Menus
- Multi-cylinder supermotos in comparison
- Supermotos in the test
- Expensive Nobel version of the Hypermotard
- The Husqvarna Nuda’s engine is a masterpiece
- Shifting without power interruption with the rival
- Ducati Hypermotard SP outsmarts rivals and huskies
- MV Agusta Rivale 800 needs almost 40 percent more fuel
- Performance measurement
- MV Agusta rival 800
- engine
- landing gear
- mass and weight
- MOTORCYCLE readings
- Ducati Hypermotard SP
- engine
- landing gear
- mass and weight
- MOTORCYCLE readings
- Husqvarna Nuda 900 R
- engine
- landing gear
- mass and weight
- MOTORCYCLE readings
- Points and test results
- engine
- landing gear
- everyday life
- security
- costs
- Overall rating
- 1st place: Ducati Hypermotard SP
- 2nd place: Husqvarna Nuda 900 R
- 3rd place: MV Agusta Rivale 800
- Husqvarna tire tip
- Interview with Brian Gillen
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46 photos
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The Husqvarna Nuda 900 R landed in second place. The MV Agusta Rivale 800 came in last.
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The engine of the Husqvarna Nuda 900 R could easily be reborn in a BMW.
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In the cornering paradise, of all things, the so far so famous Husqvarna has a hard time.
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In the corners, the bikes can show what they’re made of.
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Compared to the Husqvarna and MV engines, the Ducati’s drive looks inconspicuous. Wrongly. Because above all with the combination of confident pressure and a refreshing liveliness, the 821 makes a huge impression.
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6/46
No comparison to the stubborn steering behavior of the Basisver-
sion of the Ducati Hypermotard SP.
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7/46
Style-defining: like the MV Agusta, the Hypermotard also uses the single-sided swing arm to keep the stern slim.
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The narrow look looks sleek.
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The suspension of the Ducati Hypermotard SP.
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The front wheel of the Ducati Hypermotard SP.
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More being than appearance: apart from the dominant tank cover and the fender spoiler, the Husqvarna is puristic. No wonder, because the technology is convincing.
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The Husqvarna looks very angular.
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The dominant tank cladding can be clearly seen.
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The Ducati Hypermotard SP won the MOTORRAD group test.
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Series tires are used to score, so are the rules.
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The Husqvarna turned in imprecise, wobbly it followed the line. What was it? Clearly on the tires.
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Open-air tire change on Husqvarna.
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The two-cylinder four-stroke in-line engine of the Husqvarna Nuda 900 R..
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Sound body: The sound of the 900 engine is phenomenal – so is its character.
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Take a breath: With the valve integrated in the cast spoke, even checking the air pressure is fun – the idea came from BMW.
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Nobel: Only the R-model of the Nuda has an Ohlins shock absorber. The coordination is tight – as with the two colleagues.
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The cockpit of the Husqvarna Nuda 900 R.
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The Ducati Hypermotard SP is equipped with ABS and traction control.
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Clever from experience: There is a reason why the new Hypermotard does without the mirrors on the handlebar end.
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The three cylinders of the MV Agusta Rivale 800.
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Brembo brakes on the front wheel of the MV Agusta Rivale 800.
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A bit of Ducati Hypermotard? MV took over the idea of the rearview mirror from the previous Hypermotard. The review is mediocre.
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The cockpit of the MV Agusta Rivale 800.
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Jagged: The designers use every chance to give the rival an individual look.
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Confident and beautiful: Even if the technology is based on the Brutale, the rival optically goes its own way.
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The MV Agusta is the first supermoto bike from the MV companies-
history.
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The hissing of the three-cylinder MV Agusta rattles back from the rock walls. This sound is wonderful.
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The last model that MV Agusta owner Claudio Castiglioni initiated before his death in 2011 is the MV Agusta Rivale 800. In honor of Claudio, the MV is given precedence.
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The basic technical concept of the tubular space frame with screwed-on aluminum plate for the swing arm mount and also the 800 three-cylinder engine was adopted unchanged from the Brutale.
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The visually jagged result is a matter of taste.
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A bit of Ducati Diavel? The rival’s V-shaped rear light looks very powerful in a supermoto bike.
