Author: Jon Urry Posted: 19 Feb 2016
Why you want it:
Say what you like abut Pierre Terblanche, the fact of the matter is that during the 2000s he certainly pushed boundaries at Ducati when it came to motorcycle design. Not all his concepts were an instant success and some have matured into popularity, but one bike he designed hit the nail on the head – the Hypermotard.
Launched in 2007, the Hypermotard was, as its name suggests, a full-on supermoto with a bit of a Ducati twist. Mad looking and powered by the firm’s air-cooled 1100 engine, it remained true to the Ducati’s sporting principles where many big supermotos were starting to encroach on the adventure bike market. A truly wild bike to ride, the Hypermotard is just the right side of bonkers to be fun and almost justifies its impracticality! Almost…
Don’t by a Hypermotard and expect it to be practical because it isn’t. The seat is firm, the upright riding position terrible when it comes to weather protection and the engine is pretty aggressive. Add a pillion into the equation and it gets even worse. But, and this is key when it comes to considering owning one, the Hypermotard is an absolute hoot to ride.
Supermotos are all about short, adrenalin-fuelled blasts and on this front the Hypermotard is brilliant. Its chassis is remarkably good (check out the pictures of Ruben Xaus below as evidence) and this sporting pedigree is backed up with good brakes and a lovely punchy engine. If you want a machine to keep you grinning for 40 miles of thrills, the Hypermotard certainly ticks all the right boxes. If, however, you want to travel a bit further then possibly look out an air-cooled Multistrada instead…
What to look for:
The 1100 air-cooled engine is a really reliable motor and most of the Hypermotard’s issues are down to how it has lived its life. The exposed nature of the motor means it gets battered by the elements and this can lead to the finish looking a bit second hand. That said, a lot of Hypers only get ridden in the dry, so the condition of the motor is a great indication as to how well looked after the bike has been. Buying a Ducati with a good service history is always recommended (it’s the usual two years for the belts on the Hyper) and there are the standard sprag clutch issues to look out for as well as weeping clutch slave cylinders. Other than that, most Hypers are very well looked and regularly serviced by Ducati dealers, so they are a fairly safe used buy. Extras, however, are often tricky to locate and expensive as the bike is quite old, so buy a used bike with them already fitted.
The Hypermotard 1100 and Hypermotard 1100S were released in 2007 with the sportier S model gaining upgraded Marzocchi forks with a TiN coating, an Ohlins shock, forged aluminium wheels, Brembo monoblock calipers and a bit of carbon bling. The chassis, swingarm and engine are identical between the bikes. Both models were updated in 2010 with the introduction of the EVO specification Hypermotard 1100 and 1100 SP. As before, the model differences are mainly suspension and braking with the SP keeping its Ohlins shock, forged wheels, monoblock calipers and TiN coated forks but both bikes now feature the EVO air-cooled 1100 engine. While Ducati didn’t claim any increase in peak power or torque, the EVO is stronger in the mid-range as well as more fuel efficient thanks to a new fuel-injection system. A smaller capacity air-cooled Hypermotard 796 was released in 2009 and in 2013 evolved into the liquid-cooled 821 Hypermotard, Hyperstrada and Hypermotard SP before becoming the larger capacity 939 generation for 2016 - look out for the first review coming next week as Bike Social's Marc Potter heads to the press launch.
What to pay:
While at the time the Hypermotard struggled to gain much popularity, used bikes tend to hold their value well and as a result you will struggle to find a bargain. Most machines are sold through dealers and that means you will have to pay in the region of £5,500 for an early 1100 and £6,000 for the S model. There are a few cheaper bikes out there, but they tend to have quite high mileages. The upgraded EVO machines start in the £7,000 bracket with the SP again adding around £500. These prices are for basic bikes with few extras, when you start to include Termi systems, Ducati Performance parts and the like the price tag can quite easily push closer to £8,000 for a late generation SP model in a Ducati dealer.
Who to ask:
Engine: 4v, 1078cc air-cooled desmo V-twin
Power: 95bhp @ 7,750rpm (EVO models: 95bhp @ 7,500rpm)
Torque: 76ft.lb @ 4,750rpm (EVO models: 76ft.lb @ 5,750rpm)
Weight: 180kg (EVO models: 172kg)