2023 Ducati Hypermotard 950/SP

Ducati made the Hypermotard 950 to maximize two-wheeled fun. With gobs of low-down torque, a helmet-over-the-front-wheel seating position, and long-travel suspension, the Hyper practically makes the morning commute as appealing as a blast down your local twisties.

If laughing in your helmet is priority number one, the Ducati Hypermotard 950 is definitely worth a look. While true motards—or supermotos—are typically based on 450 motocrossers, the Hypermotard is based on what can only be described as an absurd idea. First introduced in 2007, the Hypermotard 1100 was Pierre Terblanche’s final design for Ducati. Dressing the 1,100cc desmodue engine in beefed-up supermoto clothes seemed daft, but the model has become a stalwart in Ducati’s lineup—and for good reason.

The Hyper is Ducati’s night out on the town. It may get a bit rowdy and a little giggly, but it doesn’t totally forget that it also wins world championships. The 950 uses the 937cc Testastretta 11° engine, a classic trellis frame, single-sided swingarm, underseat exhaust, and a full suite of electronic rider aids—not exactly the formula for a standard supermoto, but pretty classic Ducati stuff here.

The Hyper’s unconventional seating position and relatively long-travel suspension turn out to be pretty well-suited to tackling real world roads, and the engine’s bottomless torque makes it one of the most exhilarating twins to thrash this side of 150 horsepower. Ducati should let its hair down more often. Another round of negroni’s per favore!

The Hypermotard 950 and 950 SP are unchanged for 2023.

The Hypermotard is available in two versions: the base model ($14,995) and the 950 SP ($18,695). The SP has a racing inspired SP livery, an up/down quickshifter, forged Marchesini wheels, longer-travel Öhlins suspension front and rear, and a carbon fiber mudguard and timing belt covers. The base model has a lower 34.2-inch seat height with shorter travel Marzocchi forks and Sachs shock (6.7 inches of travel in the front and 5.9 inches in the rear). By comparison, the SP’s Öhlins units have 7.3 inches of travel in the front and 6.9 inches in the rear, bringing the seat height to 35 inches.

While there are plenty of hyper naked motorcycles out there, the Hypermotard is the only, well, hyper motard. For a truer interpretation of the supermoto, check out the KTM SMC R ($12,999). Its single-cylinder engine limits its all-around usability and it produces far less horsepower than the Hypermotard, but unlike the KTM 450 SMR—Mattighoffen’s legit supermoto—it’s street-legal. The KTM 890 Duke R ($12,949) is realistically the closest competitor in terms of providing wheelie-happy good times.

The Hypermotard produces a claimed 114 horsepower at 9,000 rpm and 71 pound-feet of torque at 7,250 rpm. Compared to the other Testastretta 11°-powered motorcycles in Ducati’s lineup, the Hyper is tuned for increased bottom-end. The immediacy of the throttle response and abundant torque practically from idle mean thrills are available in any gear, at any speed. Redline sneaks up on you as revs build, though power begins to taper off at higher rpm. Short shifting through the ‘box is a pleasure, however. The gearbox is slick and requires only a light kick at the lever, and with the optional quickshifter (standard on the SP model), gear changes are lightning fast.

While good times are the goal, the Hypermotard is no mere toy. At highway speeds in sixth gear, the engine is smooth and unbothered. If it had cruise control, you’d definitely use it. Only at higher RPMs does the engine produce vibes through the pegs and bars to let you know it’s really trying.

The Hyper has a classic steel trellis frame and, unlike the previous generation 939, has a matching subframe that mimics the original’s. Handling is characterized by relatively long-travel suspension. Suspension is fully-adjustable on the SP; the base model lacks compression damping adjustability on the rear shock.

On the base model, those long springs mean there’s significant weight transfer during hard braking. But that’s not necessarily a bad thing as it jams the front tire into the pavement and provides a ton of feedback. Handling is nimble, but riders will be rewarded for squaring off corners, braking hard on entry and getting on the gas at the exit, rather than trying to carry lots of corner speed and deep lean angles. In that way, the Hypermotard provides a different riding experience than, say, a SuperSport 950 or Monster. Tackling a stretch of twisties is more exhausting on the Hyper than its 937cc Testastretta stablemates, and one must exercise restraint on the throttle on corner exits since a steering damper doesn’t come standard. In slow speed corners, it feels natural to stick your leg out and push the bike down, dirtbike style.

The Hypermotard 950 and 950 SP use radially mounted Brembo M4.32 calipers, radially mounted master cylinders and 320mm discs in the front—standard Ducati fare at this price point.

Ducati claims the Hypermotard receives 41 miles per gallon.

The Hypermotard’s ergonomics emulate a supermoto. The flat seat and wide bar places the rider over the front wheel, giving the impression of sitting “on” rather than “in” the motorcycle. A 34.2-inch seat height (on the base model) is fairly tall, but a narrow waist helps it feel manageable. The seat has somewhat pronounced edges that can become uncomfortable over time, but the rider triangle is comfortable enough for all-day rides. The seat doesn’t offer a lot of room for passengers but passenger pegs are standard. Riding pillion on this wheelie-happy steed would require some courage.

Accommodations are fairly spartan, but aerodynamics are surprisingly smooth, so longer rides are manageable. Still, luggage space is limited.

The Hypermotard has three fully customizable ride modes (Sport, Touring, Urban) and uses a Bosch 6-axis IMU to manage rider aids, including traction control, cornering ABS, and wheelie control. Power modes enable riders to set output (low and full) and throttle response (dynamic and smooth). A 4.3-inch TFT display and LED running lights round out the tech package.

Ducati provides a two-year, unlimited mileage warranty.

The Hypermotard is representative of Ducati’s midrange motorcycles, offering high-quality components and leading-edge technology. Fit and finish is high-quality, though the base model does not have a clear coat on the tank shrouds, which means the Ducati stickers can begin to peel at the edges if one isn’t careful with the polishing cloth.