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• Thunder rage in continuous rain
• No more torque attack
• Noticeably more relaxed sitting position
• The basic version of the Ducati Hypermotard
• Technical specifications

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Ducati Hypermotard 2013 in the driving report.

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Ducati Hypermotard 2013 in the driving report.

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Red, a bit simpler, but quite functional: the Hypermotard in the rain.

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Ducati Hypermotard 2013 in the driving report.

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Ducati Hypermotard 2013 in the driving report.

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The basic variant.

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Consistent: reduced rear frame with hidden handles next to the taillights.

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Compact: The shock absorber is supported directly on the swing arm and frame.

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Complete: From the outside temperature display to the driving mode, everything is there.

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Brand new, from Brembo and from a single source: the brake.

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From Sachs and without compression adjustment: the shock absorber.

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Ducati Hypermotard 2013 in the driving report.

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Ducati Hypermotard 2013 in the driving report.

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Ducati Hypermotard 2013 in the driving report.

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Ducati Hypermotard 2013 in the driving report.

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Ducati Hypermotard 2013 in the driving report.

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Ducati Hypermotard 2013 in the driving report.

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Ducati Hypermotard 2013 in the driving report.

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Ducati Hypermotard 2013 in the driving report.

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Ducati Hypermotard 2013 in the driving report.

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Ducati Hypermotard 2013 in the driving report.

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The exhaust below largely determines the new look.

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Welcome: The new, water-cooled 821 cm³ engine gives the Hypermotard more power, more smoothness and ultimately more driving pleasure. The engineers housed the cooler in a relatively inconspicuous manner.

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Ducati Hypermotard 2013 in the driving report.

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Ducati Hypermotard 2013 in the driving report.

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Ducati Hypermotard 2013 in the driving report.

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Ducati Hypermotard 2013 in the driving report.

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Ducati Hypermotard 2013 in the driving report.

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Convincing: the Hypermotard from its chocolate side with single-sided swing arm, filigree forged wheels and this successful exhaust.

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Ducati Hypermotard 2013 in the driving report.

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Ducati Hypermotard 2013 in the driving report.

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Ducati Hypermotard 2013 in the driving report.

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Ducati Hypermotard 2013 in the driving report.

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Ducati Hypermotard 2013 in the driving report.

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Ducati Hypermotard 2013 in the driving report.

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Ducati Hypermotard 2013 in the driving report.

Driving report Ducati Hypermotard (2013)

Thunder rage in continuous rain

Is the deep bass of the new 821 Ducati engine rumbling or is it the next thunderstorm? So be it. The talents of the new Ducati Hypermotard sparkle even in the constant rain.

Time – a rare commodity. Especially when presenting a new motorcycle. But not today. Today there is all the leisure in the world, in every corner of the world D.ucati to explore Hypermotard. Appointment in Ronda, in the hinterland of the Costa del Sol – and it pours like buckets.

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Driving report Ducati Hypermotard
Thunder rage in continuous rain

Hypermotard – a beauty to kneel down

But the rain doesn’t have to be a disadvantage at first. Not for a beauty like the new Ducati Hypermotard. You can circle this motorcycle time and time again and get stuck on a new, lovingly executed detail every time. Or stand in front of it reverently, keep an eye on the big picture, admire the consistency of the lines. In any case, you will come to the same result: With the Hypermotard, Ducati has reduced the motorcycle to the essentials – with the Bologna-specific consistency. Even after a long search, you won’t find anything you missed. And nothing that is superfluous. The cooling fins of the old, air-cooled two-valve valve? For free. The new water cooler? Not noticed at all, at least not negatively. On the other hand, the perfectly coherent silencer, which nestles tightly around the rear wheel (attention, the raised Termignoni silencer is an accessory). At this sight nobody misses the old underseat system.

