Ducati's headline for this bike is "Never So Hyper," and the supporting claim is that it is "lighter, sharper, more sophisticated, and more powerful than ever before." Four adjectives is usually three too many. In this case the first one is doing most of the work, and it is backed by a structural change rather than a diet.
The Hypermotard V2 arrives twenty years after the original Hypermotard prototype appeared at EICMA in 2005. The design language of that prototype is still visible here: the beak headlight, the double-wing tank cover, the dual exhaust exiting under the tail, the exposed trellis frame and the floating rear light.
A monocoque front frame
The significant engineering story is the chassis. Ducati has fitted a new aluminum monocoque front frame that uses the engine as a structural element.
The payoff is specific. Ducati publishes a 28.6 lb weight saving compared with the previous generation, rising to 30.8 lb for the SP version. Behind the monocoque sits a rear trellis subframe, left purposely on view — a design decision as much as a structural one, and the reason the tail still reads as a Hypermotard.
The SP is 6.6 lb lighter than the standard bike, with the difference coming from forged wheels — 3.3 lb lighter than the standard aluminum items — and a lithium battery.
The V2 engine
Power comes from Ducati's new V2 engine, producing 120.4 hp and 69 lb-ft of torque. Both the V2 and the V2 SP are rated at 120.4 hp and 69 lb-ft; there is no power advantage to the SP.
120 hp in a supermoto is a specific kind of silly, and it is worth being clear-eyed about what that means. A supermoto has a wide, flat handlebar, a tall seat and an upright riding position, which gives the rider enormous leverage and very little weight over the front wheel. Put 120 hp underneath that and the front tire becomes an optional participant. This is the appeal, and it is also the thing that makes this bike a different proposition from the smaller single-cylinder Hypermotard 698 Mono.
Suspension, brakes and the V2 versus SP split
The key hardware differences are in the suspension and brakes.
The Hypermotard V2 runs a fully adjustable Kayaba fork with 1.8-inch stanchions and a Kayaba rear shock adjustable for preload and rebound. Braking is handled by 320 mm dual front discs with Brembo M4.32 calipers.
The Hypermotard V2 SP moves to fully adjustable Öhlins suspension — gold, as a matter of principle — and Brembo M50 front calipers with a dedicated brake master cylinder. The SP also adds a carbon front mudguard.
Both versions share a 245 mm rear disc and, importantly, a Sachs steering damper. That last item is not a luxury on a bike with this much leverage at the bar and this little weight on the front wheel; it is a correctness measure.
Wheels are aluminum with a six-spoke Y-shaped design, forged on the SP. Tires are Pirelli Diablo Rosso IV in 120/70 front and 190/55 rear — a 190-section rear on a supermoto, which tells you Ducati expects this bike to be ridden on tarmac rather than used as a motard in the literal sense.
Electronics
Ducati fits four Riding Modes, each with a dedicated Power Mode, managed through a new 5-inch TFT display with three Info Modes: Road, Road Pro and Track.
Three distinct dashboard layouts rather than one layout with a brightness setting is a meaningful distinction. Road Pro and Track exist because the information a rider wants on a back road and the information they want on a circuit are not the same, and switching between them should not require a configuration session.
Ergonomics
The riding position is supermotard-derived: a wide handlebar, an upright position, and a chassis that is narrow between the rider's legs.
Ducati notes that for the first time the SP and standard version share the same seat height. The straddle arch is reduced by 15 mm compared with the previous model, and by 35 mm on the SP — which is the measurement that actually governs whether you can get a foot down, rather than the seat height number itself.
For riders who need it lower, Ducati lists a lower seat and lowered suspension as Ducati Performance accessories, which is a cleaner solution than compromising the stock geometry.
Pricing
| Trim | Color | MSRP |
|---|---|---|
| Hypermotard V2 | Ducati Red | $16,995 |
| Hypermotard V2 SP | SP Livery | $20,995 |
A $995 destination charge applies.
The SP's livery carries white wheels with red tags and the number 20, marking the twentieth anniversary of the original prototype, with graphics built around a Racing Red SP logo.
The $4,000 step from V2 to SP buys fully adjustable Öhlins suspension, M50 calipers with a dedicated master cylinder, forged wheels, a lithium battery, a carbon mudguard and 6.6 lb. That is a lot of hardware for the money by Ducati standards — but the standard bike's fully adjustable Kayaba setup and M4.32 calipers are not a compromise, and a rider who never books a track day will struggle to find the SP's limits on a public road.
Who this bike is for
The Hypermotard V2 is for a rider who has already owned a sportbike and concluded that the interesting part was never the top speed. It is for tight, badly surfaced, technical roads — the sort where a Panigale's advantages are theoretical and its riding position is a tax. It rewards commitment and aggression at speeds that will not get your license taken away in one go.
It is not a sensible bike, and it is not trying to be. There is minimal wind protection, and a long freeway stint is not what it was built for. Riders who want a fast, upright Ducati with range and comfort should be looking at a Multistrada V2 instead.
It is also a lot of motorcycle for a rider stepping up from a 400. If the supermoto idea appeals but 120 hp sounds like more than you want to manage, the single-cylinder Hypermotard 698 Mono delivers the supermoto format with a good deal less consequence.
See it at MotoCorsa
The Hypermotard V2 and V2 SP are available through MotoCorsa Ducati in Portland. Browse our current Ducati inventory to check availability, or contact us to book a test ride — seat height is the one spec on this bike that nobody should take on faith, and a few minutes in the saddle settles it.
Specifications and pricing sourced from ducati.com and are subject to change. Contact MotoCorsa for current availability and out-the-door pricing.