Ducati Hypermotard 939 in the driving report

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Ducati Hypermotard 939 in the driving report

Ducati’s fun bike

The Ducati Hypermotard 939 should offer more pressure at medium speeds thanks to a good 100 cm³ more displacement. We tested the standard and SP versions on the road and on the racetrack.

Fall 2005. D.ucati presents a new concept at the Milan trade fair. The Ducati Hypermotard is a mixture of naked bikes, supermoto racers and fun bikes. The scene is blown away, the playmobile designed with a sure hand honors it with the title “Best of Show”. In 2007 the Playbike went into series production with the air-cooled 1100 V2, and in 2013 it was reoriented on the drive side with the water-cooled 821 cm³ two-cylinder.

And now? The corner wetter is called Ducati Hypermotard 939. Even if it’s not entirely correct. Because the six millimeters larger bore increases the L-Twin to exactly 937 cm³ displacement. Sponge about it, the Panigale 959 and 1299 do not have their actual displacement in their names. Externally, the propellant rate remains unchanged. Only an oil cooler mounted in front of the cylinder is reminiscent of the heat balance that was secured due to the displacement increase.

Six kilograms heavier than its predecessor

And the Ducati also places its driver unchanged. Swing your right leg with verve over the seat bench mounted at travel enduro height (870 mm), and you immediately get that typical Hypermotard feeling. The upper body moves very close to the handlebars, the look down leads to nowhere. The front seems to have literally folded back. To call this ergonomics a focus on the front wheel would be an understatement. Press on the button. Relaxation. The Ducati Hypermotard 939, which weighs 204 kilograms with a full tank, has gained six kilograms compared to its predecessor.

Most of the additional ballast is supposed to be in the ten centimeters longer, Euro 4 compliant silencer. Nevertheless: The sound remains full, sonorous and yet socially acceptable. Hit. As does the engine. Lively, lively, cultivated – with its refreshing lightness, the 821 has delighted Hypermotard fans over the past three years. The drilled successor also feels obliged to this legacy. No additional flywheel mass or modified timing should tame the start, a slightly higher compression (13.1 instead of 12.8) even sharpen the character a little. Even the fact that the top performance of the Ducati Hypermotard 939 has barely increased from 110 to 113 hp has a plan. Because the motto is: everything on torque. The curve of the 937 engine should be up to 18 percent above that of the 821.

V2-Power served appetizingly

But first of all, the new engine of the Ducati Hypermotard 939 convinces with the virtues of the old. He starts lively, hangs attentively on the gas from 3000 rpm and after this mark seems to distribute its torque as straight as an electric motor over the speed range. No unexpected bite, no second to think about it, no flattening before the rev limit at 10,000 turns. V2-Power served appetizingly. So bite-sized that the pilot only notices when starting out of tight turns how the strengthened imaginary biceps gently lifts the front wheel, ultimately more pressure is always available everywhere. OK then. Also because the additional steam also has to compensate for the longer secondary transmission, which is also due to the Euro 4 homologation.

The pilot also owes his free play in driving mode to the excellent nursery of the V2. Whether the spontaneous start in sports mapping or the somewhat more tame response in the touring set-up, the selection remains a matter of taste. The urban mode, tamed to 75 hp, was not needed in the 821 predecessor with the overall so successful running smoothness. Keyword ride-by-wire: That the Ducati electronics technicians master the coordination of traction control (eight levels) and ABS (two levels), which can be individually configured in each mode, has not only proven the 821 Hypermotard. While the slip regulator intervenes inconspicuously depending on the personally selected intensity, the pilot should be aware of the anti-lock device: Only in the most defensive adjustment, ie level two, does the rear of the Ducati Hypermotard 939 stay on the ground, preventing you from emergency braking Stoppie or even a rollover.

Tire change also a good tip for the Ducati Hypermotard 939

The steering behavior is not so carefree. As on the 821, the front wheel of the Ducati Hypermotard 939 tilts towards the inside of the curve and must be brought on course with counter pressure on the handlebars. The more bumpy the surface, the more. You will only feel safe when the Hypermotard is kept on tension and the front wheel is relieved. Brake early and accelerate as soon as you enter the corner, that is the recipe for a clean line on the Italian. And a tire change. In the top test of the 821, MOTORRAD managed to neutralize the steering behavior with the good-natured Conti Road Attack 2 (series: Pirelli Diablo Rosso 2). This is probably a good tip for the 939 as well. Especially since the rest of the front part could use some rework.

