DUCATI HYPERMOTARD 950 (2019 - on) Review
- The connsumate street hooligan
- Same chassis as excellent 939
- Clever electronics help rather than hinder fun
At a glance
|Owners' reliability rating:|
|Annual servicing cost:||£180|
Overall ratingNext up: Ride & brakes
More power, less weight and a host of attentive (yet subtle) updates could be the keys to success for the new Ducati Hypermotard 950, and enough to transform the fun-but-niche street hooligan into something with more mass appeal.
- Latest news: Ducati Hypermotard 950 RVE revealed
For many, the Hypermotard 950 was an intriguing, standout bike when unveiled at the tail end of 2018 in Milan. Its new underseat exhausts and 916-inspired pipe routing look so right on a Ducati, and help transform the Hyper from looking a little like a parts-bin special to simply looking rather special.
The bike has proven to be popular with our European neighbours, but not so much here in the UK. In an attempt to flip that trend, Ducati have tried to boost its edgy supermotard DNA, while simultaneously enhancing its everyday usability.
For a bike that packs such fun and frolics, it’s surprising to hear the Hypermotard’s meagre sales figures here in the UK. Then again, its super-niche stance isn’t exactly compatible with Great British environments where making the most of its nuttiness is impossible – but that shouldn't discourage you from this very involving, fun-packed bike.
Ducati staff reckon the Hypermotard 950 is one of the best bikes to leave the Bologna factory, and I concur. There’s nothing nice about this bike and I mean that in the nicest possible way; it’s a rampant, relentless beast with the throttle pinned, yet very useable at more serene speeds where smiles for miles can still be delivered.
I’m struggling to conjure up any negatives. Perhaps the only gadget missing from the 950 is a fuel gauge. Granted, it's not a massive upgrade in terms of performance or technology, but the subtle tweaks make the Hypermotard 950 a much-improved overall package and it has enough in its armoury to appease pretty much every rider on the planet – if you can live with the aesthetics.
Ride quality & brakesNext up: Engine
There’s no hiding from the fact that the Hypermotard is a very tall bike and this has previously been a strong deterrent for the vertically challenged.
While the seat height remains at a lofty 870mm, the seat width has been trimmed by a significant 52mm (partly thanks to a new trellis subframe), which gives a much narrower standover – and for the first time in a while, I was able to place both feet firmly on the floor (I’m 5ft11in, 6ft in my boots).
Numbers aside, the seat is also flatter and comfier than the old 939’s, which makes everyday chores and moving around the bike far easier.
Major emphasis was put on the new 950’s weight loss, shedding a little over 4kg compared to the hardly-lardy 939. It’s been achieved via a host of nips and nucks, including the trellis frame tubing thickness being reduced from 3mm to 2.5mm, which alone shaves off 1kg, while new magnesium engine cases lose another 1.5kg.
I’m not going to pretend that a 4kg weight loss is particularly noticeable, because it isn’t – but there’s no doubt the 950 corners better at committed speeds and feels less awkward mid-corner.
The chassis geometry is identical to the 939’s, so we can only assume the culmination of a diet, softer suspension (with new aluminium fork tubes) and improved ergonomics are collectively responsible.
The Hypermotard still requires an idiosyncratic riding style and prefers standard supermotard techniques; braking hard, scrubbing off speed at the apex, and firing out using its insane grunt on tap.
Some bemoaned the lack of brake feel but that’s just a by-product of soft suspension and more-than-decent stopping power overloading the front-end. That said, the 950 lapped up some rear brake to help the bike turn, especially attacking downhill corners.
EngineNext up: Reliability
Headline figures emphasise a 4bhp increase over the 939 thanks to new pistons, a higher compression ratio, new cam profiling and larger 53mm throttle bodies – but it’s the way in which it makes its power that’s so arousing.
Ducati claim the 950 delivers 82% of its torque at 3000rpm, so no wonder the revised Testastretta feels so lively at the bottom-end and tangibly more responsive than the 939.
It’s actually lost a little peak torque, sacrificing it for a flatter and earlier-starting torque curve. It’s so punchy that the top-end rarely needs exploiting thanks to the pandemonium that’s unleashed beneath. You also have to praise the electronic lords for anti-wheelie, as – ridden aggressively – you’d be looping it or resting in a jail cell by teatime otherwise.
