Ducati Hypermotard 1100

NOT SO MUCH

When first unveiled at the 2005 Milan Motorcycle Show, Ducati's Hypermotard won instant praise. It was awarded 'Best of Show', and the accolades have continued ever since with numerous Nakedbike awards around the globe.

Targeted squarely at the 'funbike' category, the model is available in two versions -- Hypermotard 1100 and Hypermotard 1100 S -- with both models sharing Ducati's proven two-valve air/oil-cooled Desmodromic powerplant and trademark trellis steel frame.

Other members of the Ducati line-up which utilise the air/oil-cooled powerplant, but offer a less aggressive styling option to the Hypermotard, are the sports-tourer Multistrada 1100 and naked Monster 1100, both also available in S variations.

There's also a Streetfighter in the Ducati model line-up, which trades on the Hypermotard's 'fun factor' but with the added oomph of the four-valve liquid-cooled Superbike engine.

PRICE AND EQUIPMENT
Available in two versions, the Hypermotard 1100 sells for $18,990, with the S model $22,490.

While both models share Ducati's two-valve air/oil-cooled powerplant and trellis steel frame, the S version scores additional exotic componenty, including forged Marchesini rims, lashings of carbon-fibre, sticky Pirelli Corsa III rubber, and Brembo monobloc calipers lifted from the 1098 Superbike.

The 'cooking model' 1100 testbike came fitted with Bridgestone BT015 hoops, but no complaints there -- as a week of real-world riding on variable Italian roads proved (refer 'On The Road' below).

Claimed maximum power from the fuel-injected two-valve engine is 90hp (66kW) at 7750rpm, with maximum torque of 102.9Nm produced at 4750rpm. It's delivered to the rear wheel via a six-speed transmission and hydraulically operated clutch.

The Hypermotard may be minimal in its styling, but it's not lacking in equipment. There's a comprehensive dash with lap timer, suspension is fully adjustable at both ends, and retractable mirrors provide a clear rearwards view.

The Marzocchi 50mm upside-down front forks are fully adjustable for preload and both rebound and compression damping, with the progressive-linkage Sachs monoshock which controls the single-sided swingarm at the rear similarly adjustable.

Front brakes are twin 305mm discs with radial-mount four-piston Brembo calipers, with a single 245mm disc with two-piston Brembo caliper at the rear. Despite being lower spec than the monobloc callipers on the S version, the brake are still simply amazing - no doubt helped by the Hypermotard's low 177kg dry weight.

Available in either red or pearl white colour options, the Hypermotard 1100 comes with a two-year warranty.

ON THE ROAD
The plan had seemed simple. Fly into Bologna, catch a cab to Ducati's headquarters at Borgo Paginale, and collect a pre-arranged Ducati Multistrada for a week. What better than to put Ducati's competent but underrated sportstourer through its paces in its country of origin?

I'd even arranged for the Multistrada to be fitted with panniers. After all, my 25kg of luggage had to go somewhere as I planned on living out of my gearbag for near on seven weeks.

Imagine my horror then on finding the Multistrada was a last-minute no-show, and it would be a Hypermotard 1100 lugging me and my gear around northern Italy for a week.

Don't get me wrong: Ducati's Hypermotard is a fun bike -- heaps of fun. I love it around town, I love it in the twisties, and I loved it on a trek a year ago through Australia's Snowy Mountains. But for a week in Italy with a block of flats strapped to its pillion seat?

I didn't have to wait long for the first surprise. My humungous Alpinestars gearbag, complete with camera gear and laptop, fitted! Four ocky straps, some duct tape to protect the top of the taillight and small stylised plastic 'rack', and the job was done.

Multiple take-off points on the pillion-peg mounting brackets made the job a lot easier than expected, and the broad pillion seat provided a sturdy base.

The second surprise was that I still fitted on board. It was time to hit the Autostrada.

At which point the third surprise kicked in. I may have looked like a mobile block of flats travelling along the Autostrada, but the Hypermotard was also as stable as the aforementioned block.

Unlike the majority of German Autobahns, Italian Autostradas don't have an unrestricted speed limit - it's 130km/h max. But unlike German drivers, Italian drivers don't seem to heed speed signs - and the cops don't seem to care.

When it says 100km/h or 80km/h in Germany, that's what the drivers do. When it says 130km/h in Italy, add another 20-50km/h. Or if it's a Ferrari, Lambo or Maserati it seems the cops don't mind if you add another 100km/h. Gotta support the locals.

Which is why I know the Hypermotard was rock solid up to an indicated 180km/h. No wobbles, no weaving - even with my lack of aerodynamic form and bulky luggage.

The mudguard and small deflector above the headlight assist surprisingly well in minimising the wind blast too, and the hand-guards help appreciably in wet going - of which I had my fair share. But I already knew how effective the hand-guards are, courtesy of my Snowy Mountains trek.