Also successful: The new, significantly flatter tank seat line with noticeably more distance between the seat and the handlebars. They wanted to make them “friendlier”, explains project manager Federico Sabbioni. The predecessor was a beast at times. And more suitable for everyday use. The new sitting position with the footrests pushed forward by seven centimeters now takes significant pressure off the upper body. In addition, the seat height is 20 millimeters lower (now 870 millimeters for the standard Hypermotard, 890 for the SP), making maneuvering easier for smaller people. In addition, a larger tank (16 instead of twelve liters), which was very difficult in view of the required slim line. But absolutely necessary to finally give the Ducati Hypermotard a decent range and thus more suitability for everyday use.

Manufacturer

Convincing: the Hypermotard from its chocolate side with single-sided swing arm, filigree forged wheels and this successful exhaust.

Of course, the all-new, 821 cubic centimeter Testastretta engine also played its part in this, as it consumes noticeably less fuel and whose tame valve overlap of eleven degrees enables an even torque curve and so … Stop, stop, that’s enough! Even if Sabbioni could tell a lot more.

Rain no matter what – you want to drive. You want to experience it yourself, the new commitment of Ducati Hypermotard. Want to feel the new engine, which has nominally a whopping 19 hp more than the old 1100 unit, but also significantly less torque (89 to 105 Newton meters) at a speed of 2000 rpm higher.

No more torque attack

So pressure on the button. In good Ducati tradition, the starter chokes the two 88 pistons above TDC. And then he thunders off, the new one. Like a big man, puts a muffled carpet of sound over the Ascari resort. No question about it, you don’t miss the old one in this regard. So pull the cable clutch (now also in Bologna!), Put in first gear – and off you go. Sabbioni is right, the engine develops its performance – except for a small trailer at 5000 rpm – extremely linear. Gone is it, the old, air-cooled warrior’s torque attack, which was often fun, but, especially under such conditions, could also cause annoyance. But the new one turns from 6000 / min that it’s a pleasure. If only the course was dry, it comes to mind, because the new ride-by-wire of the Ducati Hypermotard also implements commands from the now purely electronic throttle grip directly and predictably.

Manufacturer

Compact: The shock absorber is supported directly on the swing arm and frame.

In addition, there is a chassis that is now sporty and firm, but not overly hard. And assistance systems that are not only individually adjustable in many ways and sorted into three driving modes in a user-friendly manner, but also regulate them sensitively. So – even under these conditions – there is a trace of security and you can feel how the Ducati Hypermotard SP with its light forged wheels (minus two kilograms) and the lighter, fully adjustable 50s Marzocchi fork from the Panigale ( minus two kilograms of weight savings compared to the standard component) with more feeling for the front wheel than before in the Ascari chicanes.

Noticeably more relaxed sitting position

How it hits the straights with completely new momentum, where thanks to the new chassis data it rushes forward more stable and takes the excessive curves with significantly more accuracy. How it decelerates vehemently at the braking points with a lighter tail (in the race mode of the new ABS) and then turns with verve. As I said, that indicates itself under these conditions. But one thing can definitely be said: the seating position on the new Ducati Hypermotard is actually noticeably more relaxed. And after all, that’s something that can hardly be tested better than with this sh …, pardon me, thunder.

That is new

Nothing stayed the same with the new Ducati Hypermotard. The most important key data in comparison:

• brand new, water-cooled four-valve engine with 821 cubic centimeters instead of the old, air-cooled 1100 V2
• New, disengageable Bosch ABS of the latest generation with a control unit weighing only 800 grams
• new, eight-stage traction control that only regulates the ignition and not the injection
• new brake system with 320 double discs instead of the previous 305 discs and new, one-piece Brembo calipers
• new ergonomics with footrests moved forward by 70 millimeters and greater distance between seat and handlebars
• new chassis geometry with longer wheelbase and flatter steering head angle
• new prices: 11,190 euros for the standard, a hefty 14,590 euros for the SP

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The basic version of the Ducati Hypermotard