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Small but nice: on-board computer that can be operated from the handlebars – Ducati can store a lot of information even in a small space.
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The Ducati Hypermotard SP weighs 195 kilograms.
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Trendsetter: With a slim waist and tidy look, the Hypermotard has long been the optical reference of multi-cylinder supermotos.
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Ducati knows: Supermoto machines should be able to do more than just speed.
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Of the three fun bikes, the Ducati in particular turns the corner like a knife.
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… but also adjusted for the suspension setup.
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Somehow, the three Italians didn’t just improve on their weight (Ducati: 195 kg, Husqvarna: 197 kg, MV Agusta: 194 kg)…
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In terms of price, the rival adapts to the higher tariffs in the multi-cylinder supermoto league with 12,865 euros.
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All in all, the effort costs 1600 euros more than the Brutale.
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The brand new MV Agusta Rivale 800 should prove itself in this comparison test against the Husqvarna Nuda 900 R and the Ducati Hypermotard SP.
MV Agusta Rivale, Ducati Hypermotard SP and Husqvarna Nuda 900 R in the test
Multi-cylinder supermotos in comparison
Supermoto fans can now also find something at MV. Does the MV Agusta cause rioting? The comparison with Ducati Hypermotard SP and Husqvarna Nuda 900 R will show.
Supermotos in the test
The new MV Agusta Rivale 800 should prove itself in this comparison test. The last model that MV Agusta owner Claudio Castiglioni initiated before his death in 2011. And nobody could have stopped this motorcycle-obsessed man from plunging with us into the meandering winding that winds up the Massif de la Sainte-Baume shortly after the Gemenos sign. Probably he wouldn’t have cared if he was on the rival D.ucati Hypermotard SP or the Husqvarna Nuda 900 R. Because the cavalier of the Italian motorcycle industry was closely associated with all three brands at some point in the various stages of his entrepreneurial career.
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MV Agusta Rivale, Ducati Hypermotard SP and Husqvarna Nuda 900 R in the test
Multi-cylinder supermotos in comparison
MV Agusta Rivale 800 gave way. The hiss of the three-cylinder rattles back from the rock walls. This sound is wonderful. The 800 triplet barks from the three exhaust stubs that protrude like organ pipes from the collector. The self-confidence is not played. After all, the rival is the very first supermoto bike in the history of the MV company. The differences to the Brutale 800 naked bike are considerable. A flatter steering head (64.5 instead of 66 degrees), a longer caster (104.5 instead of 95 mm), a longer wheelbase (1410 instead of 1380 mm), larger suspension travel (150/130 instead of 125/125 mm) and a completely new one The drawn tank-seat combination with wider handlebars give the Supermoto racer an independent appearance. Even if the basic technical concept of the tubular space frame with screwed-on aluminum plate for the swing arm mount and the 800 cc three-cylinder engine were adopted unchanged from the Brutale. All in all, the effort costs 1600 euros more than the Brutale. In terms of price, the rival adapts to the higher tariffs in the multi-cylinder Supermoto league with 12,865 euros.
Expensive Nobel version of the Hypermotard
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The hissing of the three-cylinder MV Agusta rattles back from the rock walls. This sound is wonderful.
Fold down, straighten up, brake, accelerate – barely a meter of the road that climbs in the direction of Col de l’Espigoulier leads straight ahead. What a strip of asphalt. The Ducati Hypermotard SP follows the MV Agusta Rivale 800. Would it have had to be the Nobel version? The forged rims, the Marzocchi fork with carbon-coated sliding tubes, the Ohlins strut, fenders and covers made of carbon as well as the chic multi-color paint finish add up to an impressive 3400 euros compared to the basic Hypermotard. 1.4895 euros make even enthusiastic drift perspective Ducati fans flinch. In return, the 2013 Hypermotard has hardly anything to do with its predecessor. New 821 Testastretta engine, new chassis, lower exhaust, a much tidier look – ultimately, hardly any screw from the previous model fits.
