First Ride: Ducati Hypermotard V2

Tim Neave takes a spin on Ducati’s new, V-twin motard…

While Ducati’s reputation was built on superbikes, Desmo twins and racing success, the original Hypermotard 1100 arrived way back in 2007 as something completely different… a bike based more around attitude and fun than lap times or top speeds. It looked like a supermoto that had escaped from a race paddock and somehow ended up wearing number plates. As tempting as it is to get stuck in and give you my take on the new V2-powerwed protagonist, it probably pays to go back to the beginning and cover the model’s evolution through time.

The Hypermotard 1100 came from a concept shown a couple of years earlier at EICMA, and when Ducati finally put it into production, it stayed remarkably true to that original design. High twin silencers, minimal bodywork, wide bars, a tall stance and an aggressive nose made it look unlike anything else in the range. Underneath sat the air-cooled 1078cc Desmo Due twin, giving it proper Ducati character with loads of midrange punch and that familiar lumpy charm. It wasn’t the fastest or most practical bike Ducati made, but it quickly built a following because every ride felt like an event. What made the original bike special was its simplicity; no complicated electronics, no huge power figures, no obsession with outright performance. It was light, raw and full of personality. Riders loved the way it encouraged wheelies, late braking and generally behaving badly, it was one of those bikes that made ordinary roads entertaining.

Ducati then developed the Hypermotard with the smaller 796 model in 2010, opening the bike up to more riders with a lower seat height and easier manners, while the Hypermotard 1100 Evo sharpened the original formula with less weight and improved chassis parts, taking the Hypermotard from oddball experiment to a genuine pillar in Ducati’s range.

The next major step came in 2013 when Ducati moved the bike into the modern era with the 821. Capacity dropped on paper, but technology jumped forward. The old air-cooled motor was replaced by the liquid-cooled Testastretta engine, bringing more power, smoother fuelling and the first serious electronic rider aids. ABS, traction control and riding modes arrived, showing Ducati wanted the Hypermotard to be more than just a toy.  

From there the family expanded further. The Hypermotard 939 followed in 2016 with more torque and refinement, while the Hyperstrada added touring practicality and the SP models gave harder edged riders longer suspension travel, lighter wheels and sharper chassis spec.

Then came the 950 in 2019, arguably the point where the bike matured most successfully. It still had the tall-barred madness people expected, but it was more polished, better finished and easier to live with. It could genuinely commute during the week and terrorise a back road at the weekend. The 950 SP became a favourite for riders wanting the maddest version of the breed.

And at last, the new V2. Ducati’s latest version represents another shift in technology. Where early Hypermotards were raw, air-cooled and mechanical, this new generation uses the firm’s latest mid-capacity V2 engine and a more sophisticated chassis package. It’s smarter, smoother and more refined, but the challenge for Ducati has always been keeping the spirit intact, and I think they’ve done exactly that with this beauty.

History lesson out of the way, the pit lane light flicked from red to green at the Modena circuit, to indicate the track was live, and the army of Ducati mechanics wheeled our fleet of bikes out of the garage and onto pit lane. It was time for our first taste of the new 890cc twin thumper, and I had a new circuit to learn too. Tight and technical, and not the average GP style circuit that I have become accustomed to riding Ducatis on, but Autodromo Modena, paired with the new evolution Hypermotard, would be a match made in Italy I didn’t know I needed. 

This is not the fast-flowing kind of track where horsepower hides everything. Nearly every corner was second gear, linked by short little blasts where you’d just about grab third, with only the start/finish straight giving enough room to briefly see fifth before grabbing the brakes again. Straight away I had to remind myself what I was sat on. It wasn’t a race bike, nor was it some featherweight single cylinder supermoto bike that the riding position, wide bars and tall stance may first have you believe. It’s still a proper road bike underneath, and if I’d have tried to ride it like a road race machine from lap one, I’d have missed the point.

 The first thing that stood out was the new 890cc V2 motor. It’s seriously smooth, which I probably should have expected from Ducati, although with supermoto inspired styling this sharp, I wouldn’t have been disappointed if it had arrived with a slightly pokier, rougher edge to it, like the predecessors.

