BMW HP2 Megamoto, Ducati Hypermotard 1100 S and KTM 950 Supermoto


BMW HP2 Megamoto, Ducati Hypermotard 1100 S and KTM 950 Supermoto

Comparative test of supermotos

When it comes to pure, distilled driving fun on the country road, they are the first choice: Supermotos. Now a new generation of this previously single-cylinder species is in the starting blocks. Two-cylinder, strong as a bear and outrageously sexy.

The escape went over almost 1000 kilometers. And it washed the test team into the lap of a small mountain range as they tried to escape the masses of water that rained down for weeks at home, as far as southern France. There the little streets nestle in secrecy in the narrow, tightest and ludicrous loops on the slopes, from which lush green and bright yellow grass, bushes and gorse spring. Spring, finally, take a deep breath.

And let’s get up to speed with the youngest representatives of a new generation of fun vehicles. Big supermotos, with powerful two-cylinders and plenty of power. Two years ago, KTM showed a pretty radical approach with the Supermoto 950. And BMW recently with the HP2 Megamoto as well D.ucati with the Hypermotard S, which was implemented almost one-to-one from the study, have just as consistently stepped up. Three driving machines brought to the point with plenty of steam in the boiler and bar any superfluous bells and whistles, with both brisk and gorgeous styling.

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BMW HP2 Megamoto, Ducati Hypermotard 1100 S and KTM 950 Supermoto
Comparative test of supermotos

Ducati Hypermotard 1100 S.


What a delicate beauty, filigree and at the same time of such a gripping nature.

Co-test Peter Öttl was the first to put on the helmet and grab the Ducati. On to the summit storm. Exuberance is out of place here on this small hill climb. In some hairpin bends, skid marks running straight into the rock face provide silent evidence of excessive ambition. All the better if you can maintain an overview upright and relaxed from a lofty height. BMW and KTM scratch a seat height of almost 90 centimeters and thus offer optimal conditions. The towel-slim Ducati, on the other hand, turns out to be the most down-to-earth of its kind with a seat height of "only" 855 millimeters. And although the air-cooled, double-ignited 1100 with measured 88 hp is the weakest of the trio, Peter easily sets the pace with the Ducati.

This is mainly due to two things: On the one hand, the Hypermotard, spurred on by a handling-friendly geometry with a 66 degree steering head angle and light and filigree forged wheels, bustling and lively through the bends. On the other hand, the 90-degree V2 delivers an unbelievably full-bodied, richly sounding carpet of sound that is no less impressive from the depths of the engine speed cell.

His magnificent torque lets the petite Italian leap out of the corners with mighty leaps. The 1100 cannot resist a strong load exchange jolt when applying the gas? the two-valve engines have been able to do that better ??, but then it shows itself from its very best side. Smooth, almost velvety, it starts from 2500 rpm, pulls forward so energetically that it barely keeps the front wheel on the ground.

This Sturm und Drang phase lasts up to just over 6000 rpm, then the vigor noticeably ebbs. Turning up to the engine speed limit of 8700 rpm does not help at all, and selectively the next gear early if you feel like it is significantly more. This also has the advantage that the Ducati driver does not have to concentrate on the hard-to-read LCD tape on the rev counter in the small digital cockpit that can be operated from the handlebars.

In spite of everything: The Hypermotard has full pressure ready exactly in the speed range relevant to the country road, which you need for short intermediate sprints and relaxed overtaking maneuvers. The truck that stands in the way at the exit of the curve is quickly ironed.


The Ducati is made extremely sharp, extremely powerful, extremely slim.

Still, cornering on the Ducati is not a completely carefree pleasure. Because when it comes to seating position, the Italians have clearly overshot their target. The bench with a hollow fixes the driver uncomfortably close to the steering head in the long run, the low handlebars emotionally directly in front of the navel. That is already too extremely front-wheel oriented, but the pegs are too far back. And because the Hypermotard always tends to turn the handlebars inward in tight bends, some counter pressure is constantly required to keep it on course. This bad habit is exacerbated in downhill passages because the pilot inevitably slides forward. Which of course doesn’t get top marks in terms of neutrality. Also because the Ducati is much easier to be disturbed by bumps in a sloping position than the competition.

On the credit side, on the other hand, it has a fantastically appealing fork that smoothly sucks even the roughest asphalt wrinkles. And also comes up with sufficient cushioning for everyday use. Only when the pace is accelerated or the incredibly hard-hitting Brembo Monobloc pliers? sensitive natures are warned of the lightning-like bite? If their claws hit the brake discs, the fork dives quickly despite the almost exhausted compression setting range. The sporty and equally elegant Öhlins suspension strut masters the parforce ride more confidently.

