Top test Ducati Hypermotard 1100 S
Whether randale grande or dolce vita. Everyone cuts a fine figure with the Ducati Hypermotard. But the Duc can also convince technically?
He will overtake you. At first hardly noticeable, then more and more intense, more and more conscious. That urge to look to the side. Right lane, she has never been as attractive as it is today. The only thing left is the fear that someone or something might squeeze between you and the shop window. But you know: The right moment will come, you will take the gas off in a flash – and catch your reflection. Because this moment, it will confirm to you: You look cool on the Hypermotard.
Anyone who has seemed self-sufficient up to now and avoids mere appearances should now refuse arrogantly. Because on this one D.ucati it will hit him too: the blatant narcissism. Wasn’t to be expected otherwise. Since the presentation of the first study at the Milan trade fair in November 2005, the creation by Ducati designer Pierre Terblanche has set new accents in the look of a Supermoto two-cylinder. Traditional Ducati features such as the filigree tubular space frame and the 90-degree V2, typical Supermoto elements such as the wide handlebars and the enduresque-looking front fender, as well as original solutions such as the indicators and rear-view mirrors integrated into the handcuffs, merge in a masterfully combined harmony. The title “Best of Show” in Milan or the victory in the MOTORRAD readers’ choice 2007 in the Enduro / Supermoto category prove that the Hypermotard hits the nerve of motorcycle fans.
And even in person, it does not lose a bit of its attractiveness. On the contrary. She looks small, downright petite, now that she has rolled down from the catwalk to the motorcycling people. Is more of a smart power woman than a graceful diva. After all, technology put her down to earth in her cradle. The engine and frame are derived directly from the Tourer Multistrada 1100. Maybe that’s why the still very young Hypermotard exudes clarified seriousness, shoots with its air-cooled Vau-Two ?? Incidentally, the largest displacement in Ducati history ?? sonorous to himself. With the digital oil temperature display remaining on “low” for minutes, demands restraint from the pilot at first. Time to think about the changes to the engine.
A dry clutch with softer compression springs and an additional friction disc instead of the oil bath clutch is intended to reduce the operating forces on the hand lever, the transmission of the super sports car, the 1098, also presented this season, helps to save 1.6 kilograms, and a modified mapping fits the engine management to the smaller airbox and the new exhaust system. On top of that, the Hypermotard is also available in the S version tested here. Öhlins strut, carbon-coated fork sliding tubes, one-piece brake calipers, various carbon covers and the 1.9 kilogram lighter forged aluminum wheels add an extra cost of 2000 euros to the basic amount of 11 750 euros.
Departure. Indeed, the hand lever on the radial hand pump of the clutch can be pulled noticeably easier, even if not quite casually, and thanks to the perfectly separating dry clutch, first gear is barely audible when it is cold. Up to 3000 rpm, the short-stroke engine shakes its muscles loosely, only to then take a decisive step. It’s really impressive how harmoniously, calmly and yet powerfully this engine acts between 3500 rpm and 6500 rpm, implementing the advantages of its flywheel mass and the ample torque curve.
Subjectively, especially in this speed range, the Hypermotard gives the feeling of tugging on the arms with significantly more than the measured 88 hp. Especially since the smooth gearbox makes it easy to keep the Duc in this comfortable atmosphere despite the short shift lever. Accompanied in proper style by a bassy, yet moderate sound, whose intensity ?? as is currently the case with many motorcycles? a speed-controlled flap in the exhaust regulates.
Of course, if it should be, the two-valve engine can be wringed out up to the speed limit of 8700 rpm, but you can feel in the vibrating handlebar ends: Well, it’s not good for him. Neither does the driver. Finally, the vibrations ruin the view in the rather small mirrors on the handlebars. Apart from that: Even if the idea of these folding mirrors should be granted their stylistic genius, in practice the mirrors are outside the field of vision. To look backwards, the head must always be turned down a little. In the long run it gets annoying. It is telling that conventional rearview mirrors can even be ordered from Ducati as original accessories.
At some point you will get impatient, leave the hustle and bustle behind and look for the loneliness of tiny streets. Where nobody asks about styling and a motorcycle only serves one purpose: to be fun. And like so many fun bikes, the Hypermotard amazes with its ability to perfectly conceal its 196 kilograms. Not that just under four hundredweight is a lot for a motorcycle, even the current high-tech super sports cars weigh more. But the upright seating position, the wide handlebars and the narrow waist let the pounds of the Hypermotard melt away subjectively, conveying the feeling of sitting on a lively 600 machine rather than an 1100.
Speaking of sitting. With the Hypermotard, the funbiker has to adjust to a very individual positioning. Although a moderate 84 centimeter seat height is inspiring, the sloping bench allows the pilot to slide forward again and again into the seat hollow, placing him uncomfortably close to the handlebars. In numbers: Compared to a Kawasaki Z 1000 or an Aprilia Tuono, the Ducatist resides at least 15 centimeters closer to the front. It’s not convenient, inactive on top of that. In addition, this situation cannot be changed straight away. The variable height setting on the push rod of the shock absorber is already in the lowest position in the standard setting. Nevertheless: The seat, which is pleasantly wide to the rear, is comfortable and helps to defuse any shaking areas.