Don’t get me wrong, it still has plenty of punch when I asked for it, and even with the wheelie control on level two, a decent drive out of the slower corners sees the torque lift the front wheel into a beautifully controlled glide, just enough to let you hold it there for a second longer than you probably should, without the big dramatic snap you sometimes get from a less refined anti-wheelie system. Boasting 94Nm of torque at 8,250rpm, that’s right in the corner exit range, and this girl would definitely get lively if it wasn’t for the traction control quietly keeping things in check. That’s the clever bit of this engine package. Ducati’s electronics don’t strangle the fun or cut the power dead the second the rear tyre starts thinking about spinning. Instead, the ride-by-wire throttle, traction control and wheelie control all work simultaneously in the background, smoothing everything out and letting the bike move around naturally rather than feeling like it’s being switched on and off by a laptop. I reduced the rider aids later in the day and could feel the rear tyre working harder on exits, the chassis moving more underneath me, and the whole bike starting to talk a bit more. Even then, it never felt like you were left on your own, there’s still a layer of support with the smooth throttle connection and delivery that most bikes just don’t manage.

It’s also worth mentioning how light and free-revving the new motor feels. Ducati’s latest V2 platform has been designed to be more compact, more efficient and cleaner than the old Testastretta generation, but without losing that twin-cylinder shove in the midrange. It spins quickly, drives hard where you need it, and never feels intimidating. 

The brakes are strong too. Twin 320mm Brembo front discs with M4.32 calipers provide more stopping power than most riders will ever need, and I found that out on the very first lap into turn one when I slightly overshot the braking zone at around 120mph and gave the lever a proper panic squeeze, which promptly had the rear wheel hovering in the air behind me. Fair play to the ABS as well, because it never barged in or upset the bike when things got a bit dramatic.

Once the rear tyre had returned to earth, the controlled engine braking and well calibrated slipper clutch helped pull everything back together just in time to get me somewhere near the apex. Straight away it felt like a bike that wanted to work with me rather than against me.

What surprised me most though was the rear brake. Using rear brake on corner entry at a tarmac circuit isn’t something I’d usually do much of. Even with plenty of time spent sliding flat track bikes around, it’s not a habit I naturally carry into circuit riding. So, when I first started trying to use the rear brake while banging down gears, exactly the sort of technique this bike seems to encourage, I’ll admit it felt a bit alien. But, I put some trust in the bike, and it paid me back quickly.

The rear brake feel on this thing is insanely good. Predictable but still spicy enough to have some fun with. By the third session I was coming in hard, banging down the gears and feeding pressure into the rear pedal, not enough to fully lock the wheel, but enough to get the Pirelli squealing and stepping sideways on entry. The amount of feel through the pedal meant I could gently release pressure while adjusting lean angle and almost play with that balance point between grip and slide. Suddenly, the Hypermotard came alive in a completely different way. Trail braking deep into the corner with both brakes loaded, then gradually releasing them and letting the bike come back into line gave a seriously addictive sensation. It wasn’t sketchy or nervous, just playful and incredibly communicative. And that’s the clever bit. It isn’t only something a racer or flat tracker can enjoy. The way Ducati has set this bike up means it flatters you into trying things you might not normally do, then gives you the confidence to keep doing them. If you’ve never had a bike moving around underneath you on corner entry before, the new Hypermotard might be the one that makes you fall in love with it.

Suspension-wise, the standard setup is definitely on the soft side, especially when ridden hard on track, but again you have to remember this bike has been built for road use first. Most owners will never point one at a circuit, and out on real roads that softer setup will make far more sense than some harsh race bike compromise ever would. Ducati had already added a few clicks of support here and there for the launch, but once the pace increased there was still a bit more movement than I’d ideally want under serious track riding.

So, once I’d found my feet with both the bike and the circuit, I was doing my best Italian-English with plenty of hand gestures to the mechanics, trying to explain that I wanted a bit more support in the rear. The aim was to reduce the squat on corner exit, hold the bike up better under drive, and help it keep steering through the longer radius corners while right on the edge of the tyre. Fair play to them, they understood the universal language of confused racers, and a couple of turns of shock preload made a noticeable difference straight away. The rear sat tighter, the bike held its line better, and it gave me a bit more confidence to pick the throttle up harder on exits.

I will say though, knee down action, tight late apex turns and spending so long right on the edge of the tyre at Modena, combined with the naturally jacked up stance of the Hypermotard, were never exactly a recipe for lap records. Before long I’d found the limit, with the suspension starting to wallow and the front tyre gently walking around at maximum lean, but to be honest, that was all part of the fun.

