Ducati Hypermotard 939

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.

The new 937 cm3 Ducati Testastretta 11° engine guarantees a maximum power of 113 hp and most of all a 10% increase in torque. This twin-cylinder, which has an oil-cooling radiator, is attached tthe steel tube Trellis frame that made the Hypermotard famous. The whole range is equipped with the Ducati Safety Pack which includes a 3-level ABS, 8 levels of Ducati Traction Control and 3 Riding Modes. Each Riding Mode has different electronic settings in order tprovide the Hypermotard with three different personalities.

The Hypermotard 939 is available in the typical Ducati Red colouring as well as the elegant “Star White Silk”, both paired with a red frame. The Hypermotard 939 suspensions have a 43 mm diameter upside-down Kayaba fork with 170 mm travel and a Sachs shock absorber with adjustable rebound damping, providing 150 mm wheel travel. The Hypermotard 939 has a dry weight of 181 kg and a ride height of 850 mm. A raised comfort saddle with 20 mm of extra padding is alsavailable as a Ducati Performance accessory. The Hypermotard 939 uses Pirelli DiablRossII tyres.

The Hypermotard 939 SP has a livery inspired by the MotoGP, a weight of 178 kg and at the front a fully adjustable 50 mm diameter upside-down Öhlins fork with 185 mm travel. The rear suspension uses a fully adjustable Öhlins shock absorber which allows for 175 mm rear wheel travel. The raised ride height of the SP version allows for a 47.5° lean angle, essential for extreme race-track riding. These specifications take the ride height of the Hypermotard 939 SP t890 mm. A 20 mm lower saddle is available as a Ducati accessory on request. The Hypermotard 939 SP uses Pirelli DiablSupercorsa SP tyres.

The Hyperstrada 939 is sold only in the Ducati Red tone but with an elegant grey coloured frame. Designed for riding in non-urban contexts, it comes equipped with 50 litre semi-rigid removable bags and a centre stand. For increased comfort, the Hyperstrada 939 has handlebars raised by 20 mm and a touring windshield. There are alstw12 V power sockets, designed tpower navigation instruments or thermal clothing. The Hyperstrada 939 is equipped with a wider saddle for increased comfort. In addition there are passenger grab handles designed for safe and comfortable use. The saddle, at a height of just 810 mm, allows for optimum footing even with a full load and a passenger. Another saddle that’s even more comfortable with 20 mm of extra foam can be ordered. The Hyperstrada 939 suspensions rely on a 43 mm upside-down Kayaba with 130 mm travel while at the rear there’s a Sachs shock absorber with easily adjustable rebound damping and remote spring pre-load which allows for 133 mm travel of the rear wheel. The Hyperstrada 939 has a dry weight of 187 kg and uses Pirelli Scorpion Trail tyres.

Equipment

• 937 cm³ 113 hp 97.9 Nm Ducati Testastretta 11°
• EUR4 approved
• Oil-cooling radiator
• LCD instrument panel with gear indicator
• Hand-guards with integrated LED indicators
• New silencer
• Ducati Safety Pack (Bosch ABS, DTC)
• Riding Modes (Sport | Touring | Urban)
• Touring screen*
• Touring seat*
• Passenger grab-handles*
• Side luggage*
• Centre stand*
• Engine sump guard*
• Remote rear suspension pre-load
• 2 x auxiliary 12 v power outlets
• Enhanced generator
• Extended front and rear mudguards
• Pirelli Scorpion Trail II tyres

937 cm3 Testastretta 11° engine
The Hypermotard range’s twin-cylinder Ducati Testastretta 11° has an increased displacement thanks ta greater bore value which has been raised from 88 t94 mm. The stroke on the other hand has remained as before at 67.2 mm. Even sthe crankshaft has been substituted by a new one with a 42 mm diameter crank pin. There are alsnew pistons, cylinders and cylinder heads with an exclusive core tallow water through.

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
The Hypermotard has a 34 mm diameter tubular steel Trellis frame with 25.5° of rake and trail and offset of 104 mm (4.1 in) and 30 mm (1.2 in) respectively, providing a sure-footed, stable “feel” without compromising the Hypermotard’s character-forming agility. The frame marries ta die-cast sub-frame and incorporates a techno-polymer mid-section as part of the assembly. The Hypermotard has a highly manoeuvrable 70° of lock-to-lock steering movement, and a wheelbase of 1500 mm (59 in) tenhance the Hypermotard’s stability at speed.

The fuel tank has a capacity of 16 litres (4.2 US gal), enhancing the overall autonomy of the Hypermotard while maintaining its thin waistline and compact silhouette.

Instrumentation
The Hypermotard’s instrumentation console has an LCD screen with a display that constantly shows the selected Riding Mode, including the associated ABS and DTC level programmed, with all three Riding Modes easily changed, while stationary or in motion, by simply scrolling through displayed modes using the indicator cancel button.

When stationary, buttons can be used tenter a setting menu from where adjustments tthe various functions can be made including personalised ABS (1-3+OFF), DTC (1-8+OFF) and power delivery via Ride-by-Wire (Low-Medium-High). All settings are saveable in the instrumentation’s memory and can easily be returned tfactory settings with a simple default function.