The Husqvarna Nuda 900 R has to get by without family ties. The only road model still designed under the BMW aegis of Husqvarna has no predecessor and no successor. At least after the sale of the Italians to KTM, the former German Husqvarna importer Zupin Moto Sport is now managing the legacy of Lake Vares. There are enough new machines and spare parts. And that’s – at least in the case of the Nuda – really a good thing. Because on the technical basis of the BMW F 800 model series, the Bavarian-Italian user community designed a smart supermoto drifter. The focus: the parallel twin, modified with a crank pin offset of 45 degrees and increased to 900 cm³ displacement, as well as an unconventional look. The fact that the Nuda R with 10,790 euros is the special offer in this trio has nothing to do with its status as a discontinued model. Even in the relevant Internet marketplaces, the Italian is only offered with the usual discounts for other current models.
The Husqvarna Nuda’s engine is a masterpiece
Maybe the Husqvarna Nuda 900 R will stay so close on the duo’s heels because of this history. She just doesn’t want to be forgotten again. It definitely won’t. Just because of their engine. A masterpiece. Snappy and yet highly cultivated, the twin, transformed into a V2 by the crank pin offset, hangs on the accelerator, pushes easily controllable from idle speed and then pushes through the speed range with a full punch. Wow! What a difference 100 cc more displacement, additional 20 hp and the conceptual change can make. At the same time, the two-cylinder, which also sounds so sparkling, can quite unabashedly forego high speeds behind the surge of its superior torque. The fact that the Husky power plant rotates at least 1700 revolutions less than the engines of the Ducati Hypermotard SP and MV Agusta Rivale 800 at 8800 rpm doesn’t bother in the least. One can only hope that the propellant developed by BMW can continue to live in a Bavarian ambience in the future.
You can also celebrate at MV Agusta. Not only because the 800 three-cylinder has gained tremendously in smoothness compared to the mechanically rough running 675 unit, but also because the Italians have finally found the solution for the gruff throttle response that has been so rough in all MV models so far. With the new mapping at the apex of the curve, the triplet now goes really smoothly to the electric gas. And even after that, the short stroke stays on the cuddle course. Maybe too much. Because although the three-cylinder, which incidentally rotates backwards, is lively through the rev range, it remains a bit cautious, especially in the practice-relevant mid-rev range. The MV driver only comes close to the performance of 126 horses, which is superior in this field, in the five-digit speed range. This literally encourages you to let go on intermediate straights. Theoretically, second gear goes up to almost 160 km / h – and the engine doesn’t even seem strained.
Shifting without power interruption with the rival
Even shifting gears on the MV Agusta Rivale 800 has a certain experience value. The gears can be stepped through effortlessly with the standard shift assistant when upshifting without power interruption. Against this universal background, the five different mappings (rain, comfort, normal and sport as well as an individually adjustable custom mode) are almost overkill. Even in the sport vote, the engine behaves as smoothly as an Italian when visiting the tax investigation department. It’s just a shame that the well-coordinated electronics forgot their good nursery in the course of the test and activated the rev limiter at constantly changing points between 11,000 rpm and almost 12,000 rpm tours. The cause of the problem could not be found out until the end of the test. On the MOTORRAD test bench, the Elektrofips prevented the three-cylinder from reaching its declared maximum speed of 12,500 rpm.
Compared to the spectacular appearances of the Husqvarna and MV engines, the drive of the Ducati seems inconspicuous. Wrongly. Because above all with the combination of confident pressure and a refreshing liveliness, the 821 makes a huge impression. Shift up early? Gladly. Let it spin? Even better. With the boost of its 107 hp, the 90-degree V2, which looks so homogeneous in this displacement, pushes the Hypermotard forward in every situation. This universal character gives the pilot freedom of choice. Also about the choice of driving mode. If you like it a little snappier, you can choose the race mode, the sport tuning accelerates a little more gently. Nobody needs the wet mode, which is limited to 78 hp, for this well-groomed appearance. The good manners are only disturbed by the somewhat untidy engine speed range below 3000 tours. In contrast to the pointed clutch. It requires well-developed fine motor skills in the left hand when starting off.
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Somehow the three Italians not only equalized in terms of weight (Ducati: 195 kg, Husqvarna: 197 kg, MV Agusta: 194 kg), but also in terms of the chassis settings.