BMW HP2 Megamoto


Fascinating – this contrast between stately appearance and light-footedness.

Crisp, sporty, tight? Until recently, it would not have necessarily been associated with BMW. Puff cake, checked off. The Megamoto does away with all common prejudices. With an earthy, taut chassis, a hell of a good-humored boxer and a sensationally low weight of 202 kilograms. Full tank. That sucks, right?

In any case, stunt professional Jo Bauer has a lot of fun hooking on the Ducati’s heels. A guy like a tree trunk, predestined for this massive motorcycle, which keeps the driver at a distance from the high handlebars and which is quite a feat despite its dream weight. At least visually.

But as soon as the load rolls in, the cow becomes a gazelle, it seems to have shrunk by two clothing sizes. Regardless of the unusually flat steering head and the fork that looks so long as a result, as well as the gigantic wheelbase. The wheels are so far apart that they could have different postcodes. 1610 millimeters accurate, 155 more than the Ducati.


Great engine, decent brakes, stable and agile chassis.

Amazingly, the BMW goes around corners really quickly, turns in agile, the bar-wide handlebars make it possible. Sure, it doesn’t work quite as jaggedly as with the other two, but always jagged. Of race, the wheelbase is only noticeable in tight bends. Goal with the extremely stable chassis and the taut spring elements, there is something going on in brisk curves. Especially we have a level surface. The BMW will go through the radii with stoic calm, even stumbling over the pavement without flinching. Only the down-to-earth, appealing, hard-tuned telescopic fork stamps sometimes rudely over heels in a large inclined position. Overall, the HP2 also conveys a little less of the feeling for the road compared to the competition.

Otherwise, the BMW shines with excellent cornering stability. What a merit of this tight coordination. The rider must not expect comfort. It’s made in Sparta on the BMW. Also because the narrow bench is anything but fluffy long-distance furniture.

The BMW driver is compensated by this incredibly research boxer. Load change reactions, sure, he knows them. Not least because of the gimbal. Apart from that, this superb engine delivers a convincing performance, can be put on the curb well below 2000 rpm, pushes powerfully and ?? please hold on ?? really starts to burn from 6000 rpm.

And because the conventional four-piston calipers of the BMW don’t burn anything in the braking zone, at most they are a bit after the competition when it comes to feedback, the Ducati becomes prey even before the pass is reached.

KTM 950 Supermoto


Give yourself the edge – the KTM comes with a good mood guarantee as standard.

And the third man on the KTM? View the hustle and bustle relatively calmly. He can too. On the one hand, he enjoys the most relaxed sitting position with a perfect arrangement of handlebars, rests and bench. The tank, which is a little too wide, is only mentioned here for the sake of completeness. On the other hand, he is happy about a chassis that ranks just behind the Ducati in terms of handiness and which nobody can hold a candle to in terms of neutrality and balance in this series. Even more than the BMW, the Austrian hits the spot in the corners, unlike the Ducati, she practically only knows a stand-up moment from hearsay and circles the corners almost by itself on the targeted radius. That last night’s torrential rain washed scree from the slopes into the curves, no problem. The 950 Supermoto shakes course corrections out of the wrist.

Well, the spring elements are a bit soft. There is some movement in the beams in fast, wavy passages, but that doesn’t detract the supermoto from the course in the least. Just as little as their perceptible tendency to sit in the rear suspension when accelerating at the exit of a curve. In return, the fork and shock absorber not only respond well, but also have a practical adjustment range and respond nicely to set-up changes.


KTM 950 Supermoto – pure pleasure and it is the cheapest.

Equipped in this way, the KTM first stages itself when braking. Oh, these radial brembos, how wonderfully they can be controlled, without the exaggerated bite of the Ducati monoblocks, creamy and with perfect feedback. AT poem. Then the turn in. Is easy and snappy by hand. And finally the finale, rushing out of the curve heartily. Pure pleasure.

The water-cooled, carburetor-equipped 75-degree V2 tackles with minimal load change reactions. Not with the force of the Ducati, but with tingly revving. Loosely and carefree, the two-cylinder zaps its way up the speed ladder, as if it weren’t lugging any flywheel mass with it. It’s hard to believe that the KTM engine »only« generates 101 hp, it works so lively. However, the V2 does not love lazy twitching so much, mercilessly it whips the chain at low speeds.

