New Car Impressions] DUCATI's New Hypermotard V2 Overseas Test Ride: "It's Not Just Fast. It is by far the freest and most playful bike on the market.

Photo: DUCATI Text: Kenny Sagawa (Kentaro Sagawa)

Kenny Sagawa reports from the international test ride event held in Bologna, Italy, on the new Hypermotard V2, which has undergone a bold evolution with its new-generation V2 engine.

The next stage with the elimination of Desmo and monocoque design

The first Hypermotard was introduced at the 2005 Milano show. It was a reinterpretation of the motard genre in the Ducati style, and it radiated a strong personality as a "Ducati that can be played with. The new V2, now in its fourth generation, marks one of the biggest turning points in its history. The focus of attention is the completely redesigned power unit. The new Panigale V2 is equipped with an 890cc, 90-degree V-twin. The Desmodromic, which had been a symbol of Ducati for many years, has been eliminated in favor of a valve spring system, and with IVT (variable intake timing), the engine delivers 120 hp at 10750 rpm, while maintaining more than 80% of its maximum torque above 4000 rpm. The engine itself weighs a mere 54.5 kg, significantly lighter than the previous 950, and the valve clearance inspections are performed every 45,000 km, an astonishingly long span of time. The chassis is also a completely new design. The steel-tube trellis frame has been eliminated in favor of an aluminum monocoque structure that utilizes the engine as part of its strength components. It also features a double-sided aluminum swing arm, and the SP version is equipped with Öhlins suspension and forged wheels. The car weighs just 177 kg for the SP version (180 kg for the STD). Electronic control has also evolved to the latest generation, with a 6-axis IMU at the core, ABS and traction control for cornering, and wheelie control fully equipped. In addition, the newly adopted slide-by-brake system electronically assists the amount of slide when entering a corner, giving the rider the feeling of drifting like a professional rider. In terms of styling, the new model is literally a full model change, with a sharper beak shape and a more compact tail area, resulting in a more muscular and nimble silhouette than ever before.

Lightness and flexibility that one would not expect from a 170 kg vehicle

The first thing that struck me as soon as I started riding was how light the bike felt, even more so than its numerical value. When the car was suddenly tipped over, the driver was unable to avoid turning too much. But what really impressed me was the "freedom" that lay beyond that. The vehicle body does not wait for the rider's input, but changes direction immediately, as if it anticipates the rider's intention. The turnaround is also surprisingly agile. Yet the behavior is not nervous, but always leaves a margin of control. The SP version we tested this time also benefits from Öhlins suspension and forged wheels. Both front and rear have plenty of stroke, but the movement is surprisingly tight. The series of movements, from sinking under braking, to changing direction at once by utilizing the load, to stretching up at the start, are very smooth. The unique pitching motion created by the long suspension is exquisite, and the load transfer itself is a joy to control. Moreover, this is not just a "rambunctious motard. The front end has a high sense of ground contact and provides a wealth of information while turning. The high-backed, rough character of the previous 950 has disappeared, and the entire bodywork has a more unified feel. The impression is that the motard's unrestrained character has been preserved while enhancing the on-road sportiness of the model.

The new generation V-twin delivers "refined speed

The new 890cc V-twin is quite different from the conventional Ducati L-twin. The first thing that surprises us is the smoothness of the rpm feel. Even in the low rpm range used for city riding, there is no nervousness and no stress. The IVT (variable intake valve timing) also has a significant effect, resulting in a sharp response with no abruptness. The response is sharp but not abrupt, and it follows the accelerator pedal operation as naturally as possible. In the higher rpm range, the silky smoothness of the engine is more noticeable than the "thump-thump-thump" feeling of conventional L-twins. This engine is without a doubt one of the most refined of all previous Ducati V-twins. The electronic control system is also highly refined. The quick shifter is so natural that the rider forgets to operate the clutch on the track. In "RACE" mode, the car accelerates at maximum efficiency with the front end floating slightly. By reducing the degree of intervention of the wheelie control, it is possible to raise the front end even more boldly. At the Modena Circuit, where the test drive was held, the car recorded a meter reading of 210 km/h even on a short 400-meter straight, but the speed was strangely low. The smoothness of the engine and the stability of the chassis probably contributed to this feeling. The car was fast, yet not tiring. I found myself driving on the circuit almost all day long, but I never lost my concentration until the end. The ultimate feature is the "slide-by brake. This is a control system that allows the driver to enter the brake while letting the rear brake moderately under braking, and if you master it, you can even slide into the brake like a MotoGP rider. In fact, the Ducati test rider who was performing a spectacular entry slide looked really cool (laugh). Unfortunately, I was not able to get to that point, and the rear end was just a little saggy, but even so, I felt that the bike was deep enough to give us a glimpse of "the world beyond".

What lay beyond the "destruction of tradition

The new Hypermotard V2 is clearly faster and easier to handle. At the same time, however, the trellis frame, cantilevered swingarm, and even the Desmodromic were gone. Some may feel that the specs alone are no longer Ducati-like. However, when you actually ride the bike, that impression changes drastically. The front end floats, the rear end slides, and the uplifting sensation of controlling the machine with your whole body is truly that of a motard. In fact, the lighter weight and advanced electronic controls allow the rider to be even more daring and free to "play. The Ducati is stripped down to the barest of traditions, yet still retains a rich sensuality. This is a machine that has extracted only the essence of "Ducati style" and sharpened it to an even higher level of purity.

DETAILS

Ride Position.

Hypermotard V2 (2026) main specifications

Body size: L x W x H = - x - x 1150 mm Wheelbase: approx. 1514 mm Seat height: 880 mm (low seat 865 mm / + low suspension 850 mm) Vehicle weight: 180 kg/177 kg (SP specifications) Engine: Liquid-cooled 90-degree V-twin DOHC 4-valve 890cc Transmission: 6-speed return Maximum Power: 120 PS / 88 kW @ 10,750 rpm Maximum Torque: 94 Nm @ 8,250 rpm Fuel Tank Capacity: 12.5L Frame: aluminum monocoque Suspension (wheel travel) Front: Inverted telescopic (170 mm) Rear: Monoshock (160 mm) Brakes: F: Φ320 mm double disc + Brembo 4P radial monoblock caliper / R: Φ245 mm single disc + 2P caliper Cornering ABS standard tires: Front: Tires: Front: 120/70-17, Rear: 190/55-17 Fuel consumption: 5.4L/100km Estimated price: 1,990,000 yen and up (including consumption tax) To the gallery (26)

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