The pass is long behind us. But even in the hinterland the streets tumble through the pine forests as if in a party mood. The fear lines on the tires have now been reduced to a wafer-thin line. Sure, only the front wheel-oriented seating position of the fun bikes encourages an attack. If the Husqvarna Nuda 900 R is still relatively neutral here, the Ducati and the MV push their trainers uncomfortably close to the steering head. The Ducati Hypermotard SP a little more moderate, the MV Agusta Rivale 800 more extreme. You get used to it, but a flatter seat contour (MV Agusta) or a step further back on the seat (Ducati) could significantly improve ergonomics.
And somehow the three Italians not only equalized in terms of weight (Ducati: 195 kg, Husqvarna: 197 kg, MV Agusta: 194 kg), but also in terms of the chassis settings. Relatively soft at the front, quite stiff at the rear – this alignment is supposed to additionally promote the handling due to the front dipping when braking. And it does. Especially the Ducati Hypermotard SP turns the corner like a knife through the hot butter. No comparison to the stubborn steering behavior of its basic version. The noble supermoto on the Pirelli Supercorsa SP (basic version: Pirelli Diablo Rosso II) casually tilts in an inclined position, draws its line neutrally. However, closely followed by the MV Agusta Rivale 800. Its somewhat sluggish steering behavior is made up for by the MV in the Eckenwetz with its ten centimeters shorter wheelbase. And so much in advance: Despite this extremely compact geometry, the rival remains stable even at higher speeds. Amazing. Back to cornering paradise. Here, of all things, the so far so famous Husqvarna has a hard time. She steers in imprecisely, wobbly she follows the line. What is it Clearly on the tires. The Metzeler Sportec M5 do not harmonize with the long-legged Nuda. A simple tire change is all it takes to transform the Husqvarna Nuda 900 R. However: The rules are based on series tires.
Ducati Hypermotard SP outsmarts rivals and huskies
As a kind of revenge, the Husqvarna Nuda 900 R wants to slow down after the next straight. Bad luck. Again the Hypermotard cheats both of its colleagues. The brake of the Ducati Hypermotard SP sets the bar with excellent dosage, impeccable effect and with moderate manual force. And when things get too precarious, the Ducatist can still rely on the excellently coordinated three-stage ABS. A tip: while the Hypermotard also risks a stoppie in race mode, the rear end stays on the ground in the other two modes, without significantly increasing the braking distance. With its also well-coordinated ABS, the Nuda can counteract in extreme situations, but in normal operation the husky stoppers bite into the two discs quite aggressively and are therefore particularly irritating when slowing down.
And the MV Agusta? Could play in the front here too. Because the delicately gripping brakes are easy to dose, especially at a reasonable speed. Your current problem: Unfortunately, the MV fan has to wait a few months for an ABS. After all, the MV Agusta Rivale 800 does not need ABS sensors for its traction control. Because with the bikes from Varese this basically works via probability calculations (algorithms) stored in the engine management. If the engine speed increases too quickly, the engine management intervenes. What sounds so complicated works flawlessly in practice. The slip preventer can be individually adjusted in eight stages. It’s just a shame that the use – as is now common everywhere – is not documented by a warning light in the cockpit. As with the Ducati Hypermotard SP. The Hypermotard’s control, which can also be adjusted in eight stages, is the experience of the Bolognese developers. In contrast to the Husqvarna Nuda 900 R. As the most original of these three supermoto bikes, it does without traction control. You can get over it.
MV Agusta Rivale 800 needs almost 40 percent more fuel
The MV Agusta Rivale 800 is pulling forward. Your reserve lamp lights up first. A bad omen? Unfortunately yes. While the colleagues are content with 4.5 and 4.6 liters per 100 kilometers, the MV draws almost 40 percent more fuel with 6.4 liters. A tribute to the new mapping, which may have been better tuned in favor of better running smoothness? Hardly likely. The sister model Brutale 800, which was used with the previous mapping, also consumed a hefty 6.1 liters in the MOTORRAD test (issue 10/2013). And because the 12.9 liter tank capacity of the Supermoto bike is just enough for 200 kilometers in the tremendous thirst, the ABS is still missing for the time being and the inspections with outdated 6000-kilometer intervals are costly, she has to get by in the final spurt of let the polished Hypermotard and the wild Husqvarna Nuda 900 R hang out. By the way: The difference of 40 points compared to the Nuda could not close even a well-functioning ABS on the rival.
