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27 Pictures

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Ducati Hypermotard 939.

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An oil cooler was implanted in the revised engine, which can be seen on the front of the horizontal cylinder.

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Ducati Hypermotard 939 SP in the PS driving report.

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Ducati Hypermotard 939 SP in the PS driving report.

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Ducati Hypermotard 939.

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Ducati Hypermotard 939.

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Ducati Hypermotard 939.

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Ducati Hypermotard 939.

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Ducati Hypermotard 939.

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Ducati Hypermotard 939.

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Ducati Hypermotard 939.

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Ducati Hypermotard 939.

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Ducati Hypermotard 939 SP in the PS driving report.

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Ducati Hypermotard 939 SP in the HP driving report.

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The Öhlins chassis is mainly responsible for the price premium of the SP of 3700 euros compared to the standard version. It is sporty and firm, offers more suspension travel (v./h. +15/25 mm) and high damping reserves.

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Ducati Hypermotard 939 SP in the HP driving report.

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Ducati Hypermotard 939 SP in the HP driving report.

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Ducati Hypermotard 939 SP in the PS driving report.

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Ducati Hypermotard 939 SP in the PS driving report.

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Ducati Hypermotard 939 SP in the PS driving report.

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Ducati Hypermotard 939 SP in the PS driving report.

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Ducati Hypermotard 939 SP in the HP driving report.

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Ducati Hypermotard 939 SP in the PS driving report.

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Ducati Hypermotard 939 SP in the PS driving report.

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The specially butted handlebars and high clamps are a peculiarity of the SP. The speedometer unit now houses a gear indicator on the right edge of the display.

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Ducati Hypermotard 939 SP in the HP driving report.

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Ducati Hypermotard 939.

Ducati Hypermotard 939 SP in the PS driving report

Euro 4 compliant luxury toys

Content of

The Ducati Hypermotard has been delighting its fans since 2007. The new model is now slightly revised and compliant with Euro 4. And luckily again as a hot SP version!

You see them more and more often on the house tracks: bikes with high handlebars, which in terms of performance and displacement are in an area where super athletes have to fear “execution”. Ducati has an excellent iron in the fire with the popular Hypermotard. Conceptually located as a cross between a supermoto and a naked bike, the "Hyper" asserts a certain ability to multitask between city, country and circuit. In the 2016 model year, the more noble version Ducati Hypermotard 939 SP is available again parallel to the standard variant. They are distinguished by noble forged wheels, a stiff Öhlins chassis with more suspension travel, a higher seat, more grippy footrests, more sporty electronics and on top of that a portion of carbon along with a little magnesium. The Brembo system also has a radial brake pump. With the ready-to-drive 201 kilograms of the Hypermotard SP, the monoblocks have no problem. Only when the long-legged device has to be braked harder at the end of the Circuito Castelloli in Spain does it need a second finger on the brake lever for safety.

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Ducati Hypermotard 939 SP in the PS driving report
Euro 4 compliant luxury toys

A power on winding country roads

The servo-assisted clutch proves to be smooth and precise when driving, and the gearbox can be shifted properly. A quickshifter would, however, be more than contemporary and would increase the fun factor. So we just pull the clutch briefly at full throttle, quickly shift into gear and let the Ducati Hypermotard 939 SP keep running. You sit extremely front-wheel-oriented, but you have enough space to move back on the straight and dive a little way under the handlebars. As a compromise between sporty and comfortable, the positioning of the pilot hits the bull’s eye.

It’s just amazing how easily the Ducati Hypermotard 939 SP changes direction. Here on the wide racetrack, its agility is not fully effective, but the Hyper SP would be a force on a winding country road. Sensitive natures would even attest to a tendency to wobble when turning. But if the speed and the line are right, you can hardly turn the Duc out of it. The limited inclination freedom has a more disturbing effect. According to the manufacturer, the end should be at 47.5 degrees, then footrests and levers scramble across the asphalt. In practice, because of the spring elements loaded by the rider’s weight and centrifugal forces, the motorcycle keys down earlier than sporty pilots would like. It’s a shame, because the rest of the SP concept can handle the tough pace. The only negative expression is that the machine twitches with the handlebars over bumps at one point on the course, uphill and at a deep incline. Otherwise the SP is stable and arrows calmly.

Electronics package from the previous one, unfortunately

Unfortunately, the new Ducati Hypermotard 939 still uses the electronics package from the predecessor Hypermotard 821. In principle, not bad news, because the eight-stage traction control works like the Race ABS great. However, if the traction control could be set while driving, as with the large Panigale, this would mean a gain in user-friendliness. In addition, traction control and ABS cancel the service until the next system start as soon as you wheelt for a long time. A further developed system with inertia sensors and separate wheelie control will probably only be available in the next generation of the Hypermotard.

