Ducati Hypermotard, MV Agusta Rivale 800, Yamaha MT-09 Street Rally in the test

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Ducati Hypermotard, MV Agusta Rivale 800 and Yamaha MT-09 Street Rally in the test

We call them fun bikes!

Content of

Ducati Hypermotard, MV Agusta Rivale 800 and Yamaha MT-09 Street Rally awaken the pilots’ instinct to play – not only in the air. The test really gets down to business.

The road leads over a small, gently sloping dam and then continues on. Perfect for a jump insert! Karsten makes the start. “That works great,” grins the jack of all trades. “However, we need a lot of speed, otherwise the bikes will land on an asphalt vault just behind the dam.” 80 to 100 things are sufficient as an approach speed. You can easily fly 12 to 15 meters with it. After a few attempts, we race over the hill in formation flight until the PS photographer’s thumb is pointing upwards: The lead picture of the three supermotos Ducati Hypermotard, MV Agusta Rivale 800 and Yamaha MT-09 Street Rally is in the can. 

Ducati Hypermotard, MV Agusta Rivale 800 and Yamaha MT-09 Street Rally in the test

We call them fun bikes!

MT-09 Street Rally really still through as a supermoto? Clear no! With a fighting weight of around 200 kilograms and engines with two or three cylinders, they go beyond the limits of what sumos stand for: classy, ​​lively single-cylinder off-roaders that have been converted for road use. But at least externally, with their extra-wide and high handlebars and the longer suspension travel compared to conventional machines, our candidates are clearly on Sumo. But let’s just call them fun bikes, that hits the bull’s eye with the three jokers. 

MV Agusta Rivale 800 seats pilots the most extreme

The comparatively large seat heights and the attacking postures also speak in favor of the term fun bike. The MV Agusta Rivale 800 places its pilot in the most extreme position: very compact, with the smallest distance from the bench to the handlebars, the smallest difference between seat and handlebar height, and radically front-heavy. Housed in this way, the driver looks directly at the road ahead. At most, the eye still brushes the cockpit – everything takes a lot of getting used to. In addition, there are the mirrors mounted on the handlebar ends, which extend the overall width of the MV to an impressive 1140 millimeters. When folded, it’s still a massive 920 mm. Snaking through the traffic jam? No luck! After all, the Varese company also has conventionally mounted mirrors in its range, which is clearly a PS tip.

The Yamaha MT-09 Street Rally (920 mm) and the Ducati Hypermotard (830 mm) are also quite wide because of their protruding handle scales. To do this, the Duc forces its driver into a pronounced seat hollow from which there is no escape. In combination with the high handlebars, the Ducatista sits comfortably, but also oldschool-like passive. The Street Rally offers the best compromise. It is based on the standard MT-09 and is technically absolutely identical to this, except for the cladding, the notches and a higher bench. The upholstery was quite firm, but you can live with that very well. The seat (150 euros) is another hot tip for drivers of a basic MT-09 with its inactive driver posture as standard: simply plug it in, done.

Naked bike

MV Agusta Rivale 800 in the HP driving report

Magnificent three-cylinder hissing

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Yamaha MT-09 Street Rally is marching like hell

Since all good things come in threes, here is another note on the Yamaha MT-09 Street Rally. As already described in the test of the two tuning Yamaha MT-09 (PS 09/2014), the Yamaha dealers offer a free engine management update for the three-cylinder. The test machine runs with this mapping and works just like a dream. Gone are the days of hard throttle response in "Standard" and "A" modes. Gone are the constant, annoying switching to the gentler, but performance-limiting B mode. 

What remains, however, is the ingenious thrust of the triplet. No matter what speed, no matter what gear: The Yamaha MT-09 Street Rally steps like hell always and everywhere! She serves her punch extremely evenly and predictably. In addition this smoothness, wonderful! With a measured 117 PS it has to admit defeat to the lively MV Agusta rival 800 (126 PS), but the Yam driver never misses the extra power. Only when it comes to sound does the Japanese show polite restraint. Despite the largest displacement in the test, it whispers cautiously from its under-engine stub.