It’s a shame, after all, the MV Agusta Rivale 800 eliminates the biggest unsolved problems of the previous naked bike models from MV Agusta with its successful steering precision and good throttle response. Ultimately, it also shows the potential that is still slumbering in the MV model range. It’s just about exposing it. Claudio would definitely be happy.
Performance measurement
BILLION
The MOTORRAD performance measurement of the MV Agusta Rivale 800, Husqvarna Nuda 900 R and the Ducati Hypermotard SP.
On the test bench, it demonstrates that the engine of the Husqvarna Nuda 900 R not only sounds excellent, but also knows how to put itself in the limelight in terms of power delivery. Due to the superior performance and the rich torque in the lower speed range, the limited revving power of the in-line twin is hardly noticeable in practice. Also easy to see: the comparatively tame start of the MV Agusta three-cylinder. The triplet only develops its superior performance in the five-digit speed range. Fortunately, the MV propellant is also very easy to turn on the road. As with the chassis, the Ducati also hits the golden mean with the engine. The V2 is easy to control and has a large usable speed range.
MV Agusta rival 800
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Confident and beautiful: Even if the technology is based on the Brutale, the rival optically goes its own way.
engine
| design type |
Two-cylinder four-stroke- In-line engine |
| injection | Ø 47 mm |
| coupling |
Multi-disc oil bath- coupling |
| Bore x stroke | 79.0 x 54.3 mm |
| Displacement | 798 cc |
| compression | 13.3: 1 |
| power |
92.0 kW (125 PS) at 12,000 rpm |
| Torques | 84 Nm at 8600 rpm |
Supermoto
MV Agusta Rivale 800 in the driving report
Good things need to be in a hurry
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Naked bike
MV Agusta Rivale 800 in the HP driving report
Magnificent three-cylinder hissing
read more
landing gear
| frame | Steel tubular frame |
| fork |
Upside-down fork, Ø 43 mm |
| Brakes front / rear | Ø 320/220 mm |
| Assistance systems | Traction control |
| bikes | 3.50 x 17; 5.50 x 17 |
| tires | 120/70 ZR 17; 180/55 ZR 17 |
| Tires |
Pirelli Diablo Rosso II, front “K” |
mass and weight
| wheelbase | 1410 mm |
| Steering head angle | 64.5 degrees |
| trailing | 105 mm |
| Front / rear suspension travel | 150/130 mm |
| Seat height² | 870 mm |
| Weight with a full tank² | 194 kg |
| Payload² | 168 kg |
| Tank capacity / reserve | 12.9 / – liters |
| Service intervals | 6000 km |
| price | 12,590 euros |
| Additional costs | 275 euros |
MOTORCYCLE readings
| Top speed * | 245 km / h |
| acceleration 0-100 km / h 0-140 km / h 0-200 km / h |
3.8 sec 5.9 sec 13.4sec |
| Draft 60-100 km / h 100-140 km / h 140-180 km / h |
3.5 sec 4.0 sec 4.8 sec |
| Consumption highway | 6.4 liters / super |
| Reach country road | 202 km |
| * Manufacturer information; ²MOTOR WHEEL measurements |
Ducati Hypermotard SP
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Trendsetter: With a slim waist and tidy look, the Hypermotard has long been the optical reference of multi-cylinder supermotos.
