March Duacti Hypermotard – Tuned supermoto from Duacti

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March Duacti Hypermotard - Tuned supermoto from Duacti

Tuning: March Duacti Hypermotard

Tuned supermoto from Duacti

200 hp is great. On the highway. But a highway burner needs pressure from below. Ronald March saw it that way and therefore gave a Hypermotard a compressor instead of a turbo. With success.

Most of the time it is enough just to mention his name, and you get an awesome murmur, a low whistle through your teeth, an appreciative nod of the head: Kompressor!
The aura always resonates a little with high-performance motors that have been tuned to the teeth. And a thing like that combined with a simple, two-valve, air-cooled Ducati twin? I agree!

Ronald Marz from Ettlingen saw the Ducati Hypermotard as the right object for a mechanical loader. Because pure top performance at high engine speeds is all well and good, but primarily something for the racetrack. A real curve robber, on the other hand, needs one thing above all else on the country road: pressure, from below, in the middle, simply always and everywhere. For a confident start in all situations. And that’s exactly how the screw compressor, which comes from the Australian Ducati specialist Vee Two, pumps the Ducati twin to the point of bursting.

In doing so, the charged Duc exercises elegant restraint, both externally and acoustically. The belt-driven charger is discreetly hidden behind a fine carbon fiber cover.

B.The Hypermotard behaves completely inconspicuously when starting and idling. Only a low whistle from the belt and loader when starting off indicates that something is still to come. A juicy surprise that can already be experienced at 2000 rpm. You just have to open the gas tap. The charger takes a tiny moment to build up boost pressure. And then the Duc pushes ahead with unexpected force. Always accompanied by the quiet whistling of the toothed belt. It’s like a gigantic wave that carries you away.

Powerful, unstoppable. If the throttle valves are set to full draft, the twin inflates its jaws as if it had two liters of displacement. It is less the 20 hp higher peak power. This is of minor importance on the highway. It is this gigantic surge of torque that pulls the driver away. At 3000 rpm there are already 95 Newton meters, 35 percent more than in series production. The mountain of torque piles up to an impressive 118 Nm. In practice, it feels like a dam rupture washing away the driver. The Ducati is not loud, never.

The combination of absolutely subtle background noise and colossal thrust gives the whole thing something sovereign and sublime. And by the way, it helps the Hypermotard to achieve such pulling power that even the pimped B-King from this story can’t get past it.

It is a pleasure to snap out of the curve, to celebrate the short, crisp intermediate sprint. Or simply pushing athletes to shrink in the rearview mirror with a casual twist of the wrist in the rearview mirror. Without hectic agitation in the gearbox or blaring high speeds. Just because. So exactly what you need for brisk curve surfing. And that in connection with the relaxed sitting position – wonderful.

The only annoying thing is the stiff throttle, which, according to March, can be mitigated somewhat. On the other hand, the Ducati has significantly improved its running smoothness thanks to the loader. So it is no problem to serve her sixth course shortly after leaving town. The pressure Duc already runs just over 2000 rpm and delivers a splendid acceleration with gentle throttle response instead of the well-known jerk.

“Yes, is that all?” The performance fetishists will now ask. Couldn’t there be more? But already. Much more. According to Ronald Marz, a good 40 hp would also be feasible with more boost pressure. But that would drastically reduce the durability. Because the additional air delivered under pressure shovels more mixture into the combustion chambers. And that increases efficiency and performance. However, this also increases the mechanical and thermal stress on the engine. Therefore, March leaves it at a moderate 0.4 bar boost pressure. There is also TÜV and Euro3 – albeit only for years of construction up to 2009. However, the fun is not cheap. But these have never been unusual solutions.

Modifications / mileage

The toothed belt that drives the loader under the dummy tank is hidden under a carbon fiber cover .

Performance
Top speed 220 km / h
acceleration
0-100 km / h 3.6 sec
0-140 km / h 5.8 sec
0-200 km / h 12.3 sec
Draft
60-100 km / h 3.4 sec
100-140 km / h 3.3 sec
140-180 km / h 3.9 sec

Remodeling

  • Vee Two Compressor Kit 3990 euros
  • Installation (8 working hours) approx. 600 euros

providers
MÄRZ Motorradhandel GmbH, 76275 Ettlingen, Tel. 0 72 43/59 30-13, www.maerz.biz, info@maerz.biz

Performance1

1 power on the crankshaft; Measurements on the
Dynojet roller dynamometer 250, corrected according to 95/1 / EG, maximum possible deviation ± 5%
Performance
Top speed 220 km / h
acceleration
0-100 km / h 3.6 sec
0-140 km / h 5.8 sec
0-200 km / h 12.3 sec, pulling 60-100 km / h 3.4 sec
100-140 km / h 3.3 sec
140-180 km / h 3.9 sec
MOTORCYCLE readings

Vee Two Compressor Kit 3990 Euro installation (8 working hours)
approx. 600 EuroMÄRZ Motorradhandel GmbH,
76275 Ettlingen, Tel. 0 72 43/59 30-13,
www.maerz.biz, info@maerz.biz

providers
Remodeling

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