2016 Ducati Hypermotard 939 review

While the bike looks like — and certainly is — a hoon bike of the highest calibre, it is much more than its dirtbike-stance would suggest. I discovered this on the first Hypermotard, the 1100 version, back in 2007. I took that bike for a “short ride” to get a feel for it, but found myself circumnavigating some of NSW’s best bike roads on the one day. 800km later and in the dark, I knew the bike was more than its looks suggest, and this new, sweeter, higher-tech version is more of the same.

Smaller Ducati engines are always sweeter than the big girls, and this new 937cc Testsatretta 11° engine is all rainbows and sunshine. Wet weight comes in at a claimed 204kg, though the bike feels a bit heavier than that, due to its tall seat height adding to the apparent weight through top heaviness — however, the effect the V-Twin engine has on that weight is unsurprisingly “urgent”.

Bottom-end meat is where it’s at with an action-spec bike such as the Hypermotard and the 939 delivers here. Like most modern bikes these days, you have a few options when it comes to engine modes, and I actually found myself selecting the “medium” power mode more often and not. This mode is perfect for all-round use, the milder ignition timing delivering the grunt in a calmer way than the High setting’s hyper mentality.

Using the sharper map makes sense for cranking around a racetrack, but for road use the top end power remains the same in Medium, albeit coming on a lot smoother. I like a smooth bike, so that’s where I pre-set each of the riding modes. Those wanting more “lair” will stick it in High and stay there!

The whole pre-set Riding and Power mode thing is a God-send for those used to having to change the default settings of their other-brand bike every time they start it. It drives me bonkers — I want to tell the bike how I will ride it, not vice versa. In true Italian fashion, Ducati has put the rider in charge with customizable riding modes that remain the default when the bike is switched off. Thank you!

DUCATI HYPERMOTARD 939 IN BIKE SHOWROOM

I only used the Urban Riding Mode to see how it worked, but then set the Sport and Touring Modes up to give me what I wanted at the push of a button, even while I was riding. I set Sport to the Medium engine mode, with anti-lock braking and traction control off so I could enjoy the action side of this bike. Touring was set up similarly, but with the excellent Bosch anti-lock braking switched on.

Once set, you can toggle between modes as quickly as you change your mind, even while riding. Full control, excellent! The only problem is that to change modes, you use the indicator button. If you are in the habit, as I am, of subconsciously checking your indicator is cancelled as you ride, you will be toggling mode options without meaning to — it’s unlikely you will actually switch modes, however, unless you hold the button down.

All of this electrickery is controlled via the informative but difficult to read dash. The numbers are offered in various sizes to make it easier to discern which is which, though the single colour of the readout, while looking very “race”, is difficult to read quickly for me. There is certainly a heap of information there, including the mode you have chosen, as well as ambient temperature, fuel consumption and the time.

The bike is flippantly-piped, with a satisfying note thumping out of the stainless exhaust, though die-hards won’t be able to stop themselves fitting a Termignoni end can.

Like the older Hypermotard, the 939 version is so much more comfortable to sit on than you expect when first looking at it burbling away on the stand.

It’s a hefty leg-up onto that seat, at a claimed 870mm (I’d be opting for the 850mm low seat option) reminding me of a dirtbike, so I was expecting a granite-spec seat. Finally arriving in the seat takes an age and some effort, but once there it’s a surprisingly comfy perch. Again the Hypermotard’s image is conflicted here — true Supermotards are seriously narrow, harsh and unrefined, not so this bike.

It is wider than I expected, though, and as mentioned earlier, the bike feels bigger than it is at standstill, because those of us around the 178cm mark are on tippy toes. It also feels like the front wheel is positioned like a unicycle. It is a unique ride position, unlike most other bikes out there. Should someone lead you to a bike blindfolded for some weird reason, you’d know you are sitting on a Hypermotard. That’s given me a good idea for a story…

If your chiropractor is looking to retire thanks to your patronage, then the Hypermotard is a good one for you — it’s ride position is very neutral. Whether or not you carry a pillion depends on how long you want to remain in a meaningful relationship with whomever you carry… A 15-minute trip? Sure. A lap of NSW? Maybe not…

The bike does look like it will be a whippet in the corners and to a degree, it is. It is more stable than you might expect, thanks to some conservative geometry aimed at exactly that (25.5-degree rake, 104mm trail and 30mm offset), however the front end feels mildly stubborn to get into a corner.

It doesn’t drop into a tight turn as lightly as I’d like, however a longer test period would have let me drop the forks through the clamps by 15mm in an attempt to speed up the response.

I wouldn’t want to go too far here, though, given the bike takes on road snot with the stability of a bigger bike, part of the reason it actually (despite appearances) tours well.

Long sweepers are dealt with predictably, with rock solid feel and a steely resolve to remain on line. The fork isn’t adjustable, which is disappointing given how high-end the rest of the equipment is, but in its standard form, does a good job of coping with the various things you can make the front wheel do.

You can adjust the rear Sachs unit, but only for rebound and spring pre-load. Bolted to a single-sided swingarm and dealing with a claimed 97.9Nm at 7500rpm of torque, it has a big job to do. It is, like most Ducatis, firm, but not offensively so.

All of this put together makes for a ride that is hard not to get excited by. With traction control and anti-lock braking  turned off and punching this pocket rocket among the tight turns a bike like this is built for is an exercise in fun — the bike feels alive.

The 11° Testasretta engine’s smooth grunt lofts the front wheel over crests and up hills when on the gas, while the bike’s Brembos offer so much feel and power, you can dive in late and deep.

The mildly stubborn front end still allows you to square off a corner entry and use the engine to devastating effect on the exit. It feels solid all corner long and being in the wrong gear isn’t the end of the world — in this way the bike is easy to ride, as well as thrilling.

For riders who still enjoy pushing a bike to angry levels of fun, but aren’t prepared to deal with low-tech, narrow-focussed machines, this is the perfect bike. It can behave well and truly like its name suggests, but a simple button push later, can be toiling along in Touring mode with the Medium engine selection and with the Ducati Safety Pack in full operations mode.  

It fills that gap for riders wanting to show they have still “got it”, and even prove that have still got it when in action, but has the reserve of being a sweet-natured bike when your need to be the fastest rider on the road has dissipated, and you just want to get home for a hot chocolate and your slippers.

There’s few other bikes directly competing with the Hypermotard 939. It’s a unique bike looks-wise, but behaves like a much more diversely-targeted bike than its looks and name suggest.

It will let you ride it totally off your head — it’s a great stunter, corner-smasher, urban cowboy, etc. But with the optional Touring Pack added, or even without, it will take you well outside the metro area. It’s more versatile than any onlooker would expect as you slow-wheelie past (in a controlled environment, of course), and with such excellent features as the pre-settable modes (other manufacturers take note!), weapons-grade brakes, a sweet engine and high-level build quality, it’s just the premium price tag of $19,490 (plus on-road costs) and lack of fully adjustable suspension you have to get past to add one to the garage.

If you ride on the edgy side, but are approaching an age where you should probably start thinking about being a little more sensible, the Hypermotard 939 is a great go between, though you can’t be blamed if you spend more time on the wild side than that of the mild.