high, and the sporty suspension elements provide the pilot with good feedback. With the handlebars raised by 20 millimeters, the seating position is perfect for heating, the Ducati rushes past the Aprilia with flying colors. The Dorsoduro can only keep up with the sporty red on the brakes. While the super biting brembos of the Ducati grab radically, almost too aggressively, and make the rear end nervous, the Aprilia anchors with a little more hand strength, but with a sensitive and stable approach to the curves. But this pinprick of Aprilia doesn’t bother the Duc in the least, she’s been up and away a long time.

Conclusion: The Aprilia SMV 750 Dorsoduro Factory is a sham. Your developers have that "Factory"-Label reveal and save on light and elegant components. That the "Noble"-Variant is heavier than the series furnace, nobody understands. Game, set, victory, fame and honor go to the significantly improved Ducati Hypermotard Evo SP.

1st place: Ducati Hypermotard Evo SP


Ducati Hypermotard 1100 Evo SP

Category drive:
The old Desmo warrior thrills once more. With the exception of the bony gearbox and the clutch operator, everything fits on it.
4 out of 5 stars

Category chassis:
The revisions to the Evo SP are a blessing. The Hypermotard 1100 finally drives like an athlete. It is handy and provides good feedback.
4 out of 5 stars

Category ergonomics:
The driver’s position and seat padding are great, and the risers make the handlebars feel good in your hands. You can now actively and aggressively pull the cable.
4 out of 5 stars

Category driving fun:
Everything happens lightly here, the pilot can enjoy the Hypermotard in every driving situation. A permanent grin is guaranteed.
4 out of 5 stars

PS judgment:
The Ducati Hypermotard 1100 Evo SP scores with its handling, the hammer brakes, the active seating position and the great engine. It is a real, if more exclusive, fun device.
16 out of 20 stars

2nd place: Aprilia Dorsoduro Factory


Aprilia SMV 750 Dorsoduro

Category drive:
The coordination of the drive-by-wire system is still a nuisance. The power delivery of the 750 is unspectacular, the transmission is ok.
3 out of 5 stars

Category chassis:
The SMV is much more unwieldy, does not drive precisely and its fork responds poorly. In addition, it does not convey any feedback from the front wheel.
2 out of 5 stars

Category ergonomics:
On the Aprilia, the driver sits inside rather than on it. The seating position and handlebar cranking are perfect for cruising, and stokers would prefer to sit a little more actively.
4 out of 5 stars

Category driving fun:
Above all, the sound, the good braking stability and its appearance inspire the Aprilia. Disturbing are their imprecise driving behavior and the lousy mapping.
3 out of 5 stars

PS judgment:
The Dorsoduro Factory is a "Braggart" and can hardly do anything better than its normal sister, which is also 500 euros cheaper with ABS.
12 out of 20 stars

Technical specifications


Drawing: archive

The performance diagram of the two fun bikes.

Water versus air cooling, four-valve versus two-valve technology, timing chain versus toothed belt – the 750 cubic and 1100 cubic V twin engines could hardly be more contrary. Since the Aprilia compensates for its displacement disadvantage with a significantly higher revolving power, it achieves almost the same top performance as the Ducati. With the consequence that the Aprilia has to be turned properly so that things can go forward in terms of sport. The Desmo power plant of the Hyper, on the other hand, pushes brawnily from below and shies away from speeds over 7500 tours. The noise emissions of both engines are very appealing. While the Dorsoduro sounds snotty and aggressive, the Hym rolls relaxed and bassy through the area. Both engines were built to run smoothly; vibrations are not a real issue with them.

Aprilia SMV 750 Dorsoduro Factory


The Aprilia SMV 750 Dorsoduro Factory.

Drive:
Two-cylinder 90-degree V-engine, 4 valves / cylinder, 67 kW (91 PS) at 8750 / min, 82 Nm at 4500 / min, 750 cm3, bore / stroke 92.0 / 56.4 mm, compression ratio 11 , 0: 1, ignition / injection system, 52 mm throttle valves, hydraulically operated multi-plate oil bath clutch, six-speed gearbox

landing gear:
Steel tubular space frame with screwed-on cast aluminum profiles, steering head angle: 66.1 degrees, caster: 108 mm, wheelbase: 1505 mm. Upside-down fork, Ø fork inner tube: 43 mm, adjustable in spring base and rebound. Central spring strut without deflection, adjustable in spring base, rebound and compression. Suspension travel front / rear: 172/160 mm

Wheels and brakes:
Light alloy cast wheels, 3.50 x 17"/6.00 x 17", Front tires: 120/70 ZR 17, rear: 180/55 ZR 17. First tires: Dunlop Qualifier. 320 mm double disc brake with radially screwed four-piston fixed calipers at the front, 240 mm single disc with single-piston floating caliper at the rear

Measurements and weight:
Length / width / height 2117/1080/1334 mm, seat / handlebar height 860/1100 mm, handlebar width 765 mm, 215 kg fully fueled, f / r 46.7% / 53.3%

Rear wheel power in last gear: 59.5 kW (81 PS) at 188 km / h

Performance:
Acceleration 0-100 / 150/200 km / h 3.9 s / 8.1 s /-
Pulling speed 50-100 / 100-150 km / h 5.5 s / 6.5 s

Top speed: 203 km / h *

Consumption:
Fuel type: Super unleaded. Average test consumption: 6.6 liters / 100 km, tank capacity 13 liters, range: 196 km

Base price: 9713 Euro (plus additional costs)

Ducati Hypermotard 1100 Evo SP


The Ducati Hypermotard 1100 Evo SP.

drive:
Two-cylinder 90-degree V-engine, 2 valves / cylinder, 70 kW (95 PS) at 7500 / min, 105 Nm at 5750 / min, 1079 cm3, bore / stroke 98.0 / 71.5 mm, compression ratio 11 , 3: 1, ignition / injection system, 45 mm throttle valves, hydraulically operated multi-plate dry clutch, six-speed gearbox

landing gear:
Steel tubular space frame, steering head angle: 66.0 degrees, caster: 100 mm, wheelbase: 1465 mm. Upside-down fork, Ø fork inner tube: 50 mm, adjustable in spring base, rebound and compression. Central spring strut with deflection, adjustable in spring base, rebound and compression. Suspension travel front / rear: 195/156 mm

Wheels and brakes:
Forged alloy wheels, 3.50 x 17"/5.50 x 17", Front tires: 120/70 ZR 17, rear: 180/55 ZR 17. First tires: Pirelli Diablo Supercorsa SP. 305 mm double disc brake with radially screwed four-piston fixed calipers at the front, 245 mm single disc with two-piston fixed caliper at the rear

Measurements and weight:
Length / width / height 2180/1200/1220 mm, seat / handlebar height 895/1130 mm, handlebar width 780 mm, 191 kg fully fueled, f / r 45.6% / 54.4%

Rear wheel power in last gear: 64 kW (87 PS) at 203 km / h

Driving performance:
Acceleration 0-100 / 150/200 km / h 3.6 s / 7.2 s / 17.6 s
Pulling speed 50-100 / 100-150 km / h 6.8 s / 6.0 s

Top speed: 220 km / h *

consumption:
Fuel type: Super unleaded. Average test consumption: 6.5 liters / 100 km, tank capacity 12.4 liters, range: 191 km

Base price: 13,750 euros (plus additional costs)

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