Single test: Ducati Hypermotard

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Single test: Ducati Hypermotard

Powerful new two-cylinder for the Hypermotard

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The air is out when it comes to Hypermotard. Now water cools the powerful new two-cylinder for the hot fun bike: more power, more speeds, more technology. More fun too?

Single test: Ducati Hypermotard

First of all there is a hole in fun, as the saying goes. There is a simple reason for this: in Ronda, which is otherwise so beautifully weather-proof at the end of February, in the very south of Spain, it is pouring rain. And that hurts because Ducati has chosen to showcase the new Hypermotard thought about a lot. For the hot, racing-like SP version, they chose the Ascari racetrack and for the standard Hyper the mountainous and winding hinterland of the Costa del Sol. But the sun goes on vacation somewhere else and that’s why the turns on the racetrack are canceled, because it’s so wet that the radical Supercorsa SP from Pirelli on the light forged wheels simply can’t make a dent here.

Thankfully, the standard Hyper has the Pirelli Rosso II on the normal cast rims, as well as eight-level traction control, three driving modes and a Bosch ABS that can be switched off. This should at least make a first impression on the road. So out of the racing suit, into the halfway waterproof regalia and off you go.

It is immediately noticeable that the new Hypermotard offers a much more comfortable seating position than its predecessor. You don’t get so tight on the handlebars and your feet are still aggressive enough on the pegs that have been moved forward by seven centimeters, but not quite as drag-style-wise. Also useful for smaller fans: The Hyper has become 20 millimeters lower (seat height 870 mm).

The drive can convince on the expressway

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Pictures: Single test: Ducati Hypermotard

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The Brembo monoblock brakes with ABS that can be switched off are new on the Ducati Hypermotard..

To make it short: on the expressway to the junction into the mountains, the drive was already fully convincing. It really runs with very little vibration and marches off like a jumping field from 3000 rpm. And even from the nasty junction, which has the finest rubble in addition to UFO-sized puddles of water, the Testastretta, the basic construction of which comes from the 848 super sports car, can score again. Because he does the egg dance in the very tight bends with the gentle throttle response, the nicely shifting transmission – well, the distances are a bit long – and the 1: 1 feeling on the electric throttle is far more than bearable.

The Hypermotard also seems controllable at all times. The wide handlebars allow the driver to extend their wings, i.e. their elbows, and wave them around like a confident Supermoto pilot. Simply nice if it weren’t for the water ingress into boots and gloves. Shit, we have to turn around, it doesn’t help anymore, because under these circumstances ABS and traction control cannot be sensed in a meaningful way. You can only check whether they are working at all. Oh yes: even with the smallest attempt at a wheelie, the rear wheel spins and controls the electronics (only works via the ignition). The roads are so greasy that the ABS repeatedly conjures up the typical pulsation in the brake lever when going downhill.

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In the end, all that remains is frustration with the weather

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Instead of an under-seat double tube, there is now a thick single end piece at the bottom right.

At least one more insight creeps into us when we’re back on the expressway. Sharp edges reveal the chassis to be quite tight, especially in the high-speed range. You can feel that especially in the fork. But such an attempt is only fair if the fork oil has the chance to reach operating temperature in the next test.

In the end all that remains is frustration with the weather and the unsatisfied desire to really burn down fine, curved country roads with the Hypermotard. In any case, this first ride promised a lot and indicated a lot of fun. The anticipation is enormous, let’s soon really romp and show our elbows!

Dates and judgment

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The Hypermotard engine generates 110 hp and, with its secondary air system, ensures optimum combustion.

Data
Drive:
Two-cylinder V-engine, 4 valves / cylinder, 81.0 kW (110 PS) at 9250 / min *, 89 Nm at 7750 / min *, 821cm3, bore / stroke: 88.0 / 67.5 mm, compression: 12.8: 1, ignition / injection system, 52 mm throttle valves, mechanically operated multi-plate oil bath clutch, six-speed gearbox, chain.

Landing gear:
Steel tubular space frame, steering head-
angle: 64.5 degrees, caster: 104 mm, wheelbase: 1500 (1505) mm, inner fork tube diameter: 43 (50) mm, spring travel from / h .: 170 (185) / 150 (175) mm.

Wheels and brakes:
Light alloy cast wheels (forged aluminum wheels), 3.50 x 17 / 5.50 x 17, front tires: 120/70 ZR 17, rear: 180/55 ZR 17, 320 mm double disc brake with four-piston fixed calipers at the front, 245 mm single disc with two-piston fixed caliper at the rear, ABS.

Weight (full tank):
175 (171) kg *, tank capacity 16.0 liters Super.

Base price:
11 190 (14 590) Euro (plus ancillary costs) *

* Manufacturer information

PS judgment
In the steady rain in southern Spain, there was no reliable and reliable answer to whether the Hypermotard lost its once idiosyncratic driving behavior with this new bike. But the motor and electronics promise a lot of fun, the look is still beguiling and the seating position makes you want to spur the fun bike from Bologna as quickly as possible in horsepower fashion.
Uwe Seitz

Ducati Hypermotard SP

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Pictures: Single test: Ducati Hypermotard

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The tires correspond to the sporty requirement

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The standard cockpit is flanked in the SP by the other aluminum handlebars and the risers.

This also increases the seat height by 20 millimeters. The wheelbase is almost five millimeters longer, which has very little influence on the driving characteristics. The increased lean angle is not only good news for drivers who prefer the supermoto style. With the Pirelli Supercorsa SP, the tires of the SP also underline their super-sporty standards.

As with the standard model, the Hypermotard SP also has Bosch ABS, which can be regulated in three settings and can also be switched off for very tough sports drivers. Unfortunately, we can’t say anything about the performance of the SP, as apart from a tour of the racetrack in Ronda, effective testing was not possible at all thanks to the continuous rain, the Supercorsa naturally offered zero grip. But the aggressive seating position and the high-quality SP parts make a real horsepower test absolutely and soon necessary.

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