Ducati’s Hypermotard is the Italian brand’s poster child for bad behavior, socially unacceptable antics and plain ol’ hooliganism. When it was introduced six years ago, it captured the spazstic attention of those that are drawn to wheelies, tire smoke and cutting skids, but it really wasn’t a motorcycle that most wanted to live with every day. Its flighty front-end, intense ergonomics and limited fuel range made for a ride that was, well, hyper. For 2013, Ducati has given the Hypermotard a dose of Ritalin to make daily life with the most ADHD motorcycle in the line-up a little more appealing to the masses. But did they prescribe the correct dosage?




Ducati began with a clean slate for the 2013, but made sure to not lose the character that is the Hypermotard. Gone is the air-cooled powerplant available in both the 796 and 1100 variants, replaced with a singular 821cc water-cooled Testastretta 11 engine that is shared between the Hypermotard and Hypermotard SP. With a claimed 110 horsepower on tap, the new mill puts out 20 more peak ponies than the outgoing 1100, but has 10 less torque with 68.5 ft-lb. Additionally the service interval for this newest Testatretta engine is 18,500 miles – the longest thus far from Ducati.
An APTC, oil-bathed clutch is a new addition to the final drive, compete with a slipper function. Using a self-servo mechanism to press the plates together under acceleration allows for lighter spring rates, and on decel the servo releases pressure for improved rear wheel control on downshifts. The clutch is cable operated, but the pull is light and smooth.

Forward thrust is now metered by a fly-by-wire twist grip operating individual 52mm throttle bodies, which are controlled by a Magneti Marelli fuel injection system. The FI system draws from a larger 4.2 gallon fuel tank that is 0.9 gallon larger than the previous model. While the Testastretta 11 is a thirstier engine, the fuel range is now increased to an acceptable level. The Ducati Safety Pack is standard and includes three levels of ABS and eight levels of DTC (Ducati Traction Control).

Three riding modes are selectable but differ between the Hypermotard and Hypermotoard SP. The standard model gets Sport, Touring and Urban modes, with the two top tiers pumping out 110 hp. The ABS and DTC settings are low in Sport, while Touring gets a middle of the road treatment for the electronic aides. Urban drops the power to 75 hp and cranks up the ABS and DTC. On the SP Race mode puts out full power and drops the DTC to Level 2 and turns off the ABS to the rear end for supermoto-style slides. Sport mirrors the standard model’s setting by the same name and Wet brings the ABS to Level 3 and DTC to Level 7 and delivers 75 hp.

Wheelie control is determined by the ABS setting. Level 1 allows for as much 12 o’clock action as you desire, Level 2 lets the wheel come up but controls the lift, and Level 3 keeps the front wheel planted.
The team charged with the Hyper’s redesign was charged with not only fitting a new engine, but also softening the hard-edged handling slightly to appeal to the less hardcore rider. That began with a new steel trellis frame and aluminum sub-frame halves. The rake has been increased to 25.5 degrees with 4.1 inches of trail. The wheelbase is now 1.6 inches longer at 59.2. All this is meant to increase the stability while still retaining the Hypermotard’s characteristic agility.

The first generation Hypermotard had a very aggressive seating position that made longer rides a chore. This new model gets more relaxed and comfortable ergonomics. The seat has more room to move rearward while the footpegs have been moved forward easing strain on the nether regions. A more upright feel is enhanced further by the bars being set back closer to the rider than before. Seat height is a tallish 34.2 inches for the standard and a towering 35 inches for the SP. A low seat option is available that knocks almost an inch off that height.