Ducati Hypermotard: MotoLife In The (Perfect) Balance soup goes to sardinia by danny coe
Thursday, June 07, 2007
After crossing two continents and finally stepping off our third flight onto the Island of Sardinia, our final destination was only a few minutes more by bus. Ahead of us waited our personal pre-production Ducati Hypermotard and a deserved adult beverage, hopefully followed by a hot shower and a clean bed. Soup suspected that our attendance was mandatory at the launch of Ducati's most aggressive new sportbike, and our thoughts were confirmed upon entering the hotel where the first person to greet us was none other than Ducati's Managing Director, Claudio Domenicali.
After spending the better part of the following day sampling the beach furniture surfside and admiring the ocean view while devouring a multitude of hors d'oeuvres to curb the anticipation, our launch officially started with a formal welcome and detailed technical presentation hosted by Ducati's young project leader Federico Sabbioni.
During the briefing, Sabbioni explained that the concept was successfully completed in less than 1.5 years, a span considered extremely short for such a project. Ducati suspected they were on the right track when, in 2005, Pierre Terblanche's prototype was awarded The Best of Show in Milan.
Technical Briefing
The stunning new machine will only be produced in red, with a red trellis frame and black wheels. Available in two versions, the Standard or base model has an MSRP of $11,495 and if your friend buys the lighter "S" model but won't share, it will require $13,995 to get your own.
The "S" receives an upgraded lower-friction 50mm Marzocchi fork, lighter forged wheels shod with premium Pirelli tires, an Ohlins shock, adjustable rear ride height, and more powerful single-piece monoblock front calipers straight from the 1098 that stop much smaller new 305mm discs. The "S" also features a smattering of other upgrades including carbon pieces for the front mudguard, fork protectors, timing belt covers and dual rear muffler's side panels.
Both versions differ in rear shock manufacturers but still share the same suspension adjustability and rolling geometry. The chassis has 24 degrees of rake, stabilized by 3.93" of trail and its long 57.28" wheelbase, compliments of the single-sided swingarm from the Multistrada. Other relevant figures are the claimed dry weights: the Standard being 394 pounds, while the "S" weighs in four pounds lighter at 390 and an amazing 42 pounds less then the Multi--helped by its forged Marchesini wheels.
You know you're having fun when your socks start smoking before you realize the extent of lean angles.
Also like Ducati's Multi, the fuel tank is an integrated plastic component that continues rearward within the rear subframe. The tank holds 3.3 gallons and if the claimed 37.8-mpg is accurate, expected range should be 125 miles per fill-up.
Powering Ducati's latest naked, air-cooled 1078cc is their proven desmodromic 90-degree twin with two-valve heads, twin sparkplugs, and 45mm Marelli fuel-injection throttle bodies. The powerplant's drivetrain differs considerably from the Multistrada, as the Hypermotard now receives the 1098's dry clutch with one additional plate, lightened primary gears, and transmission components. All told, the new parts remove 3.5 pounds from the previous liquid-cooled engine. With the increase in clutch friction resulting from the additional plate, less spring pressure is required, now resulting in a 30% easier pull at the lever. The revised lower-end can transmit the 1100's 90 hp@7750rpm and 76 lb./ft. of torque at a low 4750 rpm through its lightened six-speed gearbox.
Ducati Performance Options
As seemingly with all of Ducati's sporting motorcycles, for mere Euros, the Hypermotard owner can avail him or herself with a full line of performance add-ons. The machines we circulated Mores aboard were indeed the "S" model, with each having received a sprinkling of performance accessories that included; the non-DOT full exhaust, which is lighter, yet larger in diameter with 54mm tubing, as opposed to the stock 50mm pipe and uses a single side-mount carbon exhaust canister with a titanium end-cap. This system eliminates the dual mufflers, the servo controlled exhaust valve, its ancillary drive motor, cables, cat converter, Lambda sensor and, consequently, more than a few pounds. Compensating for the performance exhaust is a matching ECU, an airbox intake cover with larger scoops, and new under-seat license plate mounting hardware. All of this is included with the pipe kit.
Dedicated owners will appreciate that the Performance catalogue now contains literally a treasure trove of other special options, and Soup would be remiss if these details were omitted from our text. In addition to the single-muffler exhaust, shiny bits include a second exhaust option: a full-carbon Termignoni dual slip-on muffler with removable inner baffles. Other optional engine upgrades include a set of high-rpm camshafts, again with their own specially matching ECU. Next is a complete slipper dry-clutch assembly that can be housed within a set of full-magnesium side cases and complemented by lightweight magnesium cylinder head covers. All cases and covers are available individually and contain a full complement of lightweight mounting screws.