The Ducati two-valve air/oil-cooled engine may be the least powerful of the current crop of MonsterMotos -- such as KTM's 990 Supermoto and BMW's Megamoto -- but its power delivery and torque curve can't be faulted. It makes the Hypermotard a great city bike as well as back-road fang-mobile. The capable touring component was something I'd overlooked - until now.

The other component of the Hypermotard that helped immeasurably was its seat height. Yes, it's still a hefty 845mm, but at least it's lower than the other MonsterMotos. And when swinging my leg across the back of the bike wasn't an option because of my monster gearbag, that's an important consideration.

It meant stepping over the Hyper's saddle Basil Fawlty-style to mount and dismount - something that's achievable if you don't have duck's disease.

But once on board, the Hyper is so much fun. At 177kg it's light, the wide tapered bars give plenty of leverage, the bike is immensely flickable, and that makes the whole package a hoot in tight spots and heavy traffic. And in Italy there's plenty of the latter, especially in crowded cities like Bologna, or in coastal hotspots like Rimini during holiday season. Just watch those cobblestone streets, as they can become rather interesting in the wet - even on an easy to manhandle bike like the Hypermotard.

But that's part of the joy of riding a motorcycle in a country of contrasts like Italy. And it sure opened my eyes to the versatility of the Hypermotard. I knew the bike was good, but I'd underestimated just how good. I had it pigeon-holed primarily as a funbike, but it's a lot more than that.

I even warmed to the Hypermotard's retractable mirrors. If tightened in the correct position they worked fine - although lane-splitting became a bit hazardous due to the extra width, as one Lancia driver discovered to his displeasure.

Other complaints? The testbike ran a little rough down low when it got hot in city traffic, but a tweak of the fuel map would fix that. And the clutch was a tad grabby, but I soon adapted to that okay.

The fuel tank is a bit small for long-range touring at just over 12lt, but with plenty of petrol stations in Italy the 200km range from the small tank wasn't a major hassle. Otherwise the Hyper was hard to fault - and opened my eyes to its versatility.

When a mate of mine first sampled the Hypermotard his comment was: "Ride one of these before you buy your next sportsbike. I dare you."

After my week of Hypermoratding in Italy, perhaps that should be changed to "Ride one of these before you buy your next touring bike. I dare you."

Click on the following link to check out the Hypermotard 1100 in Bike Showroom.

TEST OF TIME
Travelling by motorcycle for an extended period means packing light and having adaptable riding gear than can cope with varying weather conditions - everything from 34C to heavy rain in a European summer.

The gear chosen for my Hyper Activity jaunt was a mix of proven favourites that have served the test of time:
Jacket: BMW StreetGuard Gore-Tex, 7yrs old
Pants: BMW StreetGuard Gore-Tex, 7yrs old
Boots: Alpinestars 770 leather boots, 10yrs old, re-soled
Gloves: BMW Pro-Summer Gore-Tex (for wet), Triumph Portland vented (for 34C).
Helmet: Shoei XR1000, 3yrs old
Other: Shoei iridium visor; Dainese back protector.

The BMW StreetGuard suit can be a tad warm for the really hot days, but the trade-off for its rain-repelling duties in chillier weather is well worth it.

The 770 boots are old favourites. Being leather they breathe in warm weather, are water resistant for wet riding, and are comfortable for traipsing around town centres and race meetings.

Quality costs, but the length of service the above items have provided proves it's been money well spent.

SPECS: DUCATI HYPERMOTARD 1100
ENGINE
Type: 1078cc, air-cooled, two-valves-per-cylinder, Desmodromic, four-stroke, 90-degree V-twin
Bore x stroke: 98mm x 71.5mm
Compression ratio: 10.5:1
Fuel system: Magnetti Marelli electronic fuel injection, 45mm throttle body

TRANSMISSION
Type: Six-speed
Final drive: Chain

CHASSIS AND RUNNING GEAR
Frame type: Tubular steel trellis frame
Front suspension: Marzocchi 50mm upside-down telescopic fork, fully adjustable
Rear suspension: Sachs monoshock, fully adjustable
Front brakes: Twin 305mm discs with radial-mount four-piston Brembo calipers
Rear brakes: Single 245mm disc with two-piston Brembo caliper

DIMENSIONS AND CAPACITIES
Dry weight: 1793kg
Seat height: 845mm
Wheelbase: 1455mm
Rake: 24 degrees
Fuel capacity: 12.4lt

PERFORMANCE
Max. power: 90hp (66kW) at 7750rpm
Max. torque: 102.9Nm at 4750rpm

OTHER STUFF
Price: $18,990
Colours: Red or Pearl White
Bike supplied by: Ducati Motor SpA, Bologna, Italy
Warranty: 24 months, unlimited kilometres