Things only run smoothly from what feels like 3000 rpm. The KTM pinches a rev counter. It is therefore important to set the switching points according to your feelings, but this works without any problems. Because the Alpen-Twin hammers its combustion beat into the seat cushion with such relish that the driver has no trouble feeling its comfort zone.



When it comes to pure, distilled driving fun on the country road, supermotos are the first choice.

Uncomplicated, light-footed, with a powerful engine and superb brakes, BMW and Ducati have to bow to this successful combination. So the résumé after the entertaining days on the small southern French country roads. Nevertheless, each has its own special charm, all three supermotos lure with enormous fun potential.

So quickly up onto the machines one last time before the sun disappears behind the mountains and the van swallows the three hammers for the journey home.

3rd place: Ducati Hypermotard 1100 S.

Ducati Hypermotard 1100 S The Ducati is made extremely sharp, extremely powerful, extremely slim. The less balanced driving characteristics stand in the way of a better placement.

1st place: KTM 950 Supermoto

KTM 950 Supermoto If there is anything to complain about with the KTM, then at most it is the jerky engine running down below. The rest? Pure pleasure. And it is the cheapest.

Technical data KTM 950 Supermoto


Edgy, independent, aggressive – and yet sociable.

Water-cooled two-cylinder four-stroke 75-degree V-engine, two overhead, chain-driven camshafts, four valves per
Cylinder, bucket tappet, dry sump lubrication, constant pressure carburetor, ø 43 mm, uncontrolled catalytic converter, 450 W alternator, 12 V / 12 Ah battery, hydraulically operated multi-disc oil bath clutch, six-speed gearbox, O-ring chain.
Bore x stroke 100.0 x 60.0 mm
Displacement 942 cm3
Compression ratio 11.5: 1
Nominal output 72.0 kW (98 PS) at 8000 rpm
Max. Torque 94 Nm at 6500 rpm

landing gear
Steel tubular frame, load-bearing motor, upside-down fork, ø 48 mm, adjustable spring base, rebound and compression damping, two-arm swing arm made of aluminum, central spring strut, directly hinged, adjustable spring base, rebound and compression damping, double disc brake at the front, ø 305 mm, four-piston -Fixed calipers, rear disc brake, ø 240 mm, single-piston floating caliper.

Cast aluminum wheels 3.50 x 17; 5.50 x 17
Tires 120/70 ZR 17; 180/55 ZR 17
Pirelli Scorpion Sync tires tested

mass and weight
Wheelbase 1510 mm, steering head angle 64.6 degrees, caster 110 mm, suspension travel f / h 200/210 mm, seat height * 880 mm, weight with a full tank * 207 kg, payload * 193 kg, tank capacity 17.5 liters.

Two year guarantee
Service intervals every 7500 km
Colors black, orange
Price 10,998 euros
Additional costs 250 euros

How everyday

That went wrong. The seating position on the Ducati doesn’t leave you feeling comfortable in the long run. And the mirrors are a nice design gimmick, but only show parts of what is happening behind them. In addition, the Ducati is bulky in heavy traffic with 1.20 meters of wingspan with the mirrors unfolded than a Kawasaki ZZR 1400 with suitcases. With the BMW, on the other hand, the payload should exceed two normal-weight passengers, even if the passenger pegs are only available as an option and at an additional cost. The seat on the KTM is pleasing, which makes the poor equipment a little easier to get over.

Winner everyday life: BMW HP2 Megamoto

Technical data Ducati Hypermotard 1100 S


The Ducati is by far the most petite bike of this lap.

Air-cooled two-cylinder four-stroke 90-degree V-engine, one overhead, toothed belt-driven camshaft, two valves per cylinder, wet sump lubrication, injection, ø 45 mm, regulated catalytic converter, 520 W alternator, 12 V / 10 Ah battery, hydraulically operated Multi-disc dry clutch, six-speed gearbox, O-ring chain.
Bore x stroke 98.0 x 71.5 mm
Cubic capacity 1079 cm3
Compression ratio 10.5: 1
Rated output 62.0 kW (84 hp) at 7500 rpm
Max. Torque 94 Nm at 4750 rpm

landing gear
Steel tubular frame, load-bearing motor, upside-down fork, ø 50 mm, adjustable spring base, rebound and compression damping, single-sided swing arm made of aluminum, central spring strut with lever system, adjustable spring base, rebound and compression damping, double disc brake at the front, ø 305 mm, four-piston Fixed calipers, rear disc brake, ø 245 mm, two-piston fixed caliper.