For the chassis, different hard parts include bolt on low-friction under-footpeg skids, a reshaped seat with different foam density and covering material, carbon covers for the chain guard, countershaft sprocket, gas tank, rear tire hugger, side and seat panels and an exhaust heat shield. Also available is a steering damper complete with billet mount, a standardized mounting kit to relocate the mirrors inboard, at least two optional low-drag drive chains, and a lightweight 520 sprocket kit to replace the OE 525 chain. Finally, to quantify your purchase with the trick bits listed above, both versions of the Hypermotard come readily equipped with the exact same data acquisition and downloadable capability as found on the 1098. The full DDA system only requires $300 investment, which buys the accessory data analyzer key and computer disc software for your PC or portable laptop. Once familiar with how the small DDA switch mounted on the left handlebar control works, undoubtedly tons of newly acquired and useful data will be at your fingertips.
Fun To Ride? You Bet Your Sweet Beppe
Soup was formally introduced to the fully standard model of the 1078cc Hypermotard when we awoke in the morning to clear weather and a perfectly organized lineup of 15 brand-spanking-new "standard" units, each awaiting their well-fed journalists. Just prior to fastening our helmets, each of us was issued a road map and a get-out of-jail-pass compliments of Ducati. (Honest, just ask Mr. Minoli...)
On the island of Sardinia just off the coast of Sicily, we eagerly began our intro with a 60-mile canyon ride where, once under way and for the clearest possible view of the anticipated topography, early on Soup courteously sliced our way through 13 other members of the world press and assumed our unshaken position at-point, just behind Beppe our knowledgeable guide who was aboard his personal GT.
Soon, two things were apparent; nary would a traffic cop likely be seen once we turned inland from the stunning coastline roads, and once fully under way, there was to be no passing of our silky-smooth, but short-tempered, riding guide. It was no accident that Ducati chose Sardinia as the site for the launch, and not just because the remote island was deemed the origin of the sardine and some 300 million of them couldn't be wrong, but also that government would only post one police officer about every 60 miles, and these likely would generally be within reach of their local communities. Our route offered the most pristine two-lane roads and scenic riding territory this side of the equator. Imagine riding the Blue Ridge parkway with no traffic or speed traps...outstanding!
Although sternly forewarned well in advance not to wheelie on the public roads, in the first three gears where we seemed to spend the most time, this motorcycle would loft at will ...
We stopped counting corners at 800, and without the presence of the local Cabineri, the only thing that held us back was our riding guide and a brief lecture from Ducati's top brass regarding their annual citation budget for journalist's speeding tickets. Last year, $150,000 was doled out for moving violations on Ducati's equipment, fines that in Europe are automatically billed to the registered owner of the motorcycle. Rightfully so, the points assessed to the operators' driver's licenses are automatically assigned to his or her license for each offence, but fortunately the Italian government generously offers an option; if you agree to "double the fine", all is excused. Yup, 150 large.
The Standard Hypermotard we rode over Sardinia's pristine roads left us with some distinct machine impressions. It wasn't until we climbed aboard the kitted "S" version later in the day and experienced our motorcycle on the Mores track at full song that we had a true baseline for comparison. On the street, the stock 1078cc Ducati was extremely eager to perform and, here, the nimble twin was entirely at home, effortlessly vaulting from corner to corner. Although sternly forewarned well in advance not to wheelie on the public roads, in the first three gears where we seemed to spend the most time, this motorcycle would loft at will and seemed to require constantly responsible throttle awareness as not to disobey direct orders. Of course, we did the best we could to control ourselves, but also found that the 6.5 inches of front travel from the Marzocchi fork and would easily absorb all the abuse we could muster, as would the Sachs rear damper. At the rear, an equally cushy 5.6 inches of travel and the Hypermotard's solid footprint, compliments of the 6" rim, added to stability and we had no complaints there.
One of the bigger differences between the two models are the OE tire fitments and front brake systems. The Standard is slated to use Bridgestone BT014 rubber, while the "S" model will have Pirelli Diablo Corsa III stickers. For brakes, the base model uses slightly smaller cast four-piston calipers with 32mm pistons and dual organic pads, while the "S" is equipped with more powerful cast monoblock pots and larger 34mm four-pistons that push twin sintered pads. Our honest opinion is that the brakes on either model are superb. In all of the different environs in which we rode, we could never tax the limits of either system and, in most situations when helped with the engine's compression, we felt this Ducati would sufficiently stop with a single front disc. At the rear, Ducati elected to use a large 245mm rotor and opposed dual-piston caliper with a low leverage ratio that permits liberal use--a necessity for a 'motard rear-brake-biased riding application.
The agility of this motorcycle is enhanced by its narrow stance and high center of gravity that already have the motorcycle turning effortlessly when changing direction or negotiating corners.