Reliability & build qualityNext up: Value
The internet is awash with claims of electrical gremlins apparently haunting the previous incarnation – but Ducati engineers told me the new ECU has solved these calibration issues.
We've got 3 Ducati Hypermotard 950 owners' reviews on the site with an overall rating of 5 out of 5 stars: buyers love their purchase. The only negative comments were about value for money and amount of kit.
Value vs rivalsNext up: Equipment
The Hypermotard 950 is an expensive machine that isn’t overly practical, however it never pretends to be. The SP’s £3300 extra wedge is an even harder cost to justify, however.
You’re instantly greeted with a new Panigale V4-inspired TFT dash that certainly adds some glamour to the 950’s cockpit. And, as well as de rigueur Ducati Traction Control, Wheelie Control and Bosch Cornering ABS, the 950 now features the same Slide by Brake technology previously reserved for the Panigale V4.
The system essentially allows the use of an overeager rear brake by permitting 10° of slide before electronic intervention – via the Bosch IMU – brings the slide back under control. Sounds great for motard madness, right?
Maybe, but more experienced riders will prefer the conventional method of backing it in using engine braking, as the tech often intrudes and disrupts your fluidity. Also worth noting is that the ABS cannot be disabled in any mode.
All is controlled via the switchgear and full-colour 4.3in TFT dash, through which you can also select from three rider modes.
|Engine type||8v V-twin|
|Frame type||Steel trellis|
|Fuel capacity||14.5 litres|
|Front suspension||Marzocchi 45mm fork, fully adjustable damping and preload|
|Rear suspension||Sachs monoshock, fully adjustable|
|Front brake||2x320mm discs with Brembo four-piston radial calipers|
|Rear brake||245mm disc with Brembo twin-piston caliper|
|Front tyre size||120/70 x 17|
|Rear tyre size||180/55 x 17|
Mpg, costs & insurance
|Average fuel consumption||55.3 mpg|
|Annual road tax||£93|
|Annual service cost||£180|
How much to insure?
|Warranty term||2 years unlimited mileage|
Top speed & performance
|Max power||112 bhp|
|Max torque||71 ft-lb|
|1/4 mile acceleration||-|
|Tank range||176 miles|
Model history & versions
When Ducati launched the Hypermotard 1100 in 2007 it was a radical change from the norm. Producing 90bhp from its 1078cc twin-cylinder engine, the bike combined all the fun of a conventional supermoto with a degree of practicality thanks to a comfy seat and roomy position.
With two booming Coke can sized pipes exiting under the pillion seat, a neat single-sided swingarm and jagged, aggressive styling, the bike was a purposeful, engaging wheelie monster that bucked the Ducati trend for the better.
The original bike lasted just five years, however created a platform for a flurry of other Hypermotards of varied capacities and performance. They are below:
- Ducati Hypermotard 796 (2009-2012)
- Ducati Hypermotard 821 (2013-2016)
- Ducati Hypermotard 939 (2016-2018)
We also spent a morning at Maspalomas Circuit aboard the SP version. Complete with forged Marchesini wheels, Öhlins suspension, quickshifter/autoblipper, and lashings of carbon, our bikes were also treated us to a full Termignoni system, which sheds weight, adds around 5bhp and drastically enhances the already booming Testastretta soundtrack.
For 2019 - as well as all the updates featured on the base model – the SP gets additional suspension travel (15mm at the front, 25mm at the rear) which increases weight transfer and, ultimately, improves feeling through an otherwise stiff trellis chassis.
At £14,295, it ain’t cheap. One of the most frequently asked questions has always been, ‘is the SP worth the extra dollar?’ Well, when you consider the additional kit and capability on offer, it’s an unequivocal yes.
Owners' reviews for the DUCATI HYPERMOTARD 950 (2019 - on)
3 owners have reviewed their DUCATI HYPERMOTARD 950 (2019 - on) and rated it in a number of areas. Read what they have to say and what they like and dislike about the bike below.
