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Ducati Hypermotard 939 SP
The Hypermotard range is renewed for 2016 with the arrival of
the new EUR4 certified 937 cm3 Ducati Testastretta 11° engine.
This twin-cylinder is tbe used for the whole range, from the
sporty Hypermotard 939 tthe extreme Hypermotard 939 SP as well
as the Hyperstrada 939, the tourer that’s particularly suited
for everyday use. From the moment it was first presented as a
concept bike at the Milan show in late 2005, the Hypermotard
prototype was an immediate success. Production began in 2007
with the 1100 and 1100 S models and in 2013 the Hypermotard
underwent great changes. A whole family was born from the one
bike, powered by the 821 cm3 Testastretta twin-cylinder which
has now grown to 937 cm3.
Equipment
937 cm3 Testastretta 11° engine The EUR4 certified 937 cm3 Ducati Testastretta 11° is capable of 113 hp maximum power at 9,000 rpm and especially a maximum torque of 97.9 Nm at 7,500 rpm, much greater than the previous 821 cm3 engine and this underlines the pure Ducati character of this new engine. Alongside the torque, the compression ratihas alsincreased, now 13.1:1, while the 52 mm diameter throttle bodies, controlled by an advanced full Ride-by-Wire system, are unchanged. The engine is equipped with an oil-bath APTC clutch with slipper function that can be engaged with reduced effort on the lever. Thanks ta progressive self-servsystem and increased friction ratio, the transmittable torque is increased in equal conditions with a consequent reduction of pressure on the clutch spring and, at the final stage, of the lever load. The self-servsystem intervenes when the wheel torque displays counter action and it activates a reduction of pressure on the clutch discs which allows the vehicle tmaintain stability during the aggressive gear changes that are typical of a very sporty riding style. The 2-in-1 type exhaust has completely redesigned 50 mm diameter tubes and exhaust valve, which lead tthe new, highly compact mono-silencer with absorption technology. The 937 cm3 Ducati Testastretta 11° has maintenance intervals of 30,000 km (18,000 miles) – an absolute benchmark in the field. Chassis
Lighting Ducati Traction Control (DTC)
Review If you’re in the market for a brand new, 100-horsepower, street-legal dirtbike, Ducati’s Hypermotard 939 and Hypermotard 939 SP are pretty much the only game in town (at least, until the updated Aprilia Dorsoduro 900 arrives). Upgraded for 2016 with the 937cc Testastretta 11° L-Twin, compared to last year’s 821cc model, the Hypermotard gains a wee bit more, completely unnecessary, intensity. Like, as if, the outgoing model wasn’t fun enough. It was a couple years ago when we last rode the SP version of Ducati’s Hypermotard, and it was with the company of MV Agusta’s Rivale (Mega Motard Shootout: 2014 Ducati Hypermotard SP Vs. MV Agusta Rivale). In that shootout the Rivale narrowly defeated the Hypermotard by virtue of its Tre Pistoni engine. “A skilled rider can keep up with his buddy in the tight stuff if you’re on the Hyper and he on the Rivale, but once the MV has a chance to stretch its legs, it’s gone,” said Troy Siahaan in that shootout. So, maybe it’s a good thing Ducati blessed the Hypermotard with a newer, greater-capacity engine. Without an MV Agusta measuring stick for this review, we’re left grading the Hypermotard 939 SP on its own merits, which are exceptional for the rider willing to commit to a motorcycle that only does one thing well – have fun! Commitment is also very appropriate wording for the Hyper SP. The new engine upgrade costing an additional $600 more than the 2015 SP model ($15,959 vs $14,995). That’s not a terribly huge MSRP bump, but it moves the Hyper SP closer to $16k, and that seems like a lot of moolah for a glorified dirtbike. Yes, there is a performance increase, but there’s also a weight gain. What that $600 also buys you is a Hyper SP outfitted with an Öhlins fork in place of the Marzocchi unit on the 2014 model. Seat height has been reduced from 35 inches to 34.2 inches, which may be worth a couple hundred bucks alone for vertically challenged folks who shied away from the 2014 Hypermotard due to height concerns. Otherwise, the two models are nearly identical. The new Hyper SP enjoys a 0.3-inch shorter wheelbase, which theoretically should quicken its canyon-road pace, but, considering the advantages of a more powerful engine, coupled with the disadvantages of increased curb weight, it’s impossible to tell what real-world benefits (or handicaps) the 939 SP owns without a back-to-back comparison. What we do know is the Ducati Hypermotard remains the bike of choice for riders looking for nothing but a good time. For the common streetbike rider the long-travel suspension (7.3 inches/front, 6.9 inches/rear) of the Hypermotard is going to feel foreign at first. After only a few miles, it becomes apparent that wheelie landings (which happen often) are softened, and an aspect I really enjoy, an extra amount of suspension travel is still available when entering a corner hard on the brakes. Happen across an unforeseen pothole and there’s always enough fork travel to absorb a road encumbrance, whereas street-specific sportbikes and their ilk will have used up most all of their travel with nothing more to give but a harsh bottoming-out when stumbling across such a hazard. Also unfamiliar to the average street rider will be the Hyper’s seating position, which is very upright and dirt-able, with a very narrow seat and seat/tank juncture, yet still comfortable. Together with the wide handlebars the Hypermotard is fun to flick around in town or in the country, possibly even up a dirt road or down a flight of stairs. When compared to the Rivale, the old Hypermotard exhibited more lethargy when it came to quick transitioning, but by itself the Hypermotard gets from one corner to the next in what seems like hyper fashion. Like most of Ducati’s higher-end wares, the Hypermotard is outfitted with an array of adjustable electronics. There are three ride modes: Wet, Sport, Race. Each of these come preset for ABS, TC and engine output, but you can also adjust them to personal preferences. When it comes to the Hypermotard’s engine performance make no mistake, it’s race bred. Riding at anything less than 100% is akin to making a thoroughbred dance dressage – it’ll do it but it’s silly. Engine output can be dialed between Low, Medium, High. When riding aggressively either High or Medium is enjoyable because the snap out of corners is ferocious. Both provide progressive delivery of the engine’s full power, with Medium coming on in more mild fashion. Around town, or when lane splitting through heavy LA traffic I found those two settings to be a little abrupt when smoothness is most warranted. The Low setting dials back engine horsepower to a claimed 75 hp, and further smooths the delivery. I found myself switching to this mode in the two scenarios mentioned above, or when I was getting tired. Source Motorcycle.com
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Any corrections or more information on these motorcycles will be kindly appreciated. |