The most important change in the 2016 model concerns the engine. It was trimmed to Euro 4 (hence the large-volume original exhaust system) and its performance increased a little. Due to the larger bore, the L-Twin now has 937 cubic centimeters of displacement and generates 113 hp from it. Pistons, connecting rods and the crankshaft are new. In addition, the engineers increased the compression and installed an oil cooler. In the mid-rev range around 6000 rpm, in particular, there should be 18 percent more torque than in the previous model. Due to the longer final transmission (sprocket 43 instead of 45 teeth) and the increased total weight, the additional power is put into perspective again in parts. Nevertheless, the Ducati Hypermotard 939 SP lifts the front wheel out of the speed range, motivates the front wheel and reveals a pronounced play instinct. The midrange power of the clean and fast revving engine is impressive, the dull thundering sound turns on. At around 7500 rpm, the twin tenses the muscles again and adds a shovel of power before the limiter lurks at 10,000 rpm.

We cannot yet say for sure how well the standard Ducati Hypermotard 939 SP will perform. On site, all test machines are equipped with the Termignoni complete system (2022 euros) from the accessories, including the appropriate mapping. The Italo bag brings a little more power, saves weight, generates that bassy, ​​dark sound – and is not street legal. Whether future owners of a Hypermotard SP install an accessory system or not, they have to be liquid. With a list price of 15,590 euros, the purchase of the Edel-Hyper is really expensive.

What has been changed?


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In attack mode, footrests and levers sometimes drag. The compression damping of the shock absorber could have been increased to counteract this. The tendency to touch down remains.

  • Bore increased from 88 to 94 mm
  • Displacement increased from 821 to 937 cm³
  • Peak power increased from 110 to 113 hp
  • Torque increased by up to 18 percent
  • Oil cooler installed
  • Exhaust system with a larger silencer
  • Longer translation (sprocket 43 instead of 45 teeth)
  • Shorter wheelbase
  • Gear indicator added
  • LED turn signals

Hypermotard 939 base

It can also be cheaper?

Entry into the world of the Hypermotard family is via the 939 standard version for 11,890 euros. It also comes with the more powerful and torque-enhanced Euro 4 engine, which with its 113 hp is happy to provide a high front wheel. From fourth gear at the latest, the L-Twin doesn’t really like below 3000 rpm, but with the Euro 4 set-up it might run a bit lean. In addition, it revs up motivated and delivers a lot of punch in the middle speed range, makes the thickest jaws around 7500 rpm. You have to accept compromises with the standard Hyper in terms of chassis, brakes and ergonomics. The 939 has a non-adjustable, softly tuned Kayaba fork. Sachs supplies the spring strut with adjustable preload and rebound, which, unlike the fork, is tightly tuned. The less sporty chassis is joined by a brake that grips more loosely than in the Ducati Hypermotard 939 SP. On the 20 mm lower seat, the driver is embedded in a kind of hollow very close to the front wheel, which leaves little room for movement. Performance-hungry therefore cannot ignore the sharp SP. Especially since the noble appearance of forged wheels as well as carbon and magnesium parts should be reason enough for many to buy.

Data Hypermotard 939 SP


Ducati

The torque of the Ducati Hypermotard has been increased by up to 18 percent.

drive:

  • Two cylinder V engine, four valves / cylinder
  • 83.1 kW (113 PS) at 9000 rpm *
  • 97.9 Nm at 7,500 rpm *
  • 937 cm3
  • Bore / stroke: 94.0 / 67.5 mm
  • Compression: 13.1: 1
  • Ignition / injection system
  • 52mm throttle bodies
  • mechanically operated multi-disc oil bath anti-hopping clutch
  • Six-speed gearbox
  • Chain

landing gear:

  • Steel tubular frame
  • Steering head angle: 64.5 degrees
  • Trail: 104 mm
  • Wheelbase: 1498 mm
  • Ø fork inner tube: 48 mm
  • Suspension travel from / h .: 185/175 mm

Wheels and brakes:

  • Forged alloy wheels, 3.50 x 17 / 5.50 x 17
  • Front tires: 120/70 ZR 17, rear: 180/55 ZR 17
  • 320 mm double disc brakes with four-piston fixed calipers at the front
  • 245 mm single disc with two-piston floating caliper at the rear
  • SECTION

Weight:

  • (full tank) 201 kg *
  • Tank capacity: 16.0 liters of super

Base price:

  • 15,590 euros (plus ancillary costs) *

* Manufacturer information

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