Naked bike

Two tuning conversions of the Yamaha MT-09 in the test

Rennmmel and everyday items

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Anti-hopping clutch only on the Ducati engine

The MV Agusta Rivale 800 celebrates the exact opposite. It fires whatever it takes from its three pipes – bam, bam, bam. The noise level is never really annoying, rather greedy, hot, stimulating. Whoever rides the rival always gives everything. Even in sport mode, she accelerates gently, runs very cultivated and offers her power quite linearly except for a small pause between 9000 and 9500 rpm. After this mark, the 800 series ignites the second stage and puts in a grandiose final spurt up to the limiter at 11,800 rpm. The very short gearbox supports the glowing temperament of the rivals. Your sixth gear, at 215 km / h, is even significantly shorter than the fifth gears of Yamaha and Ducati. As a result, the MV clearly leaves its opponents behind when pulling through in the last gear. How it should reach the specified maximum speed of 245 km / h, however, remains the secret of the Italians. Another fly in the ointment of rivals is the shiftability of the transmission. Shifting gears are quite tricky, and the standard gearshift doesn’t change anything. Unlike the MV, the Yamaha MT-09 Street Rally could run faster, but is not allowed to. Basically translated to over 260 km / h, Yamaha limited the top speed to 210 km / h due to high-speed suspension unrest. The Ducati Hypermotard runs according to the certificate 220 km / h. 

Like the switch box of the MV Agusta Rivale 800, that of the Ducati Hypermotard is traditionally one of the stubborn representatives. She compensates for this with a clean V2 sound, which sounds unusually high-pitched and rebellious with the Hym. No trace of the full, stately bass of larger Ducs. That is not surprising, after all, the water-cooled twin delivers “only” 821 cubic meters. As a two-cylinder, it is a bit at a disadvantage anyway, but with 107 PS as maximum output it loses a bit of connection with the three-cylinder competition. Nevertheless, the Ducati bravely keeps up with its engine, which is designed for a lot of torque at low revs, and stays on the three-cylinders even when accelerating from zero to 150 km / h. With a time of 6.3 seconds she leaves just three tenths of a second on the Yamaha MT-09 Street Rally. In addition, it even absorbs the MV, which tends to wild wheelies when accelerating fully, by 0.4 seconds. As with its comrades-in-arms, the Ducati drive also accelerates wonderfully smoothly, even in the hottest "Sport" mode and the "Engine high" setting. In addition, the engine is the only one that has an anti-hopping clutch, which prevents nasty brake stamping in extreme cases.

Electronics: represented everything from top to well

A two-way adjustable, excellently functioning ABS and an effective traction control bring the Hym forward in terms of equipment. The MV Agusta Rivale 800 also has an adjustable TC, but it does not come close to the transparent and reliable effect of the Ducati Hypermotard. In addition, the rival ABS can be switched off, but does not offer any other level. And the Yamaha MT-09 Street Rally? Apart from the three driving modes, the Japanese woman has an electronics lull: her ABS can neither be adjusted nor switched off, and she certainly does not have traction control. In return, the yam is a real bargain at just under 9,000 euros. For comparison: the Ducati changes hands for 11,390 euros and MV even fetched 13,190 euros for the rival. 

A top finish and fully adjustable suspension elements make up for the price of the MV Agusta Rivale 800. Unfortunately, the fork and shock absorber were not perfectly matched: the fork is too soft, the shock absorber too tight. The Italian therefore occasionally causes wild rodeo rides on wrinkled asphalt, kickback not excluded. The rival arrows very stably over less extreme ground, and it is the most handy of the trio to stab into the corners. Hardcore toons only complain about the minimal steering corrections in the cornering bolt.