Forged aluminum wheels 3.50 x 17; 5.50 x 17
Tires 120/70 ZR 17; 180/55 ZR 17
Tires in the test Pirelli Diablo Corsa III

mass and weight
Wheelbase 1455 mm, steering head angle 66.0 degrees, caster 100 mm, spring travel f / h 165/141 mm, seat height * 855 mm, weight with a full tank * 196 kg, payload * 194 kg, tank capacity 12.4 liters.

Two year guarantee
Service intervals every 12,000 km
Red color
Price 13,500 euros
Additional costs 250 euros

How chassis

The KTM is the most neutral and precise. Your chassis, although not the tautest, gives the bottom line the most balanced and harmonious impression. A very strong idea. The laurels for the handiest chassis go to the Ducati, the BMW is the most stable in corners. The HP2 does not set any records in terms of feedback and ?? very atypical for BMW? in terms of comfort, but their lean angle would suit even a super athlete. Ducati drivers in a hurry, on the other hand, should get used to notches and foot levers that are machined at an early stage.

Chassis winner: KTM 950 Supermoto

Technical data BMW HP2 Megamoto


Uncompromising BMW statement on the subject of sport: BMW HP2 Megamoto.

Air / oil-cooled two-cylinder four-stroke boxer engine, crankshaft lying lengthways, one balancer shaft, one overhead, chain-driven camshaft, four valves per cylinder, bucket tappets, bumpers, rocker arms, wet sump lubrication, injection, ø 47 mm, regulated catalytic converter, 600 W alternator, Battery 12 V / 12 Ah, hydraulically operated single-disc dry clutch, six-speed gearbox, cardan.
Bore x stroke 101.0 x 73.0 mm
Cubic capacity 1170 cm3
Compression ratio 11: 1
Rated output 83.0 kW (113 hp) at 7500 rpm
Max. Torque 115 Nm at 6000 rpm
landing gear
Lattice frame made of steel, load-bearing motor, upside-down fork, ø 45 mm, adjustable rebound and compression damping, two-joint single-sided swing arm made of aluminum, shock absorber, adjustable spring base, rebound and compression damping, double disc brake at the front, ø 320 mm, four-piston fixed calipers, Rear disc brake, ø 265 mm, double-piston floating caliper.

Cast aluminum wheels 3.50 x 17; 5.50 x 17
Tires 120/70 ZR 17; 180/55 ZR 17
Tires in the Michelin Pilot Power "B" test

mass and weight
Wheelbase 1610 mm, steering head angle 61.4 degrees, caster 95 mm, spring travel f / r 160/160 mm, seat height * 860 890 mm, weight with a full tank * 202 kg, payload * 178 kg, tank capacity / reserve 13.0 / 4.0 liters.
Warranty two years
Service intervals every 10000 km
Colors blue / white
Price 17,330 euros
additional costs 262 euros

How security

AT thoroughly enjoyable chapter is the subject of brakes. All of them offer enormous bite, although the Ducati monobloc pliers, borrowed from the Superbike 1098 S, are almost too much of a good thing, they grab so lightning-fast and mercilessly. The KTM offers an almost perfect mix of effect and controllability, which can hardly be taken off course even when braking in an inclined position, while the Ducati shows clear tendencies to lean up.

Sieber safety: KTM 950 Supermoto

2nd place: BMW HP2 Megamoto

BMW HP2 Megamoto A very strong performance by the dynamic BMW. Great engine, decent brakes, stable and agile chassis. Really pound. However, at a handsome price.

How cost

Economical, the longest inspection intervals, cheap insurance ?? the Ducati is wallet-friendly. The KTM with the shortest inspection intervals and the BMW due to higher insurance premiums cause greater damage to the ground.

Winner costs: Ducati Hypermotard 1100 S

Comment value for money

Best price performance ratio:
The less the Bavarians screw on their motorcycles, the more expensive they get. It seems so. Almost 17,600 euros for the HP2 are steep. In contrast, the KTM is almost a bargain at around 11,250 euros.

How engine

A wide usable speed range, plus a lot of punch from the lower speed range and a lot of power from the top: the boxer shines thanks to its very short gear ratio with great pulling power. On the other hand, it also has the strongest load change reactions. The KTM-V2 equipped with carburettors shows how this can be done better. The nominally weakest engine, the Ducati two-valve engine, is incredibly energetic downstairs, which is great fun on the country road. His clutch, however, still requires the most manual force. None of the gears achieves the smoothness of Japanese gear mixes. Most likely the KTM gearbox is what they like.

Winner engine: KTM 950 Supermoto

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