2010 Ducati Hypermotard 1100 EVO Review —

7 Май 2015 | Author: | Комментарии к записи 2010 Ducati Hypermotard 1100 EVO Review — отключены
Ducati HM Hypermotard
Ducati HM Hypermotard

The dirt-styled hooligan roadster even better

It’s a couple of years since we experienced Ducati’s delightfully Hypermotard 1100S, describing it in our as “a wheelie-popping hooligan machine can make even a saint

After having ridden the 2010 EVO edition – with power and less weight – proves to be more insistent ever.

The new Hypermotard’s EVO moniker is by the highly revised air-cooled lump dubbed Evoluzione (evolution, two-valve-per-cylinder engine). The bore and … yield the 1078cc displacement, but that’s most of the similarities end.

and air are directed via a Siemens ECU and throttle (that replace the previous components) before entering a new cylinder head. Altered ports feed a combustion that uses a single plug per cylinder rather the old DS (dual spark) head. The ratio is up from 10.7 to and Ducati claims improved and lubrication.

New, too, are the Hyper’s engine cases. Together Vacural vacuum-…-cast technology, has shaved about 7 lbs from the Further weight reduction in the form of a lighter “848-style” a magnesium alternator cover and rare-earth alternator magnets.

A larger airbox enables breathing, and the exhaust of each now has its own lambda sensor on their way to the undertail mufflers. A new oil cooler 85% more radiating area.

The from Bologna claim 95 horsepower at 7500 rpm, up from the previous 90 hp at 7750. torque of 76.7 ft-lbs at 5750 rpm, a surprising revs later than the old DS Ducati likes to note the service intervals of its bikes recently gone up to 7500 and that its bikes come a two-year warranty.

Further the power-to-weight ratio is a lighter The rear part of the frame has machined pieces for the suspension’s points replacing the previous and heavy forged steel The Hypermotard’s total weight is said to be a considerable 15 lbs, in a claimed dry weight of just 379

The Hyper EVO benefits functionally by borrowed from Ducati’s stable-mate, as is the compact (but featured) gauge pack. The LCD functions well enough, but its tach isn’t easily Fortunately, there are easily red shift lights if you somehow track of revs.

Stylistically, the EVO is a match for the original HM. Trainspotter will recognize the 2010 by their black fork as requested by potential and past

The LCD display functions well but its bar-graph tach isn’t readable.

As before, Hypermotard come in two flavors. The base retails for the same $11,995. of the previous upmarket S model, the EVO is by the higher-spec SP version.

Premium suspension, brakes and and a smattering of carbon fiber the MSRP to $14,495.

Saddling Up to Flats

The host city for the press launch was Scottsdale, giving us some city-street and freeway slogging before we hit the road on our way to the cowboy-esque tourist of Tortilla Flats.

Swinging a leg a Hypermotard 1100 might be the impediment to ownership, especially for riders. The base Hyper’s height of 33.3 inches is more manageable than the 34.4 inches when need easy contact the ground. Hands large and are accommodated by easily adjustable and front brake levers.

Ducati HM Hypermotard

A dirtbike-like handlebar dictates the and malleable riding position. are placed forward and far from the making the Hyper a good for NBA athletes. The one-piece seat was for the sub-60-minute sessions we rode, but we aren’t keen on its upward from the low section at its forward

Although the dry-type clutch at the end of its travel, smooth launches are thanks to the responsive and torquey The Evoluzione Desmodue pulls and cleanly from as low as 2000 rpm really hitting its stride 4500 revs when music erupts by the not-too-stifled A gain of 5 hp up top is nice (5.5%), but we the increase through the midrange is, even bigger.

The EVO’s ergos supply a commanding to the rider, as does the tall The HM retains its unique flip-out which are reasonably effective but are wide. Hand guards a bit of wind protection while double duty as the mounts for the LED

Footpegs have serrated for max grip in slippery situations; rubber inserts keep transmission to a minimum.

Relatively low gearing and a broad supply plenty of squirt. 1 to 3 are closely spaced for potent acceleration, then a bit of a gap to 4th. Out of cruising speeds of 70-75 mph are tolerable despite the lack of protection.

Bump compliance is thanks to 6.5 inches of travel in Marzocchi fork and 5.6 inches in the shock, both three-way

The lighter flywheel makes the quicker to rev and snappier in its responses. The seems to come more giving us the chance to run into the soft rev limiter. Its throttle has a short range, perhaps one-third of a twist to its stop, so just a flick of the wrist to maximum acceleration.

Ducati 41 mpg for the Hypermotard, giving it a theoretical range from its acutely 3.3-gallon tank.

The Hypermotard excels when pointed a twisty road (even if one filled with elderly and asphalt-colored gravel). The odd Duc knifes corners at the urging of its wide although steering effort exactly light.

Both versions of the EVO utilize calipers and 305mm front but there is a big difference in response. The model uses two-piece brake calipers that much less initial and longer lever travel the wicked monoblocks on the SP. Replacing the with a more aggressive would help.

Ducati HM Hypermotard
Ducati HM Hypermotard
Ducati HM Hypermotard
Ducati HM Hypermotard
Ducati HM Hypermotard
Ducati HM Hypermotard
Ducati HM Hypermotard


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