Ducati Hypermotard 939 test

Menus

• For a few more horses
• Discovery
• Two versions
• In the saddle
• On the way
• Long live sport!
• Rainy wedding, happy wedding
• For who ?

For a few more horses

Ducati overhauls its Hypermotard by giving it a little more boot with the 939 version. We were able to discover two of the three models in the range on the Iberian roads and tracks. We take you for a ride with us, take your rain suit !

Born in 2007 with the big twin 2 valves 1100 cm3, the hypermotard first made a diet by receiving the Evo engine and its Vacural foundries, then it adopted a little sister hypermot 796 cm3 very convincing. Then the family was reduced to a single displacement: 821 cm3 with the 4 valves with liquid cooling "testa stretta" 11 °. Despite the decrease in displacement, the power is increased to 110 hp, in favor of a mechanics that is both more modern and more sophisticated. Today it is time for the transition to the Euro IV standard and the Bologna manufacturer takes the opportunity to review its copy. Let’s see what changes.

Discovery

Evolution, but not revolution, let’s be clear, this is not a 100% new machine. The base is what you know, but the mechanics have changed fundamentally all the same.

The engine retains the same stroke but the bore goes from 88 to 94 for a gain of 116 cm3, which is not negligible, let’s face it. If the power only increases by 4 hp, the torque gives it a good 18% at 6,000 rpm while maintaining an advantage of 10% some 1,500 rpm later. Ratings are now 114 hp at 9000 rpm and 10 mkg at 7500 rpm. Additional power in perspective, at normal speeds, so where it is needed. The application of the euro IV standard also results in a larger exhaust and catalyst, as well as a canister to eliminate gasoline vapors, noise and emissions standards require. Added to this is a small oil cooler to better cool the engine. Differences which generate an additional 6 kg on the scale, i.e. 205 kg all full according to Ducati.

For the rest, little or no change. Just a gear indicator engaged on the dashboard and new LED indicators in the hand guards, also redesigned for the coup. So let’s go try the new 937 cm3, see if it reinforces the character of this 939 hypermotard, whose concept was first unveiled in 2005 … 11 years ago! Note that a Hyperstrada version with suitcases, windshield and revised suspensions is also in the catalog for € 13,450, but it was not present in Barcelona.

Two versions

Alongside the base bike, Ducati offers as always an SP version, which in addition to its "racing" color is distinguished by more elaborate fittings. Thus, the adjustable rebound Sachs rear shock gives way to an Ohlins with separate cylinder, adjustable in all directions. In front, the front fork comes out of the same house and offers the same settings as its rear counterpart, while the standard is not adjustable. The SP takes advantage of this windfall to acquire increased travel, (185 mm front and 175 rear, against 170/150 on the base model. This improves both comfort and ground clearance when cornering. On the handlebars, we also discover a radial brake master cylinder, PR 19, instead of a classic axial on the base model.Finally, the SP is adorned with forged Marchesini rims of the most beautiful effect, which shed a few precious unsprung pounds . They are shod in Pirelli Diablo supercorsa SP. In total, the difference between the two machines reaches 4 kg. Finally, scattered everywhere, pretty carbon parts add to the finish of the SP a high-end sport touch.!

In the saddle

Oh it’s high! 870 mm. Of course, I only measure 1.68 m, but I have difficulty stepping over the beautiful and once in the saddle, impossible to put anything other than the tips of the feet on the ground. In addition, the footrests directly above the seat make it difficult to access the tar. The older ones will of course not have this problem. Ultimate precision, here we are talking about the basic model…

The seat is comfortable and the ergonomics excellent. Everything falls well to hand and young and old will find their place.

The small dashboard is easy to see. It indicates the engine temperature, but not the outside temperature, nor the time. Pity. No fuel gauge either, but a simple warning light and two trip meters. Finally it also displays the modes that correspond to different levels of intervention of the ABS and traction control, as was already the case on the 821.

In "urban" we only have 75 hp and the Ducati Traction Control is at level 6/8, while the ABS is at level 2. In Touring, we have full power and a DTC at 4 with an ABS always on 2. Finally, in sport mode, the DTC is only at level 3 and the ABS at 1, while the power arrives more quickly than in Touring, thanks to the different setting of the accelerator electronic. On the SP version, we have 4 modes, including a "wet" which delivers full power, but without brutality.

On the way

Discovering two models in a short day does not leave much time on the handlebars of each. In all, we will therefore do a little less than 70 km on the standard version and two quarter-hour sessions on the circuit with the SP. No luck, the sun was not with us, but with experience helping, we can still get a good idea of ​​the potential of the two versions..

On the soggy departmental roads, the standard version paved in Pirelli Diablo Rosso II does well, provided you forget the urban mode which makes it hollow, anemic, in short insignificant. The times are soft and the engine knocks below three thousand rpm. This is not where we will feel the benefit of the additional 116 cm3! Let’s quickly switch to Touring mode. It’s better !, the horses are back, but it still lacks pep. We are already enjoying a little more of this playful and well-balanced motorcycle, but we are still hungry for more…

Long live sport!

