2010 Ducati Hypermotard 1100 EVO and 1100 EVO SP Review- First Rides

19 May 2015 | Author: | Comments Off on 2010 Ducati Hypermotard 1100 EVO and 1100 EVO SP Review- First Rides
Ducati 1100 Racing
Ducati 1100 Racing

First Ride: 2010 Ducati Hypermotard 1100 EVO and 1100 EVO SP A little naked bike, a little standard motorcycle and a touch of Monster, Ducati’s Hypermotards evolve.

Somebody aft Ducati really dropped the ball big-time: Arizona Highway 88, a dyspeptic duodenum of a two-lane that coils its way through the Superstition Mountains, had not been swept, prepped or cleared of civilians when we rode Ducati’s pair of 2010 Hypermotard 1100s—EVO and EVO SP—one fine cool day last week with a small posse of fellow motojournalists. Say, is this shiny new EVO SP slithering around because it’s impossible to get its Pirelli Diablo Supercorsas up to temperature on such a cool day?

No, the vanilla EVO on its street-compound Diablos does the same skittery thing… There’s gravel in them thar’ curves, and sand and the droppings from a thousand slow-moving Buicks making the pilgrimage to Tortilla Flats for the Early Bird Special. We’re in snowbird country, boys. Keep your eyes peeled for Polident spills and Preparation H slicks…

Both new 1100 EVOs are powered by the same heavily revised Evoluzione L-Twin, now 11.5 pounds lighter and 5 horsepower stronger, says Ducati. Using the Vacural vacuum casting technology employed in its Superbike engines, a crank assembly with an 848-style flywheel and rare-earth alternator magnets saves most of that weight.

New cylinder heads with improved lubrication and cooling also get revised intake ports, higher compression (11.3:1) and a single spark plug; improved burn efficiency is the result. A bigger airbox opening and higher-lift cams let the good air in, while Siemens electronics replace Magneti-Marelli. The beauty of the two-valve Ducati remains the same; the new engine gives its all of 95 horsepower at just 7500 rpm, with torque peaking at 76 foot-pounds at 5750 rpm, Ducati says.

Changes to the steel trellis frame in the engine mounting area—i.e. doing away with the heavier, forged sections—saves another few pounds.

Elsewhere, the new Hypers get the cool new switchgear from the Streetfighter, and the same sort of LCD instrument panel, too. In addition to the usual info, the high-beam switch can be used as a lap timer, and the instrument-cluster screen doubles as a control panel for the Ducati Data Analyser system; DDA comes standard on the 1100 EVO SP, and is available as an accessory on the 1100 EVO and 796. All the Hypers have an underseat DDA USB connection port which doubles as a plug-in point for a battery charger. How convenient…

Now you can flip the Hypers’ bar-end mirrors out when you’re curious what’s behind you (usually nothing unless you’re at a press launch), or fold them in when you need to squeeze through a tight spot; LED turnsignals are integrated into front of the mirror bodies. The headlight is new, while the taillight uses a strip of LEDs (behind a high-diffusion lens) that glows brighter when activated by the brakes.

A sturdy pair of pillion grab handles are molded into the bottom of the tailsection, and 1100 passenger pegs are designed for quick removal. Shame they couldn’t do something about that front beak.

Ducati 1100 Racing
Ducati 1100 Racing

Your base model 1100 EVO is a pretty sporting piece all right, with pretty dang good adjustable suspension comprising a Showa fork and Sachs shock, good Brembo brakes and everything you need to hold your head up in Ducati society. For $2500 more, though, the EVO SP is a more serious tool for people considering lots of track days or racing (the Italian Hypermoto series has been a big hit, supposedly).

To that end, the SP gets Monobloc Brembo calipers that will stand you on your nose if you just hopped off the regular EVO and apply the same lever pressure, and those stronger brakes are attached to a 1.2-inch longer, 50mm anti-friction coated Marzocchi fork full of stiffer fork springs. An Öhlins shock controls the rear through a link that’s adjustable for ride height, “significantly lighter” Marchesini wheels carry Pirelli DOT race rubber, and there are a few more carbon-fiber items.

What you wind up with is a 2-pound-lighter, stiffer, less-pitch-prone 1100 EVO with more cornering clearance thanks to increased ride height—a good deal if you plan to ride on the track or like a lunatic on the road. Downside might be the 34.4-inch-high seat, 1.2 inches up on the standard Hyper.

Truly, though, on the kind of kinky, dirty, slippery roads where you nearly have to be a lunatic to ride a bike with clip-on handlebars, a bike like the Hypermotard is definitely the way to go. Stick that inside foot out Dick Mann (or Val Rossi!) style goin’ in, then levitate the front wheel gracefully goin’ out in second gear—it’s like motocross without all the mud and bruised kidneys and compound fractures… traction shmaction.

Like all the finer things, Hyper activity does not come cheap: $11,995 for the 1100 EVO, $14,495 for the EVO SP.

Ducati 1100 Racing
Ducati 1100 Racing
Ducati 1100 Racing
Ducati 1100 Racing
Ducati 1100 Racing

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