Motorcycle specifications Ducati950 Hypermotard 2025 A claw in the nooks and crannies

Ducati's Hypermotard is like the road version of kite-surfing, skateboarding or hunting with pink wolves and black rabbits: a machine dedicated to fun and frolic. Get out of the office, put your suit in the garbage can, and let off steam with a series of muscular twists and turns. Having developed a certain versatility in his apostrophe 939, HM is now returning to more exclusive, more bodily, more "Etienne, hold it tight" loves. But it's hard rock we'll be singing once we've seized the 950 Hypermotard.

The Italian supermotard seems to be saying - "Don't just lie there, I'll turn you back on". Since its debut in 1100, its design has systematically conveyed this impression of wildness. While the transition from the 821 to the 939 took place with virtually no alterations, the 950 chapter is far more demonstrative. The beak has grown cheekbones, the shoulders have been aired out, the seat is flatter, and the exhausts have returned to their original position under the seat. Even though this fashion has long since faded, it still looks good on some machines.

Above all, the Hypermotard is straightforward in its appearance, announcing its shenanigans in no uncertain terms: it's going to be sporty, dry, delirious and Machiavellian. Without the need for a heavy dose of grunt like on a Panigale V4.
Half as much is more than enough. Isn't that signore twin 950?

Oops, let's not get confused. Yesterday 939, today 950, but the names are just as out of sync with the displacement. The engine cubes 937 cm3, as was the case on the previous HM. There are no major changes to report for this block, but a fine series of upgrades enables it to gain 4 horsepower and a little more torque. A higher compression ratio, a different profile for the exhaust cams, revised injection bodies (+1 mm), a modified exhaust, lightened side casings, magnesium cylinder head covers, aluminum chain tensioner, a 1.5-kilo weight loss and a now hydraulic clutch give this not-so-old engine a technical facelift. The result is a more efficient power curve, with 4/5ths of maximum torque available from 3,000 rpm.

In 2021, the Euro5 piquouse has not changed the maximum power and torque values. Whatever its version, the HM still develops 114 hp at 9,000 rpm, doubled by 9.8 mkg at 7,250 rpm.
We keep the 12" key, the CAD, the smoking boot, then the staff rework the gearbox to give it more precise gear locking and a neutral position that's easier to set.

We talked about the Panigale in a previous chapter. The 950 HM has taken inspiration from its dashboard to update its instrumentation. It's fashionable and modern to equip yourself with a color TFT panel, in this case 11 cm (about the size of an old Galaxy S4 mini). With an easy-to-read virtual tachometer, a gear indicator in the middle and a speed display as a good sign, the eye is immediately drawn to the essentials. A little more attention will provide information on multiple parameters.
The bike won't be satisfied with a nice instrumentation as a techno-digital evolution. It also wants daytime lighting, taking on the appearance of viper's hooks in its eyes. An inertial unit will soon be installed too. Its 6-axis dynamic recognition optimizes traction control and anti-wheeling. ABS takes over and becomes active during cornering. Those in the know will soon deactivate some (or all) of these aids to create a number of tricks, screeching crosswinds and flying parts of the rim.
Three driving modes (Sport - Touring - Urban) are available. If all this isn't enough for you, the options corner allows you to add the Up&Down shifter (standard on the SP) and the DMS multimedia interface for controlling essential smartphone functions. To recharge your smartphone, a USB socket is located under the seat, as standard.

more electronics, less weight! Ducati has not forgotten to exercise its brainpower in the fundamentals. By going from 939 to 950, some 4 kilos have been dropped overboard. Almost half of this is due to the engine overhaul. As for the rest, we've gained on the rims (800 grams), brakes (600 gr), forks (500 gr) and frame. The Hypermotard now weighs just 200 kilos fully loaded. As a result, it's almost back to its youthful weight, when it adopted the 821 boiler. It hasn't yet managed to regain its teenage slenderness, when it was the 796 air desmo that was having all the fun, weighing in at 189 kilos for... 81 hp - but this version didn't have to suffer from the messiness of emission standards and liquid cooling.

Fun for two - The HM 950 and its rider. The manufacturer wanted to reinforce the symbiosis between these players. To this end, the handlebars have been made even wider, to give even more leverage; the seat is 53 mm thinner at the crotch, and the overall ergonomics have been revised to offer freedom of movement more conducive to supermoto-style riding. However, you'll need two knees to climb aboard, as the saddle is 870 mm off the ground.
A strategic component of the Hypermotard (and of a Ducati), the frame is new, lighter and still based on a tubular steel trellis. It's a design that the rear buckle hasn't wanted since theHM 821. Time has passed, choices have shifted, and the aluminum structure of yesteryear has given way to the return of a tubular steel sub-frame, symbolically recalling the technology of the first Hypermot', the 1100.

The single-arm remains in place, and theur brake calipers and Brembo 4-piston radial brake calipers are still in use. The discs are still 320 mm, but the aluminum frets explain the weight loss mentioned earlier. New Y-spoke rims reduce unsprung weight and further enhance agility. As for the suspension, it's based around a new, larger (45 mm) and lighter Marzocchi inverted fork, adjustable from all sides. Sachs takes care of the rear shock, with adjustable rebound and preload. Ducati has retained the same travel values as on the 939, i.e. 170 mm at the front and 150 mm at the rear.

For a moment, your passenger might wonder how comfortable she'll feel on the piece of fast-food-style chopped steak she'll be sitting on. The 950 HM has thought of everything... to disgust her: the footrests are removable and the retaining strap can be stashed away if need be. This should quickly make it clear that this bike is a dominant that wants to be dominated, only by its rider. It's also available in an SP version, with Öhlins, carbon parts, Marchesini rims, sportier tires, a few kilos less and a "Corsican" look.
Once you've got your hands on the handlebars of one or the other, the priority is simple: find roads as twisted as some ministerial decisions.

M.B - Manufacturer's photos