By engaging the sport mode, we finally discover the best facet of the hypermotard 939. Even in the rain and despite the very frank response of the throttle, we precisely dose the power with a full and torquey engine with very predictable behavior. The acceleration is lively, the pick-ups vigorous and wheelie enthusiasts will have a blast. On heavily wet roads, the DTC does not prove to be excessive interventionist. On the contrary, it allows some nice evasions, which encourage you to dive into the menu to configure it so that it becomes more active. It’s possible. On bumps, we appreciate the comfort of the long-travel suspensions and we come to think that more than a Hypermotard, this Ducati is a high-legged twin-cylinder roadster, more comfortable but still just as fun. An alternative to Streetfigther?

Why not, since the 848 is just finishing its career. To see, except that here we only have 113 hp to eat. Thrill-seekers will not find the energy of the large Ducati engine there, but in absolute terms, there is plenty of it under the handle and the speedometer is already climbing quickly beyond reasonable … On the handlebars, Despite the difficult conditions we have fun, without being able to reach the limit because of the lack of grip, even if the Diablo Rosso II do the job very well. Just a little reluctance in the small corners where the bike resists before agreeing to go, suddenly becoming a little sagging. We should see what it is on a dry asphalt with a good grip, but we did not have any. The rain redoubled in violence and my jumpsuit remained in the locker room. It’s time to go home and warm up, then put on the leather to test the SP on the track, just as soggy…

Rainy wedding, happy wedding

After a short break, the SP awaits us, firmly planted on its rain tires wrapped in heated blankets. A hailstorm greets us during the warm-up lap … I want to go down! Going down, that’s the word, because with the larger travel, the saddle of the SP is even higher and there I have no feet. 890 mm! I can barely put a tip to the ground. But here we are leaving for two sessions and no way to escape it.

In fact, despite the deplorable conditions, it’s a real treat! With its perfectly tuned Ohlins suspensions, the SP offers an extraordinary track feel. The feedback is just fantastic and the difference to standard suspensions is huge. Braking also benefits from the radial master cylinder to give a better feeling. However, having never driven on wet tires, I prefer to take advantage of the engine braking for a smoother ride, except of course at the end of the two straight lines where we take 200 meters. Higher, the motorcycle is more prone to load transfers during acceleration and braking. It therefore enters more easily in bends, a quality reinforced by the lighter forged wheels which have less gyroscopic effect..

For wheelies, it’s also easier because of the higher center of gravity! When accelerating in a bumpy exit from a curve, the front wriggles copiously and one wonders what it would be like in the dry with a harsher ride and the suspensions adjusted accordingly. We won’t know this time around! On the other hand, stability under braking is imperative and ABS does not intervene. In Race mode, it frees the rear wheel for better gliding in the bends. To be honest…. I did not try. All these good sensations are further reinforced by the music of the Termignoni Racing silencer which saves 4% of power (almost 5 hp and 3% of torque). So nice ! Too bad we weren’t able to verify the behavior of the SP "on the edge" with a dry track

For who ?

Offered at € 11,990, the basic version offers the versatility of a roadster with more comfort and a dominant position that can seduce in the city, as long as it is not too short on legs, even if its narrowness makes it easier to put your feet up. on the ground. Playful, good brakeman, she offers a faculty of improvisation that a sportswoman will not have on small road and deflections which protect you from surprises. A toy for older children, but which sees further than one might think, in terms of autonomy (16 L tank) and comfort (successful ergonomics and flexible suspensions). At € 15,490, i.e. an additional € 3,500, the SP version claims both the status of "beautiful object" by its finish and its high-end fittings and a racing side by the very high level of performance of its braking. all radial and its suspensions. An extra toy that is not intended for beginners (the low speed braking attack is brutal), but which will appeal to a small "informed" fringe of the biker population. It sold roughly 3,800 Hypermotard 821 in 2015, compared to 16,000 Scramblers, the target is clearly not the same !

Strong points

• Lively mechanics with a beautiful extension
• Sharp and precise chassis
• Efficient braking
• Comfort
• Finishing and equipment (SP)

Weak points

• Brakes attack a bit brutal at very low speed
• Seat height (SP)
• Tendency to knock below 3000 rpm
• Touring and especially Urban modes not very convincing
• DTC too little interventionist with standard settings
• High rates

The hypermotard technical sheet

Test conditions

• 70 km of small roads around Barcelona to Montserra, with the standard version and 2 sessions of ¼ of an hour on the track of the Fast Parcmotor Castelloli with the SP.
• Mileage at the start 260 km for the std version. Pirelli Diablo Rosso II tires
• Mileage not recorded on the SP, rain tires instead of the Diablo supercorsa SP.
• Incidents: Hard gearbox and neutral hard to find on one of the std test bikes. Rain and hail…

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