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Thunder rage in continuous rain

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All articles about the Ducati Hypermotard

Ducati Hypermotard is the suspension queen

The Yamaha MT-09 Street Rally is the dugout canoe among fun bikes. Although we preloaded the shock absorber to the penultimate level in a handling-friendly manner and lowered the front by five millimeters, it circles the radii comparatively slowly. To do this, it steers in a little indifferently and stands up clearly when braking in an inclined position. In addition, its comfortable chassis reaches its limits when brutally hammering. Her big hour strikes on a lousy surface, over which she will go like no other. 

The real suspension queen is called Ducati Hypermotard. Although it is a bit more unwieldy than the MV Agusta Rivale 800, it is extremely stable and precise through the round. The spring elements respond cleanly and form a great compromise between sport and comfort – both in the air and on the ground.

Readings

MOTORCYCLE

Performance measurement.

The Yamaha MT-09 Street Rally draws the cleanest line, its power delivery is exemplary. The curve of the MV Agusta Rivale 800 is a little more wavy, especially the kink between 9000 and 9500 rpm is noticeable. In practice, it feels like the rival ignites an extra power level after taking a break. Despite its smaller displacement, the MV expresses more peak power than the Yamaha MT-09 Street Rally. Reason: The shorter-stroke engine turns faster. Typically for a moderate V2, the Ducati delivers a lot of pressure at low speeds, but the curve flattens out a bit around the top. Nevertheless, she cannot be left behind in attack mode. 

Data Ducati Hypermotard

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Ducati Hypermotard.

Ducati Hypermotard

drive

Two-cylinder 90 degree V-engine, four valves / cylinder, 81 kW (110 PS) at 9250 / min *, 89 Nm at 7750 / min *, 821 cm³, bore / stroke: 88.0 / 67.5 mm, Compression ratio: 12.8 : 1, ignition / injection system, 52 mm throttle valves, mechanically operated multi-disc oil bath anti-hopping clutch, six-speed gearbox, G-Kat, chain, traction control

frame & Brakes

Steel tubular space frame, steering head angle: 64.5 degrees, caster: 104 mm, wheelbase: 1500 mm, upside-down fork, Ø fork inner tube: 43 mm, not adjustable. Directly hinged, laterally attached shock absorber, adjustable in spring base and rebound. Spring travel front / rear: 170/150 mm, cast light 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 Rosso 2, front in "D", 320 mm double disc brake with four-piston fixed calipers attached radially at the front, 245 mm single disc with two-piston fixed caliper at the rear, ABS

performance 

Max. Rear wheel power 73.5 kW (100 PS) at 194 km / h 

Acceleration 0-100 km / h: 3.3 s; 0-150 km / h: 6.3 s; 0-200 km / h: 13.7 s

Pulling speed 50-100 km / h: 4.7 s; 100-150 km / h: 5.4 s

Top speed 220 km / h

measurements and weight

Length / width / height: 2150/920/1295 mm

Seat / handlebar height: 875/1110 mm

Handlebar width: 785 mm

Weight: 199 kg with a full tank, v./h .: 49.2 / 50.8%

consumption

Fuel type: Super unleaded

Average test consumption 7.2 liters / 100 km, tank capacity 16 liters, range: 222 km

Set up

Setup fork stat.neg. Spring travel: not adjustable, compression stage: not adjustable, rebound stage: not adjustable, level: standard

Setup shock absorber stat.neg. Spring travel: 20 mm, compression: not adjustable, rebound: completely open, level: standard

Base price 11,390 euros (plus additional costs)

Data MV Agusta Rivale 800

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MV Agusta rival 800.