A support that the rear of the Hypermotard could use. After all, even after the negative spring travel has been reduced from 2.5 to 4 centimeters with the rider sitting on, the Öhlins shock absorber still works in a sporty, taut manner. A softer spring rate could certainly bring more convenience here. The fork is different. With first-class responsiveness and appropriate cushioning, the front sniffs everything that is transverse without leaving any residue. Fine. By the way: The suspension settings recommended by MOTORRAD can be found in the box on page 20.
The wider the arches, the more homogeneous the Italian appears. She then pulls her course without frills, effortlessly stays on course even on rough bumpy slopes, can easily pinch a steering damper and lets her rider feel: This is my world. And she also shows him what she doesn’t like. Very tight turns, for example. Then she scratches ?? with a forced, sporty pace, mind you – with the notches, side stands and the brake and gear lever, which inevitably protrudes far down due to the forward seating position, over the asphalt relatively early. Ultimately, it pays for the user-friendly low seat height and the open knee angle.
And the tighter it gets, the more it signals to its pilot: Not like this. Warns him that the front wheel is about to buckle in an inclined position, demands sustained counter pressure on the butted handlebars. The reason for the stubbornness remains in the dark. It can’t be because of the tires, the usual suspects in such cases. The Pirelli Diablo Corsa III pairing mounted on the Hypermotard showed no weaknesses in this respect in the most recent MOTORRAD sports tire test (issue 12/2007).
But apart from that, the pilot can hardly escape the lightness of being conveyed so fascinatingly in the design of this Über-Motard. The power of a finger tip is enough to provoke a stoppie with the brute braking force of the front double disc system. Research-minded natures should, however, hold on to themselves during their first braking so as not to cause the forehand to block. Or a slightly too euphoric twist on the throttle to flick the front up in a jiffy. Even the digital multifunctional cockpit can be conveniently operated from the handlebars. And even the passenger is allowed to ?? not a matter of course for this type of motorcycle? Enjoy a sensibly padded seat cushion with ergonomic footrest position. Even if the tours are probably never too long. First, because wind protection is not an issue in fun bike circles anyway. Second, because the slim line takes its toll, at least in terms of range. The Bolognese technicians skilfully pulled the tank between the mesh frame to well under the seat, but ultimately more than 12.5 liters did not slosh in the plastic bladder – at least at a brisk pace that is only enough for a little more than 200 kilometers.
And then? Then you will head for the next café, look at your machine and think: It just looks great, this Hypermotard
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Top test Ducati Hypermotard 1100 S
Comment value for money
The S version of the Hypermotard forfeits the 2000 euro surcharge on the base price, especially in the price-performance ratio. Other fun bikes offer more for the money.
At least on the country road, the Duc shows pleasant drinking habits. The guarantee is within the usual range (two years), the inspection costs have been reduced compared to the Multistrada.
The sheer braking effect is awesome. One finger is enough even for forced braking. What is lacking is the ability to adjust the over-hard grip brake. And how about an ABS? Hitting the handlebar is not an issue, the ground clearance is large enough not to hit the pavement.
A fun bike is not a tourer. Everyday demands are taken more seriously elsewhere. Nevertheless, the dim light and the small tank volume are just as annoying as the seating position that takes getting used to and the marginal splash guard. On the subject of wind protection: Forget it. After all, the bench is comfortably upholstered, the pillion is surprisingly comfortable, the workmanship is okay, and the payload is practical.
The fork convinces with excellent response behavior and successful coordination of spring rate and damping. On the other hand, there is bad news at the rear: the Öhlins shock absorber could be designed to be more comfortable. The steering behavior lacks the necessary precision with a front wheel buckling in a lean position. On the other hand, the agile handling is convincing, which would also benefit from greater freedom from lean angles.
The air-cooled Vau-Zwo is a model boy when it comes to pulling power and smoothness in the speed range between 4000 rpm and 6500 rpm. What it should, however, with the moderate peak output of 88 hp in this displacement class. The gearbox is easy to shift, the gradation of the gears is practical. The only drawback: the rough load change behavior and the relatively stiff clutch despite the modifications.
The Hypermotard arouses emotions. But it also applies to them: optics is not everything. A seating position that takes getting used to, a wobbly steering behavior or a small tank? The rules of technology should also apply to designer bikes. After all: The brute brakes and the powerful motor are impressive and – sorry ?? the styling too.
Comment performance chart
With a homogeneous performance diagram and, above all, a full torque curve, the two-valve engine does not only impress on the test bench. Subjectively, the V2 feels stronger than the measured 88 hp peak performance suggests. On the subject of the transmission: the Hypermotard reaches its top speed of 215 km / h in sixth and last gear. This was not the case with many of the Ducati models, which traditionally have been translated too long.
Was there anything else?
Easy oil level control through sight glass
The tension and compression damping on the Öhlins shock absorber can be adjusted without tools
Adjustable clutch and brake levers
Acceptable seating comfort for pillion passengers
Seat position that is also acceptable for the front passenger
The multifunction display can be conveniently operated from the handlebars
Shock absorber not protected from blown dirt
Small tank volume
No main stand
Passenger grab handles ergonomically unfavorable
Fork: rebound two turns open, compression 0.5 turns open, spring preload five turns open, sagging four centimeters with the rider who weighs 75 kilograms,
Stand tube protrusion five millimeters
Suspension strut: rebound 15 clicks open, compression 13 clicks open, slack with the rider weighing 75 kilograms is 4.5 centimeters, push rod of the deflection on the shortest setting
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