The system can alsmemorise and list the last 30 recorded lap times by using the high-beam flash button as a stopwatch. The instrumentation alsincludes a gear indicator and it’s system-ready taccept the heated grips Ducati accessory, which then produces its own control menu, selectable by scrolling through with the engine starter button.

Lighting
The headlamp uses a very compact and lightweight assembly, which employs a single parabola for high and low beam functions using a blue vision bulb and LED positioning light. For the rear, a specially designed strip of LEDs, enhanced by a high diffusion lens shaped intthe sleek lines of the tailpiece, acts for both rear light and brake lights. The new LED front directional indicators are integrated intthe handguards, keeping the lines of the Hypermotard as clean as possible. All Hypermotard models are equipped with a hazard light function, which is activated by holding the left-turn signal button on for four seconds.

Controls
The Hypermotard’s full Ride-by-Wire introduces a compact electronic twist-grip matching the minimalist styling of the model’s slim-line switch bodies. They house easy-to-use switches and buttons, and feature a weapons-like ‘trigger catch’ that slides down tcover the starter button when the kill-switch is activated. All models use a conventional control cable actuation for the clutch and 4-point adjustable levers for the front brake, 5-point on the SP. Black finished footpeg supports are formed in high pressure die-cast aluminium with integrated heel guards and support rear brake and gear shift pedals in forged aluminium.

Ducati Safety Pack (DSP)
Ducati’s Riding Mode technology, incorporates a competition-style 3-level ABS (2-level for the Hyperstrada) and 8-level DTC tenhance the Ducati Safety Pack (DSP) concept tthe Hypermotard family, further underlining the focus on performance safety.

Ducati Riding Modes
Each Riding Mode is pre-programmed tinstantly change engine character, ABS and DTC intervention – even while riding. The modes are made possible by combining a number of class-leading technologies.

An electronic Ride-by-Wire (RbW) system administers different mappings tregulate power delivery, while the Ducati Traction Control system (DTC) uses eight levels of system interaction tenhance control by reducing rear wheel-spin and the ABS processor provides pre-programmed levels of anti-lock braking.

Hypermotard 939 Riding modes
Sport
The Sport Riding Mode provides 113 hp, delivered with a “High” RbW throttle response, level-3 DTC system intervention and level-1 ABS of sport-oriented braking performance with reduced rear-end lift-up prevention.

Touring
The Touring Riding Mode provides 113 hp, delivered with a “Medium” RbW throttle response, level-4 DTC system intervention and level-2 ABS with maximum safety and braking stability and increased rear-end lift-up prevention.

Urban
The Urban Riding Mode provides 75 hp, delivered with a “Low” RbW throttle response, level-6 DTC system intervention and level-2 ABS with maximum safety and braking stability and increased rear-end lift-up prevention.

Ducati Traction Control (DTC)
The Ducati Traction Control is an intelligent system which acts as a filter between the rider’s right hand and the rear tyre. Within milliseconds, DTC is able tdetect and then control rear wheel-spin, considerably increasing the bike’s active safety and performance. The Hypermotard uses the very latest DTC software, optimised with seamless intervention tignition timing only.

The system offers eight ‘levels of sensitivity’, each programmed with a level of rear wheel-spin tolerance in line with progressive levels of riding skills classified from one teight. Level one is programmed toffer the least amount of interaction while level eight uses the most amount of interaction. DTC is an integral part of the pre-programmed Riding Modes on all Hypermotards.

DTC levels are factory pre-set in each of the three Riding Modes, but can be individually customised and saved tsuit the rider by accessing the set-up menu within each mode. A ‘Default’ option is available teasily return all settings tfactory pre-sets.

Bosch Brembo Braking system with 3-level ABS
Included as an integral part of the Ducati Safety Pack (DSP), all Hypermotards are equipped with the Bosch ABS 9.0MP controlled Brembbraking system, an impressive combination of state-of-the-art security and proven performance. Shorter stopping distances with enhanced stability are vital prerequisites for all motorcycles, but adding full Riding Mode integration takes Hypermotard braking tthe next level.

The Hypermotard 939, Hypermotard 939 SP and Hyperstrada use a 3-level system: level-1 enables a track-oriented front only ABS and level-2 delivers high braking performance with reduced rear lift-up prevention for sport-oriented road use, while level-3 provides the most braking stability with maximum lift-up prevention.

The front brakes use twin radially-mounted Brembo, four piston, Monobloc M4-32 callipers actuated by a master cylinder with a 4-point adjustable lever on the Hypermotard 939 and Hyperstrada 939 and 5-point on the high performance radial master cylinder of the SP. The fronts grip 320 mm discs, while a single 245 mm disc on the rear is gripped by a single Brembcalliper. Typical of all Ducati motorcycles, these components ensure high performance braking and set the standard in this segment.

All Hypermotard models are fitted with the Bosch-BrembABS system as standard equipment, delivering outstanding braking performances in all conditions and providing a major contribution towards performance safety. An option tdisable the ABS in each individual Riding Mode is available via the instrumentation, and the system allows the setting tbe saved and memorised at the next key-on.

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