Summary of owners' reviews
|Ride quality & brakes:|
|Reliability & build quality:|
|Value vs rivals:|
|Annual servicing cost:||£180|
Version: Standard none SP
Annual servicing cost: £200
The most fun bike I have ever ridden. And the only one I have ever returned from a test ride and said "take my money"! I bought it to "slow down" from a 1000cc hypersports bike. yeah well that didn't happen! I spent 6 months looking for a suitable replacement for my GSXR 1000 K9 and tried as many different bikes as I could and it was a long list. Everything from a KTM 690 Duke all the way through to a Yamaha MT-10. Nothing really hit me with the X factor the Hyper has. While the outright speed may be less, absolutely taking it by the scruff of it's neck and wringing its neck is hilarious fun!! And these days with speed cameras and such out on the roads less speed, more fun was the order of the day.
I didn't go for the SP version so I added a Mupo rear shock and threw the standard Sachs one in the bin as it's only one way adjustable. The forks are OK but i will probably put a Mupo kit in them at some point. Worked very well on a No Limits track day at Rockingham in the summer. Ground clearance was the only issue and it was decking out levers and foot pegs. The brakes are fantastic being Brembo. The first bike I've had with ABS so the lever travel took a little getting used to but the stopping power is fantastic.
Rather than going for the SP version I spent the extra and had the Full Termignoni exhaust system and the race chip activated. along with a Starace RS modified air box and filter to aid the breathing. Worth it alone for the sounds it makes. Ride it on the torque rather than revving it out even though it loves to rev it flies out of corners on trackdays it will out drag 1000cc sportsbikes until they get in the power. but it will surprise a lot of sportbike riders.
My First Ducati since a 748 in the early 00's and the quality, fit and finish is superb. Compared to Japanese bikes of the same price bracket it's beautifully made. The paintwork on the tank was easily scuffed where the inside of my legs rub so I've had to fit some grip pads to stop it wearing through the paint. I've fitted Evotech radiator, engine and oil cooler guards too as the oil cooler looks particularly vulnerable to stones being so low just behind the front wheel.
For what it is I'd say it is on the expensive side and you do suffer Ducati tax when it comes to parts and servicing.
Hard to quantify this one really?? I had a quickshifter auto blipper fitted but apart from all of the electronics package it's pretty sparse when it comes to gismos.
Buying experience: Bought new from GT Motorcycles in Plymouth and everything when perfectly.
This is my go-to bike. Not cheap but as rare as hen's teeth and as much fun as you can have on the roads. It's as easy to ride as a mountain bike at low speeds, but wind it on and it's all Ducati. A word of warning. Only test ride if you're in a position to buy or heartache and longing will follow!
Brakes are top notch. Ride quality is good - the seat is a little firm but I've done a 270 mile day without needing medical attention.
Oozes quality. Been reliable so far 1200 miles in 4 weeks.
Value is subjective but running costs aren't excessive given the extended service intervals.
All you need apart from a fuel gauge!
Buying experience: Bought new from Ducati Leeds. Got a good trade in price. Positive experience.
Annual servicing cost: £165
I am very pleased with this bike, and very surprised by its ability to make you smile and relax at the same time, it certainly has become versatile. Buckle up the MX-boots, lid and goggles, then go skidding around corners at a blast on the back roads, you will be enjoying yourself all day long. It’s a head-turner, so thankfully it’s not sold in the thousands and it will definitely be a talking point. When the goggles gets on, it’s aim is to serve and please, whilst you give it the beans, and oh boy does it deliver.
This is only the standard version, if I could have given 6 out 5 I would’ve done that!
So smooth, yet so wild when you ask it, the response is immediately delivered, unlike other two cylinder bikes, it takes much more before it starts to chucking and thumbing. You can have instant throttle response, but there’s no jerkiness, jitter or kangaroo riding in any of the riding modes.
No issues so far, but only had it for a month.
Insurance is a little higher for me, but as with any insurance, your neighbour can possibly get it lower, whilst another will have it for 10 times the price. Insurance is purely a number grabbed out of the blue. At a £3k premium over what I’ve been used to buy in the past, I’m not regretting the £11k price tag. It is worth every penny in performance, design and desirability
It may sound a little unfair, but this is what reviews are for... Missing that little underseat compartment for a puncture repair kit - I guess that will have to live in he bumbag now. Why can’t there be a 24h clock, when it is showing all 4 digits at any time anyway?
Buying experience: Bought brand new from Ducati Manchester, ordered heated grips and Quick Shifter, coming to a total of £11,500 with delivery, plate etc..