engine
| design type | Two-cylinder four-stroke- 90 degree V engine |
| injection |
Ø 52 mm |
| coupling | Multi-disc oil bath- clutch (anti-hopping) |
| Bore x stroke |
88.0 x 67.5 mm |
| Displacement |
821 cc |
| compression |
12.8: 1 |
| power | 81.0 kW (110 PS) at 9250 rpm |
| Torques |
89 Nm at 7750 rpm |
landing gear
| frame |
Steel tubular frame |
| fork | Upside-down fork, Ø 50 mm |
| Brakes front / rear |
Ø 320/245 mm |
| Assistance systems |
ABS, traction control |
| bikes |
3.50 x 17; 5.50 x 17 |
| tires |
120/70 ZR 17; 180/55 ZR 17 |
| Tires |
Pirelli Diablo Supercorsa SP |
mass and weight
| wheelbase |
1505 mm |
| Steering head angle |
64.5 degrees |
| trailing |
104 mm |
| Front / rear suspension travel |
185/175 mm |
| Seat height² |
910 mm |
| Weight with a full tank² |
195 kg |
| Payload² |
211 kg |
| Tank capacity / reserve |
16.0 / – liters |
| Service intervals |
15000 km |
| price |
14590 euros |
| Additional costs |
305 euros |
Supermoto
Ducati Hypermotard in the top test:
A big shovel of coals added
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Supermoto
Driving report Ducati Hypermotard (2013)
Thunder rage in continuous rain
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MOTORCYCLE readings
| Top speed * | 220 km / h |
| acceleration 0-100 km / h 0-140 km / h 0-200 km / h |
3.3 sec 5.5 sec 13.7 sec |
| Draft 60-100 km / h 100-140 km / h 140-180 km / h |
3.7 sec 4.2 sec 5.1 sec |
| Consumption highway |
4.5 liters / super |
| Reach country road |
283 km |
| * Manufacturer information; ²MOTORWHEEL measurements |
Husqvarna Nuda 900 R
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More being than appearance: apart from the dominant tank cover and the fender spoiler, the Husqvarna is puristic. No wonder, because the technology is convincing.
engine
| design type | Two-cylinder four-stroke- In-line engine |
| injection |
Ø 46 mm |
| coupling | Multi-disc oil bath- coupling |
| Bore x stroke |
84.0 x 81.0 mm |
| Displacement |
898 cc |
| compression |
13.0: 1 |
| power | 77.0 kW (105 PS) at 8500 rpm |
| Torques |
98 Nm at 7000 rpm |
landing gear
| frame |
Steel tubular frame |
| fork | Upside-down fork, Ø 48 mm |
| Brakes front / rear |
Ø 320/265 mm |
| Assistance systems |
SECTION |
| bikes |
3.50 x 17; 5.50 x 17 |
| tires |
120/70 ZR 17; 180/55 ZR 17 |
| Tires |
Metzeler Sportec M5 |
mass and weight
| wheelbase |
1495 mm |
| Steering head angle |
65.5 degrees |
| trailing |
101 mm |
| Front / rear suspension travel |
210/180 mm |
| Seat height² |
890 mm |
| Weight with a full tank² |
198 kg |
| Payload² |
193 kg |
| Tank capacity / reserve |
13.0 / 3.0 liters |
| Service intervals |
10000 km |
| price |
10490 euros |
| Additional costs |
300 Euro |
Supermoto
Top test: Husqvarna Nuda 900/900 R
The two-cylinder fun bike from Husqvarna
read more
MOTORCYCLE readings
| Top speed * | 215 km / h |
| acceleration 0-100 km / h 0-140 km / h 0-200 km / h |
3.3 sec 5.4 sec 12.4 sec |
| Draft 60-100 km / h 100-140 km / h 140-180 km / h |
3.3 sec 3.7 sec 4.5 sec |
| Consumption highway |
4.6 liters / super |
| Reach country road |
283 km |
| * Manufacturer information; ²MOTORWHEEL measurements |
Points and test results
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1st place: Ducati Hypermotard SP; 2nd place: Husqvarna Nuda 900 R; 3rd place: MV Agusta Rivale 800.
engine
| Maximum score |
Ducati Hypermotard SP |
Husqvarna Nuda 900 R |
MV Agusta Rival 800 |
|
| Draft | 40 | 31 | 34 | 31 |
| acceleration | 40 | 29 | 30th | 25th |
| Top speed | 30th | 17th | 16 | 22nd |
| Engine characteristics | 30th | 22nd | 26th | 23 |
| Responsiveness | 20th | 15th | 14th | 13 |
| Load change | 200 | 14th | 14th | 14th |
| Smoothness | 20th | 11 | 13 | 12th |
| coupling | 10 | 6th | 8th | 8th |
| circuit | 20th | 14th | 14th | 14th |
| Gear ratio | 10 | 9 | 8th | 8th |
| Start | 10 | 8th | 8th | 8th |
| total | 250 | 176 | 185 | 178 |
The Husqvarna technicians achieved a great success with the increased displacement and – above all – the crank pin offset of the crankshaft. The husky engine dominates almost all criteria. The MV Agusta three-cylinder also stays on the ball here. The easy-to-turn triplet convinces with good running smoothness and proper load change behavior. The clutch, which jerks when starting, and the rough run below 3000 rpm cost the Ducati points.
