2013 Ducati Hypermotard 821 Review —

30 Май 2015 | Author: | Комментарии к записи 2013 Ducati Hypermotard 821 Review — отключены
Ducati Hypermotard 796

A slightly less hyper

And when I was informed the testing for Ducati’s hooligan bike be the roads of Southern Spain and the Ascari Race Resort, was impossible to resist.

Mix the warning black ice on the roads with wind protection from the and inadequate clothing, and any thoughts of twisty Spanish roads replaced with simply warm and upright.

More Still Hyper

However, doesn’t mean all was lost. sitting on the new bike I noticed I was in a relaxed position compared to its Bars are higher and closer to the pegs are pushed forward and moved rearward.

Now I’m no longer over the front tire before, instead seated with an actual view of the underneath me.

The bike is all new from the up, including a redesigned steel frame and aluminum …-cast Chassis geometry figures are all relaxed compared to its predecessor for stability. Rake is now 25.5 (from 24.0 degrees), and is 4.1 inches (from 3.9 inches).

is longer as well, up from inches to 59.2.

Maintaining the Hypermotard look was according to Project Manager Sairu. This meant the beak-like nose, slim tall stance and dirtbike-on-steroids all while giving the rider comfort and longer range, to the aforementioned ergo changes and 4.2-gallon tank (from

The big change in 2013 is the all-new, liquid-cooled, four-valve Testastretta II as the sole engine choice. In you could call it a stroked of the 803cc engine from the as it shares the same 88mm as the previous 796 mill, but … is up to from 66mm before. Of cylinder heads are different to the liquid-cooling and four valves, compression is upped to 12.8:1.

its Multistrada sibling, the new engine shares the 11-degree valve sacrificing some peak for usable midrange. And on these this midrange flexibility was on display. Darting from to switchback was largely a third affair, though shifts the new APTC wet clutch (with function) were seamless in direction.

Ducati claims the new puts out 110 hp, 20 more than the engine of yesteryear’s 1100. the 65.8 ft.-lbs. is ten shy of the 1100 — no replacement for displacement, after Though the extra torque is there’s still plenty to the front tire off the ground.

According to Sairu, the change to the new is to meet the power characteristics were after, while strict Euro 3 emission “It’s difficult to achieve improvements now without water-cooling,” he leaving open the possibility of a powerful version of the Hyper in the future.

Thanks to ever manufacturing techniques, the Testastretta II service intervals increase to km (9300 mi), with service now required at 30,000 km mi). The new Hyper is also the of the line to receive ride-by-wire and individual throttle bodies, all by a Magneti Marelli engine system.

Of course, the electronic makes it easier to facilitate the Ducati Traction Control and ride modes: Sport, and Urban. The first two deliver the 110 hp in descending levels of urgency, Urban curtails power to 75 hp. puts DTC and ABS in low settings, Touring both in the middle, and Urban the safety nannies to high.

Bosch provides the brain behind the sophisticated ABS system of the The 9MP unit is extremely small, less than two pounds, and three different ABS settings off).

Level 1 allows rear wheel lift, Level 2 does its best to both wheels on the ground and at all times. Ride modes, DTC and ABS are adjustable as the rider desires, DTC and ABS must be done at a standstill. of all, the settings are remembered by the ECU the bike is turned off.

like these exist for conditions like our ride I started the ride in Touring DTC set to 4 and ABS at 2. As these systems have more sophisticated, it’s hard to notice intervention.

The nature at which Touring delivers power, however, was than I preferred. A simple tap of the with the left thumb to the sharper response of Sport and, together with the gearing, equals healthy of torque delivered at a rate digestible for most riders.

provides a 43mm, non-adjustable with a Sachs shock in the adjustable for preload and rebound. four-pot monobloc calipers on 320mm discs in front and a disc sits out back a twin-piston caliper. The Brembo work in typical Brembo but conditions simply weren’t to really test the suspension than to say it provides a firm yet ride.

Ducati chose to equip a adjustable Marzocchi 50mm to the SP, a similar unit to that on the base 1199 Panigale. An shock is directly mounted and offers full adjustability. suspension travel is 7.3 inches, 6.9, compared to 6.7 inches and 5.9 respectively, on the standard, and is largely for the 8.3-inch ground clearance to 7.5 inches on the base model.

differences include an aluminum instead of the standard’s steel and a Brembo radial master with an 18mm piston of the standard’s axial m/c and 16mm Riding modes are now called Sport and Wet but have the same An additional ABS mode, not available on the model, has minimal intervention up and none in the rear, perfect for it in.

Before turning a wheel on you can’t help but notice the 35-inch seat height inches on the standard model) is high, due to the long-travel suspension. An low-seat is available with seat foam, shaving an inch.

With the tarmac warming up and my properly thawed, it was time to laps. None of the bikes equipped with tire yet with ambient temperatures in the 40s/low 50s, the stock SP tires came into own after just a single Impressive.

The best way to describe the 821 II’s character is “friendly.” in race mode, power is manageable and far from overwhelming. character blends well the rest of the motorcycle, as every works in harmony to create a machine.

In a word, the new Hyper is Rowing through the gears I missed a shift in either as it’s very smooth and — a sentiment shared by other in attendance. The flexible nature of the was well suited to Ascari’s curvy layout.

The SPs suspension were dialed in well for the — I didn’t feel the need to a single clicker.

Redline is set at 9700 rpm, peak power coming at though there’s an impressive of overrun for a long-… V-Twin. the soft rev limiter serves as a reminder to shift. DTC interrupts instead of cutting fuel honestly, if it did activate, I didn’t it.

The wide bars provide leverage to throw the Hyper corners, but with such weight up front, I noticed a vagueness from the front Body placement helps this, and over time I to trust it would go where I it, but it’s difficult to be inch-perfect in selection without front-end

Ducati Hypermotard 796
Ducati Hypermotard 796
Ducati Hypermotard 796
Ducati Hypermotard 796

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