It is not quite as pretty as the SP sister and not quite as classy either. But the standard Hypermotard is well equipped for everyday needs. Much better than its predecessor. The Ducati Hypermotard should be more friendly, says project manager Sabbioni. Especially the standard Hypermotard. You don’t need expensive forged wheels, a fully adjustable Ohlins shock absorber or a 50 mm telescopic fork from the Pani-gale that the SP sister takes for a walk. And indeed: A short rain trip on the country road allows positive conclusions to be drawn. The sitting position, for example, is much more balanced – as with the SP – because the footrests placed further forward mean that there is less weight on the arms. Compared to the predecessor, there are also noticeable chassis modifications that make life on the new “Hyper” noticeably more pleasant.

Manufacturer

Red, a bit simpler, but quite functional: the basic version of the Ducati Hypermotard.

35 millimeters more wheelbase, a steering head angle that is one and a half degrees flatter, four millimeters longer caster, but above all the more comfortable and balanced coordination of the suspension elements are immediately noticeable on the new Ducati Hypermotard. Compared to its predecessor, the new, Sachs-sprung hindquarters glides comfortably over road construction faults; the previously hyper-nervous front section follows the commands on the still wide, flat-cranked handlebars almost calmly. In addition, an engine that works noticeably more cautiously in the lower speed range and does not explode from the top – some may find that boring. It is always faster. Especially in constant rain in Spain.

Rather, they are grateful for any help. Above all that of traction control, which can be individually adjusted in the Sport, Touring and Urban driving modes (with SP Race, Sport and Wet) and combined with the function of ABS and the responsiveness of ride-by-wire, and is gentle and reliable regulates. Just like the ABS, by the way, which, in view of the mighty 320 brake discs and the latest generation of Brembo monoblock pliers, also appears to be urgently advisable and the predecessor pushed many a driver over the handlebars and the Pirelli Diablo Rosso II still has room for improvement when it is wet. As is the weather protection, by the way – but nobody will take that seriously against the Ducati Hypermotard.

Technical specifications

(Values ​​in brackets: Ducati Hypermotard SP)

engine
Water-cooled two-cylinder four-stroke 90-degree V-engine, two overhead, toothed-belt-driven camshafts, four valves per cylinder, desmodromic, wet sump lubrication, injection, Ø 52 mm, regulated catalytic converter, 520 W alternator, 12 V battery, mechanically operated multiple discs -Oil bath clutch (anti-hopping), six-speed gearbox, O-ring chain, secondary ratio 45:15.

Bore x stroke: 88.0 x 67.5 mm
Displacement: 821 cm³
Compression ratio: 12.8: 1 
Rated output: 81.0 kW (110 hp) at 9250 rpm 
Max. Torque: 89 Nm at 7750 rpm

landing gear
Steel tubular frame, upside-down fork, Ø 43 mm [upside-down fork, Ø 50 mm, adjustable spring base, rebound and compression damping], single-sided swing arm made of aluminum, spring strut, directly hinged, adjustable spring base and rebound damping [adjustable spring base, Rebound and compression damping], double disc brake at the front, Ø 320 mm, four-piston fixed calipers, disc brake at the rear, Ø 245 mm, two-piston fixed caliper, ABS, traction control.

Cast aluminum wheels [forged aluminum wheels]: 3.50 x 17; 5.50 x 17
Tires: 120/70 ZR 17; 180/55 ZR 17
Tires in the test: Pirelli Diablo Rossa II [Supercorsa SP]

Dimensions + weights
Wheelbase 1500 [1505] mm, steering head angle 64.5 degrees, caster 104 mm, suspension travel f / r 170/150 [185/175] mm, seat height 870 [890] mm, dry weight 175 [171] kg, tank capacity 16.0 liters.

Guarantee: two years
Service intervals every 15,000 km
Colors: red, black [red / white]
Price: 11190 [14 590] euros
Additional costs: 305 euros

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