Winner engine: Husqvarna
landing gear
| Maximum score |
Ducati Hypermotard SP |
Husqvarna Nuda 900 R |
MV Agusta Rival 800 |
|
| Handiness | 40 | 34 | 29 | 30th |
| Stability in turns | 40 | 28 | 26th | 26th |
| Steering behavior | 40 | 28 | 27 | 28 |
| feedback | 10 | 7th | 7th | 7th |
| Inclined position | 20th | 18th | 17th | 18th |
| Straight-line stability | 20th | 12th | 10 | 13 |
| Suspension tuning in front | 20th | 13 | 12th | 13 |
| Chassis set-up at the rear | 20th | 14th | 14th | 13 |
| Adjustment options undercarriage | 10 | 6th | 6th | 6th |
| Suspension comfort | 10 | 5 | 5 | 6th |
| Driving behavior with a passenger | 20th | 13 | 12th | 13 |
| total | 250 |
178 |
165 |
173 |
With excellent handling and neutral steering behavior, Ducati knows what is important when it comes to Supermoto bikes. With the new Hypermotard, the Bolognese have eliminated many of the errors of the previous model. And the MV Agusta also stays on the ball in the chassis evaluation. With a balanced concept, the rival pleases in almost all respects. The unfortunate choice of tires (Metzeler Sportec M5) costs Husqvarna some sympathy and points.
Chassis winner: Ducati
everyday life
| Maximum score |
Ducati Hypermotard SP |
Husqvarna Nuda 900 R |
MV Agusta Rival 800 |
|
| Ergonomics driver | 40 | 27 | 27 | 25th |
| Ergonomics pillion | 20th | 10 | 9 | 8th |
| Windbreak | 20th | 1 | 1 | 1 |
| view | 20th | 12th | 13 | 9 |
| light | 20th | 11 | 11 | 11 |
| Furnishing | 30th | 21st | 13 | 14th |
| Handling / maintenance | 30th | 19th | 17th | 19th |
| Luggage storage | 10 | 1 | 0 | 1 |
| Payload | 10 | 8th | 6th | 2 |
| Range | 30th | 22nd | 16 | 9 |
| processing | 20th | 16 | 12th | 15th |
| total | 250 |
148 |
125 |
114 |
The everyday evaluation shows how mature the Hypermotard concept has become. With a decent range (356 km) and
With its lavish equipment, the Duc proves that even a supermoto bike is not just about sporty qualities. The Husky and especially the MV have to admit defeat here. Above all, the range of the rival (202 km) leaves a lot to be desired. The payload (168 kg) too.
Everyday winners: Ducati
security
| Maximum score |
Ducati Hypermotard SP |
Husqvarna Nuda 900 R |
MV Agusta Rival 800 |
|
| Braking effect |
40 | 33 | 31 | 33 |
| Brake metering |
30th | 25th | 22nd | 26th |
| Braking with a passenger / fading |
20th | 14th | 14th | 14th |
| Righting moment when braking |
10 | 6th | 6th | 7th |
| ABS function |
20th | 14th | 13 | 0 |
| Handlebar slapping |
20th | 12th | 13 | 12th |
| Ground clearance |
10 | 9 | 9 | 7th |
| total |
150 |
113 |
108 |
99 |
Good brakes, great ABS – that’s how Ducati scores points. The Nuda cost the aggressively biting and therefore difficult to dose brake counters. And without ABS, the MV Agusta Rivale 800 only has the red lantern in this category anyway.
Safety winner: Ducati
costs
| Maximum score |
Ducati Hypermotard SP |
Husqvarna Nuda 900 R |
MV Agusta Rival 800 |
|
| guarantee |
30th | 17th | 15th | 15th |
| Consumption (country road) |
30th | 22nd | 21st | 12th |
| Inspection costs |
20th | 18th | 17th | 9 |
| Maintenance costs |
20th | 9 | 9 | 8th |
| total |
100 |
66 |
62 |
44 |
The Ducati and the Husky excel when it comes to fuel consumption. The 40 percent higher consumption of the MV Agusta Rivale 800 is anything but contemporary.