For street riding as well as the track, our initial impression of the 'motard's feel and feedback was that we could do most anything with the motorcycle from a seated position, or even when standing. Due to the slope of the seat, the rider is placed close to the tank and easily over the top triple clamp, and while the Standard does not offer ride height adjustability, steering was comfortable yet sensitive. The agility of this motorcycle is enhanced by its narrow stance and high center of gravity that already have the motorcycle turning effortlessly when changing direction or negotiating corners. Add to this a tremendous amount of leverage from the wide moto-style bar with exceptionally wide folding bar-end mirrors, and counter-steering gains new meaning. The Hypermotard is sensitive to control inputs, responding best to gentle touches when turning or braking. As for the well-exposed mirrors, as you might expect, they offer a clear and unobstructed view. If you are a rider concerned about the happenings behind, these are for you. On the other hand, if your state of residence allows lane-splitting during your commute, be prepared to use their convenient folding capability.
If we had to identify any fault with our Standard-version Hypermotard, it would be directed squarely at the front Bridgestone BT014 tire. For whatever reason, we did not find the front's side-grip inspiring when sourcing the ground clearance limits of the machine. In all fairness, the wide 3.5/ 6.0 rim fitment and OE rubber on the Standard model provide a wide and solid footprint, one certainly capable of excellent traction and well within the moderate pace set by our guide. However, if left to our own recognizance and sans Beppe, even on the street, this tester would quickly opt for stickier rubber, perhaps before our Ducati left the El Faro hotel. The other feature we would miss on the Standard is the adjustable rear ride-height arm. On the "S" version, the rod is indeed adjustable, offering a 15mm range of movement. Without this part, choosing to fit different rubber or alternative gearing on a Standard model negates an outstanding benefit of the single-sided swingarm, the ability to easily compensate ride height for such changes. On a positive note, the adjustable arm will be available from your dealer and is simple to install.
Schooled by Xaus on the Mores Circuit
"I'm here to show everyone how well the new machine works and to keep all of you honest", Xaus quoted during the welcome conference as he greeted the arriving press. Show us, he did; keep everyone honest...perhaps a task more easily accomplished closer to the Vatican in Rome.
Once we set foot on the Mores track and experienced the "S" Hypermotard with different-spec tires, our suspicions were confirmed and we were able to easily surpass the predetermined limits we experienced literally minutes earlier on the street. We found that the "S" could attack any part of the racetrack as long as you were smooth with your rider inputs at the controls. Traction from both the front and rear tires was predictable, and the "S" had no problem working-up the Diablo Corsa rubber. In fact, the laps passed so quickly on the one-mile circuit that the tires had less time to cool-off than we did.
The Hypermotard will allow a full 'motard approach with the emphasis on rear-slide corner entry, or as I preferred, with feet up and wheels aligned. No matter which one you choose, its strong torque, light overall weight, and solid suspension make for great performance.
As our confidence in the Ducati increased, its ground clearance lessened. The result of ample grip and the inspiring sport that the "S" offered, on the right, the brake pedal firmly touched down on the tip and also on the pedal's pointed boss. In tighter left-hand corners, the foot of the side stand was of concern as its contact point is far enough back to possibly lever and lift the rear wheel. As testament, we literally ruined a set of brand new riding boots after wearing through our toe-sliders. You know you're having fun when your socks start smoking before you realize the extent of lean angles. In this case, Alpinestars might not be happy, but we were more than satisfied with both the machine's performance and the durability of our new riding gear.
Fully recognizing that SuperbikePlanet.com is dedicated to the gracefully aggressive art of roadracing, the pre-ride plan for this tester was be to assault Mores with our wheels in-line. To that end, we tried our best to stick with our proven approach and keep the "full hacks" to a minimum. Our riding style was a far less spectacular tack, soon an obvious fact after seeing WSB ace Ruben Xaus demonstrate the proper 'motard technique. Keeping true to his words earlier, he would show everyone the true capabilities of this machine in its full hyper-state. His approach actually placed far less demand on available ground clearance and watching him ride could convince the inconvincible, proving that, under the right circumstances, a full-'motard approach can truly lower your lap times. While lapping with Ruben, we were first-handedly convinced the 'motard approach is faster, at least entering the hairpins and getting the motorcycle turned and quickly pointed in the proper direction for strong exiting drives. Xaus single-handedly demonstrated the perfect balance of Ducati's 1100cc Hypermotard.
Our single-day impression is that the character of this Ducati makes the rider feel confident, as if the motorcycle can be ridden anywhere. The Hypermotard will allow a full 'motard approach with the emphasis on rear-slide corner entry, or as I preferred, with feet up and wheels aligned. No matter which one you choose, its strong torque, light overall weight, and solid suspension make for great performance. However, don't expect this one to ride like your current sportbike. It moves through its 6 inches of travel with ease and, even with stiffer settings, will still noticeably transfer weight fore and aft depending on how smoothly you ride and how the controls are managed.
For us, the true merit of a motorcycle comes at the conclusion of a track day. If you are seriously disappointed when the event is over, then the motorcycle was the real thing. Following the final checkered flag at Mores in Alhegro Sardinia, this tester definitely wanted more.