MV Agusta rival 800

drive

Three-cylinder in-line engine, four valves / cylinder, 92 kW (125 PS) at 12,000 / min *, 84 Nm at 8600 / min *, 798 cm³, bore / stroke: 79.0 / 54.3 mm, compression ratio: 13.3: 1, ignition / injection system, 47 mm throttle valves, mechanically operated multi-disc oil bath clutch, six-speed gearbox, G-Kat, chain, traction control

frame & Brakes

Steel tubular space frame, steering head angle: 64.5 degrees, caster: 105 mm, wheelbase: 1410 mm, upside-down fork, Ø fork inner tube: 43 mm, adjustable in spring base, rebound and compression. Central spring strut with deflection, adjustable in spring base, rebound and compression. Spring travel front / rear: 150/130 mm, cast light 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 Rosso 2, front in "K", 320 mm double disc brake with four-piston fixed calipers attached radially at the front, 220 mm single disc with two-piston fixed caliper at the rear, ABS

performance 

Max. Rear wheel power 84.5 kW (115 PS) at 210 km / h 

Acceleration 0-100 km / h: 3.8 s; 0-150 km / h: 6.7 s; 0-200 km / h: 13.4 s

Pulling speed 50-100 km / h: 3.7 s; 100–150 km / h: 4.0 s

Top speed 245 km / h

measurements and weight

Length / width / height: 2045/1140/1100 mm

Seat / handlebar height: 860/1070 mm

Handlebar width: 755 mm

Weight: 194 kg with a full tank, v./h .: 50.1 / 49.9%

consumption

Fuel type: Super unleaded

Average test consumption: 8.0 liters / 100 km

Tank capacity: 12.9 liters

Range: 161 km

Set up

Setup fork stat.neg. Spring travel: 32 mm, compression: 0.5 U open, rebound: 1.0 U open, level: standard

Setup shock absorber stat.neg. Spring travel: 19 mm, compression: completely open, rebound: completely open, level: standard

Base price 13,190 euros (plus additional costs)

Data Yamaha MT-09 Street Rally

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Yamaha MT-09 Street Rally.

Yamaha MT-09 Street Rally

drive

Three-cylinder in-line engine, four valves / cylinder, 84.5 kW (115 PS) at 10,000 / min *, 88 Nm at 8500 / min *, 847 cm³, bore / stroke: 78.0 / 59.1 mm, compression ratio: 11, 5: 1, ignition / injection system, 41 mm throttle valves, mechanically operated multi-plate oil bath clutch, six-speed gearbox, G-Kat, chain, 

frame & Brakes

Light metal bridge frame, steering head angle: 65.0 degrees, caster: 103 mm, wheelbase: 1440 mm, upside-down fork, Ø fork inner tube: 41 mm, adjustable in spring base and rebound. Central spring strut with deflection, adjustable in the spring base. Spring travel front / rear: 137/130 mm, cast light alloy wheels, 3.50 x 17 / 5.50 x 17, front tires: 120/70 ZR 17, rear: 180/55 ZR 17, initial tires: Bridgestone S 20 "M" , 298- mm double disc brake with radially attached four-piston fixed calipers at the front, 245 mm single disc with single-piston floating caliper at the rear, ABS

performance 

Max. Rear wheel power 81.6 kW (111 PS) at 172 km / h 

Acceleration 0-100 km / h: 3.3 s; 0-150 km / h: 6.0 s; 0-200 km / h: 11.9 s

Pulling speed 50-100 km / h: 4.2 s; 100–150 km / h: 5.0 s

Top speed 210 km / h

measurements and weight

Length / width / height: 2100/920/1270 mm

Seat / handlebar height: 845/1070 mm

Handlebar width: 760 mm

Weight 194.5 kg with a full tank, v./h .: 50.9 / 49.1%

consumption

Fuel type: Super unleaded

Average test consumption: 7.3 liters / 100 km

Tank capacity: 14 liters

Range: 191 km

Set up

Setup fork stat.neg. Spring travel: 33 mm, compression: not adjustable, rebound: 0.25 U open, level: front lowered 5 mm

Setup shock absorber stat.neg. Spring travel: 6 mm (second highest level), compression level: not adjustable, rebound level: not adjustable, level: standard

Base price 8,995 euros (plus additional costs)

Conclusion

33 Pictures

Pictures: Ducati Hypermotard, MV Agusta Rivale 800 and Yamaha MT-09 Street Rally in the test

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