Winner cost: Ducati
Overall rating
| Maximum score |
Ducati Hypermotard SP |
Husqvarna Nuda 900 R |
MV Agusta Rival 800 |
|
| Overall rating |
1000 |
681 |
645 |
608 |
| placement |
1. |
2. |
3. |
|
| Price-performance note |
1.0 |
2.4 |
1.8 |
2.9 |
It works: a multi-cylinder supermoto at a reasonable rate – the Nuda.
Price-performance winner: Husqvarna
1st place: Ducati Hypermotard SP
With the SP version of the Hypermotard, Ducati stages a polished appearance. Whether engine, chassis or electronics – only a few supermoto bikes are so mature. However: at just under 15,000 euros, the price is at the limit of pain.
2nd place: Husqvarna Nuda 900 R
Above all, the Husky impresses with its engine. The lively 900 is simply a stunner. The puristic chassis is – apart from the tires – as if made for the Supermoto curve swing. And the best: There are still enough new nudas.
3rd place: MV Agusta Rivale 800
With great steering precision and throttle response, the MV Agusta Rivale 800 eliminates the weaknesses of previous MV naked bikes. The engine and chassis are up to date. She loses the connection in the soft criteria. MV Agusta has to top it up in terms of consumption, inspection work, payload and ABS.
Husqvarna tire tip
www.
Open-air tire change on Husqvarna.
No question about it, the Husqvarna Nuda 900 R is a thoroughbred drifter. The only drawback: In tight corners, the front tends to collapse and requires constant counter pressure from the driver on the handlebars. The accuracy of the target is also not the best. Is it due to a lack of harmony between the Husky chassis geometry and the standard Metzeler Sportec M5 tires?
MOTORRAD wanted to know and put the Husqvarna Nuda 900 R on the successor to the country road winner in the most recent MOTORRAD touring tire test (issue 12/2013), the Continental Road Attack 2 EVO. The success was resounding. With the Conti tires, the Husky turned in a much more neutral way and also kept precisely in line in the curve. Even on bumpy asphalt, the front section remained completely free of disturbing influences in curves. The wobbly steering behavior gave way to a confidence-inspiring driving experience. Conclusion: The Conti tires harmonize perfectly with the Husky. By changing tires, the handling and steering behavior of the Nuda gain enormously. A very hot tip for all nudists.
Supermoto
Top test: Husqvarna Nuda 900/900 R
The two-cylinder fun bike from Husqvarna
read more
Interview with Brian Gillen
MV Agusta
The American Brian Gillen is the engineer responsible for developing the three and four-cylinder series at MV Agusta.
So far, the engines from MV Agusta suffered from a hard throttle response. You could only get this problem under control with a new mapping at the rival. Why did this process take so long??
Gillen: Adjusting the engine management is very complicated and takes a lot of time. We already have in the middle of the year
A revised mapping was developed on the F3 800, which we were able to use for the Rivale. We were able to benefit from our preparatory work with her. That was the decisive step forward.
It also benefits the owners of previous MV models?
Gillen: Yes. The rivals’ advanced software can be retrofitted to all ride-by-wire machines from MV. Our website states when the mapping of the respective models was updated so that everyone can go to the dealer and have the new version installed for free. It works like an update for the iPhone.
Nevertheless, the engine management seems to be optimizable. The consumption of the rivals in this test is almost two liters higher than that of the competition. Where is the problem?
Gillen: MV Agusta machines are high-performance motorcycles. The selected driving mode and driving style influence
significantly the consumption.
When will ABS finally go into series production on the rival and the other MV machines??
Gillen: All MV Agusta models will be delivered with ABS by summer 2014 at the latest.
Here, too, one asks: Why not right away?
Gillen: The application of ABS takes a good year. We have to remain realistic and cannot overload ourselves and our partners. Our current expansion is also a cause. Three years ago we had three models, now we have eleven.
Are the development capacities of MV Agusta too small for this growth??
Gillen: Certainly not. Of a total of 240 employees at MV, 75 work in development. We are well above the industry average.
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