The combination of a taut tail, a sharp initial bite of the Brembo brake and the softly tuned, non-adjustable Kayaba fork brings noticeably unrest to the front when turning. The Ohlins sprung SP version shows that the Hypermotard chassis has more potential (see "Nobel Motard: the Hypermotard 939 SP"). If you don’t want to finance the full surcharge, you should at least invest in the stepless bench of the SP (248 euros). This gives the rider, who has been forced forward from the hollow of the standard seat, more freedom of movement. Then the Ducati Hypermotard 939 can show off its bustling handling, let itself be thrown effortlessly from one to the next incline and continue to play its core competence with a slim waist and narrow knee. The additional pressure from the engine room can’t do any harm.

What’s new?

Ducati

Have a look: The display now has a gear indicator (far right). The contrasts are pale overall.

engine

  • drilling increased from 88 to 94 mm
  • Displacement increased from 821 to 937 cm³
  • Torque increased by up to 18 percent
  • Top performance increased from 110 to 113 hp
  • oil cooler added

landing gear

  • Longer translation (Sprocket 43 instead of 45 teeth)

    miscellaneous

    • Display with gear indicator
    • silence Extended by 10 cm and equipped with a larger catalytic converter
    • LED turn signals
    • price: 11,890 euros (2015: 11,390 euros)

    Ducati Hypermotard 939 SP

    Ducati

    Hit: The SP version purposefully ironed out the weak points of the basic Hypermotard.

    Ducati traditionally provides almost every model with a high-quality variant. The Ducati Hypermotard 939 SP is technically and visually significantly upgraded – and costs 3,700 euros more.

    The differences between the SP variant and the basic model are obvious. High-gloss lacquered plastic parts, toothed belt cover and front fender in carbon, Ohlins spring elements, quilted seat – the Nobel Motard makes a difference. At least 3,700 euros separate the 15,590 euros expensive SP variant from the standard model. Even more with the presentation bike. The Termignoni exhaust system, which is not street legal and with which the Ducati Hypermotard 939 SP can only be used on the race track, costs 2022 euros.

    SP purposefully ironed out her sister’s weaknesses

    The drilled V2 roars unmistakably in the pit lane. Medium-sized pilots (1.83 m) only feel the ground with their toes because of the longer spring travel and the padded bench. Departure. While the front wheel alignment of the Hypermotard takes some getting used to, the alignment on the piste fits straight away. With a lot of pressure on the front, the Ducati Hypermotard 939 SP draws tight curves, but the punch of the two-cylinder allows the front wheel to float over the asphalt after every tight bend.

    Excessive immersion when braking? No problem. Shifting weight in alternating curves? Child’s play on the flat bench. Braking on the last groove? The ABS race mode and the real radial brake armature make it easy on your nerves. One quickly takes courage, explores the lean angle, increased to 47.5 degrees, and realizes: The Ducati Hypermotard 939 SP specifically ironed out the weaknesses of its sister. Probably not just on the racetrack.

    Differences between the Ducati Hypermotard 939 SP and the standard model

    engine

    • More aggressive mapping (Wet, Sport, Race)

    landing gear

    • Spring elements from Ohlins, fully adjustable with 15/25 mm (v / h) longer spring travel
    • Forged wheels by Marchesini
    • Radial brake pump
    • Pirelli Supercorsa SP

    miscellaneous

    • Weight (201 kg) three kilograms lower
    • ABS coordination with three instead of two levels
    • More complex painting
    • Carbon covers
    • Cylinder head cover made of magnesium
    • Seat outline flatter
    • Seat height increased by 20 to 890 mm
    • Handlebars butted
    • price: 15,590 euros (standard: 11,890 euros)

      Data Ducati Hypermotard 939 (SP)

      Ducati

      Konstanz: The appearance of the new Hypermotard has not changed much. Only the large silencer testifies to Euro 4.

      Ducati Hypermotard 939 on sale in Germany

      1000PS marketplace app

      Used Ducati Hypermotard 939 in Germany.

      The Ducati Hypermotard is a comparatively rare motorcycle on the streets, even though the availability of the Hypermotard 939 is surprisingly good. There is a large selection, and the SP version is also available for real Ducatisti. Here is the current offer: used Ducati Hypermotard 939.

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