Premiere: Ducati Hypermotard 1100 Evo (SP)

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Premiere: Ducati Hypermotard 1100 Evo (SP)

Premiere, Ducati Hypermotard 1100

Ducati Hypermotard 1100 Evo (SP)

Content of

Evo stands for evolution. So a step in development has been made. However, Ducati would have to be accused of half-heartedness if they had not put the 2010 Hypermotard on the side. SP alone stands for fun and games.

optics, so it scored points straight away. The first Hypermotard was quite delightful in 2007, but it left big question marks in subsequent tests and thus dampened the mood to buy. The motorcycle turned out to be too inharmonious: it was extremely low at the front for a supposed supermoto, was very wobbly, tilted to a collapsing front wheel in extreme inclination and lacked neutrality. In addition, the relentlessly gripping brakes often put the driver in tricky situations.

So something had to change so that the sharply styled little thing with the somewhat brave 1100 twin got the technical and driving dynamics that its beguiling countenance has always enjoyed. Ducati acted. In 2010 the new generation will be launched with the Evo and Evo SP. The first test laps showed that two completely different motorcycles are vying for buyers.


Ducati

The cockpit of both comes from the Streetfighter, but the SP has still mounted risers for the handlebars.

But one thing at a time: First, Ducati took care of the two models inherent V-Twin according to the well-known formula weight down / power up. The result is allegedly seven kilograms less and five horsepower more. In fact, the more compact air-cooled engine makes a livelier impression and looks more uninhibited than its predecessor at the top. Crankshaft, cylinder heads, pistons, higher compression, channels and cams are new, there was also a larger oil cooler and a more voluminous airbox. The engineers also got on with the chassis. But after the tubular space frame had slimmed off about a kilogram, the evolution was over. All around it has been spruced up, for example the new Hypermotard got the cockpit of the Streetfighter, but not much has changed technically.


Ducati

Beauty and the beast: While the Hypermotard Evo (seen here) targets normal drivers, the SP version targets determined sports freaks.

And so it is not surprising that the handling of the Hypermotard 1100 Evo has not changed much. As before, the Hyper, which takes a lot of getting used to for tall drivers, is not very precise, nervous and wobbly. Only the brakes have changed: from brutal to blunt. The 1100 Evo is a revision that lacks the final consequence. Should one be disappointed about that? Yes, if it weren’t for a Ducati arrow in the quiver.

With the SP, Ducati has given the Hypermotard a lot of bad boy attitudes. No wonder: Feedback from the Italian racing scene and experiences from the Pike’s Peek hill climb flowed directly into this variant of the Hypermotard. And that means a sharper 50-millimeter Marzocchi fork and an Ohlins shock absorber, which raise the bike by 30 millimeters and thus ensure a rich lean angle. The set-up is correspondingly tight and worked perfectly on the Sardinia racetrack. On the upper triple clamp are risers that move the handlebars 20 millimeters higher and allow a much more active driver position. However, the SP requires a bit more effort than the Evo, but otherwise shows you how to do it correctly in all areas of driving dynamics. Tilting towards the apex of the curve is just as bad for the SP as is the lack of stability.


Ducati

The 1100 twin has become more compact, lighter and more powerful. More than three kilograms tumbled on the crankshaft alone.

The Termignoni exhaust gets a few more muscles out of the twin when it fires out of the curve – even if one or the other more is more psychological than dynamic in nature because of the wonderful exhaust thundering. Nevertheless: With courageous pulling of the gas, Powerwheelies succeed effortlessly – there is steam.


Ducati

In a direct comparison, the character difference is clearly noticeable even while standing. Here the stylish country road bike, there the warpainted bar.

Not only this performance, the carbon parts or the Ducati Corse paintwork illustrate the SP athletic nature. The electronics also exude sportsmanship. An anti-hopping clutch or traction control is missing, but the built-in in-house kit allows extensive recording. One more word about the brakes: what the monoblocks deliver is almost a bit too much sport. They claw their way into the front discs so vehemently that the Hyper-SP likes to lift its back paw when braking. The controllability could be a little more sensitive.

Conclusion: Instead of evolution, in the end it was more like the Old Testament creation: Ducati carved a completely unique bike out of the rib of the Standard, which has the qualities that one would have wished for from the donor. Whether the latter also applies to Adam and Eve is matter for theologians.

Technical specifications


Ducati

The monoblocks brutally attack the SP. In contrast, the Evo brake seems almost toothless, but is probably more nerve-friendly on the country road.

Drive:
Two-cylinder V-engine, 2 valves / cylinder, 69.9 kW (95 PS) at 7500 / min, 102.9 Nm at 5750 / min, 1078 cm3, bore / stroke: 98.0 / 71.5 mm, compression : 11.3: 1, ignition / injection system, 45 mm throttle valves, hydraulically operated multi-plate dry clutch, G-Kat

Landing gear:
Steel tubular space frame, steering head angle: 66.0 degrees, caster: mm, wheelbase: 1455 (1465) mm, inner fork tube Ø: 50 mm, spring travel from / h .: 165 (195) / 141 (156) mm

Wheels and brakes:
Light alloy cast wheels, 3.50 x 17"/5.50 x 17", Front tires: 120/70 ZR 17, rear: 180/55 ZR 17, 305 mm double disc brakes with radially attached four-piston fixed calipers (SP with monoblock) at the front, 245 mm single disc brakes with double-piston floating calipers at the rear

Weight (dry):
172 kg *, tank capacity: 12.4 liters Super (of which reserve: n / a.

Base price:
n / a.

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