 With zero wind protection, wide bars and a tall flat seat, you soon know all about it once the speed picks up. The pegs are fairly low too, and I was catching my toe sliders easier than expected once the laps got quicker, but again that’s the compromise of a bike designed for the road. For the average rider, that roomy riding position will keep you comfy in the saddle for hours. 

The brand-new 5” full TFT dash is a doddle to read and comes packed with four riding modes, three power modes and a full suite of rider aids, and much of the same tech you’ll find on the latest Panigale. Even the switchgear is intuitive and easy to operate with gloves on the move; it doesn’t feel complicated or over engineered, just simple, clear and exactly what you need from a bike like this.

 The SP version is more about spec than bravado, giving the rider a higher end chassis setup for riders who simply want the sharpest, most refined version of the Hypermotard. Loaded with fully adjustable Öhlins suspension front and rear, it also gets forged wheels to trim unsprung weight, sharper Brembo M50 front calipers with an uprated master cylinder, and a useful overall weight saving compared to the standard bike. On a tall, lively machine like this, those upgrades should make a noticeable difference for those taking to the track.

You also get the special SP graphics and a lithium battery thrown in for good measure, while the Termignoni exhaust gives the bike the soundtrack its looks deserve. The standard machine sounds decent enough, but with the pipes fitted it has far more bark and attitude every time you crack the throttle.

By the end of the day at Modena, I’d stopped trying to turn the Hypermotard V2 into something it isn’t and that’s really where it started to make sense. This isn’t a track weapon and it’s not pretending to be one, but what it is instead is a genuinely entertaining road bike that still gives you enough chassis feel, engine character and brake feedback to have serious fun when the pace picks up.

Once I’d added a bit more preload to the rear and adjusted my riding style to suit it with more late apexes, more stop and start, and less obsession with corner speed, it became clear what Ducati has actually built here. The 890 V2 engine is a standout, smooth but properly punchy platform, with enough midrange to lift the front cleanly even with the aids still doing their thing, and enough refinement that it never feels a handful when you’re pushing on.

The chassis is softer than I’d choose for circuit work, especially at the front when you start asking it to carry pace through long corners, but this isn’t a full blown track animal. On real roads, that compliance, movement, and playful attitude is exactly what will make it work.

The electronics package deserves credit too, with the aids turned down the bike feels alive, letting you work the rear tyre and feel it move and the brakes, especially the rear, genuinely surprised me. I picked up a new skill with sliding while riding this machine, and I’ve only got the bike to thank for that, giving me all the feel and trust I could wish for.  

So no, it’s not a supermoto race bike and it’s not a Panigale with wide bars either. It sits somewhere in between and that’s exactly the point. Ducati hasn’t built it to win spec sheet arguments or chase lap times; they’ve built it to be messed about on and enjoyed without complications.

And after a day of missing braking markers, catching toe sliders and probably trying to ride it like something it’s not, I ended grinning from ear to ear, slightly knackered and wishing to God someone had caught my best impression of the classic Ruben Xaus Hypermotard shot.

Specs: Ducati Hypermotard V2

Engine

Type: 90° V2 engine

Bore x stoke: 96.0mm x 61.5mm

Compression: 13.1:1

Fuelling: EFI, ride by wire

Claimed power: 120.4bhp @ 10,750rpm

Claimed torque: 94nm @ 8,250rpm

Chassis

Frame: Dedicated Monoscocca frame, steel trellis subframe

Front suspension: Fully adjustable 46 mm Kayaba front fork 

Rear suspension: Adjustable Kayaba rear shock

Front brakes: 2 x 320 mm Brembo front discs Brembo M4.32 callipers

Rear brake: 245mm disc, 2-piston caliper

Electronics

Riding modes: Yes; Race Sport, Road, Wet

Traction control: Yes

Slide control: Yes

ABS: Yes

Quickshifter/autoblipper: Yes

Wheelie control: Yes

Launch control: Yes

Pit limiter: Yes

Cruise control: No

Dimensions:

Seat height: 880mm

Wheelbase: 1,514mm

Fuel capacity: 12.5 litres

Weight: 180kg

Info

Price: £13,495

From: www.ducati.com