Ducati Hypermotard V2 (2026 - ) review

Ducati’s Hypermotard has now been around 20 years and gone through four incarnations from aircooled 1100, liquid-cooled 821 in 2013 to enlarged 939 in 2016 and 950 in 2019, each joined by an up-specced SP version as well. All have been riotously fun bikes pairing Ducati’s signature desmo V-twins with tubular steel frames and single-sided swingarms for a distinctive style but this new one marks the biggest evolution yet. Based on the new 890cc V-twin platform underpinning everything from the Panigale V2 to the new Desert X the desmodromic valves have gone but the engine is more powerful, lighter and compact. The trellis frame has also gone, replaced with a version of the latest aluminium monocoque and the swingarm is now a more conventional looking double-sided affair. The result is more powerful, lighter and more usable than ever but retains enough of the old style with the traditional ‘beak’, tubular subframe and the rest to look like a Hypermotard, the SP ridden here with Öhlins, Brembos, carbon trimmings and flashy livery even classier than ever.

Clue in the name but the Hypermotard is a motocross-inspired, street-legal stunt bike with all the extremes that implies. As a result, it’s slim, nimble, upright and with a tall, slim, hard seat and high and wide motocross style bars – and no fairing. None of that makes for a particularly practical and comfortable machine, nor one capable of carrying luggage or a pillion or covering any kind of distance but if that’s what you want, you’re missing the point. On the upside, this new V2 is less extreme than before, the seat a fraction lower than the lofty 890mm of the previous 950 SP. But, overall, both new Hypermotard are extreme, narrow, tall fun bikes with little consideration for comfort.

Practicality is not really a word in the Hypermotard’s lexicon. Instead, this is a focused, single-minded fun bike designed for skids and wheelies or blasting down hairpin-dotted Alpine passes – and not a lot else. If you want a toy or track bike as an addition to your biking stable, fine. It’s even half-decent at hooning around town. The SP version is even more extreme, the extra cost and jewel-like componentry meaning it’s too precious to take out in anything other than perfect conditions. Inevitably touring, commuting or anything like that are simply not in its remit.

Now we’re talking. Yes, the new Hypermotard, in both forms, has more power with its 120 horsepower and 94Nm and it’s there to be fully exploited on the road, which makes it a great fun bike. We’ve enjoyed this engine in the other bikes it’s already featured in, relishing its responsiveness, character and sound. It’s perfectly suited to the Hypermotard and benefits from Ducati’s world leading suite of electronic riding aids, including four riding modes, three power settings, four-way cornering ABS plus, of course, Ducati Traction Control, Ducati Wheelie Control and, as an option on the SP, Ducati Power Launch and Pit Lane Limiter. It all adds up to one of the most effective, real-world performance packages around and also one of the most sophisticated. Braking is similarly OTT for a bike of this power and weight. While the stock Hypermotard V2 has already impressive Brembo 320mm twin discs and superbike-spec Stylema calipers, the SP goes one better with Brembo’s top-drawer M50 calipers which, to be honest, and considering the SP’s featherlight 177kg weight, need only the lightest of lever action.

Again, as with its performance, the Hypermotard has always been about punchy performance and ultra-nimble handling, and this latest version raises the bar once more. Ducati said it was striving for reduced weight and more nimble handling with its two new Hypermotard V2 and that’s largely been achieved by the new, more compact, lightweight chassis. The result is that the standard V2 weighs just 180kg, 13kg less than the old 950 (4.6 of that slashed from the chassis alone) while the new SP is just 177kg, 14kg less than the 950 SP. Meantimes, top quality cycle parts are used all round. The stock V2 has conventional cast alloy wheels and Kayaba multi-adjustable suspension front and rear while the SP boasts lighter forged alloy wheels, even higher quality Öhlins suspension and also a Sachs steering damper. The result on the latter is a completely adjustable, cultured ride we couldn’t fault. Our test took place at the Modena racetrack near Bologna in Italy and the SP proved an absolute hoot, being gutsy, easily nailed on the brakes, completely flickable into its second-gear bends, stable and sensation-packed when banked over carving through turns and a joy to blast out of the corners. No reason to suggest it’s any less capable on a British B-road, either!

Historically, Ducati’s Hypermotard hasn’t been much pricier than the equivalent Monster but with improving equipment and cycle parts prices have been edging upwards. The standard one isn’t cheap, and SP is properly expensive for such a single-minded bike. The latter’s price is probably justifiable when you consider the forged wheels, Öhlins suspension, carbon parts and lightweight lithium battery but it’s still over 17 grand for what is, essentially, a 120 horsepower plaything. On top of that, most are likely to be ridden hard, so will likely chew through tyres, brake pads and so on with more regularity than most even if they don’t cover huge mileages. It’s impossible to imagine a Hypermotard owner covering 200 miles in a day, for instance.

Both new Hypermotard V2s are brand-new models so it’s impossible to be absolutely certain about likely reliability. On the other hand, both are also based on a new platform that’s now been around for over a year with no reliability concerns that we are aware of, they are also littered with high quality components and Ducati’s reputation for quality and reliability in recent years has been second-to-none. The only caveat being the Hypermotard’s 690 Mono little brother did get a recall soon after launch, though this has been dealt with and updated since.

Beyond the regular two-year cover Ducati offers extended four-year warranties on some models as long as the servicing is done by a recognised dealer, but this doesn’t include the new Hypermotard V2 just yet. Servicing, however, is a truly impressive story. Extended service intervals have become commonplace with modern Ducatis and the same is true of the new Hypermotard V2s, which only require standard services every 9,000 miles (or two years) and the more expensive valve adjustment service is only due a staggering once every 28,000 miles!

Although we’re focusing on the SP here, we’re actually talking about both new Hypermotard V2s and both are very well-equipped, at least in a performance sense. Both get the new, enlarged 5.0-inch colour TFT dash along with slick matching switchgear. Both also get quality suspension and top quality Brembo brakes. And both also have Ducati’s latest suite of electronic riding aids. Which might be all you could ever want on a supermoto-style fun bike, but it’s also the limit of what you get – no creature comforts, no fairing or practical features, no luxury. But then, if that’s what you want, you’re looking at the wrong bike!

Over its 20 years and four different incarnations the Hypermotard has always been a single-minded bike with few compromises for practicality or comfort and that’s still the case here. In making this new version more ‘Hyper’ it’s better than ever in its narrow field of operation, but it’s also (with the possible exceptions of the SP’s slightly lower seat height) arguably even less versatile. That shouldn’t matter. If you’ve got those means and opportunity, or maybe live in the Swiss Alps or Monaco, it’ll be a mouth-watering ‘extra’ bike. But in real-world traffic and drizzle-strewn Britain you’d probably be better off with a Monster, Streetfighter V2 or Desert X, all of which are based on the same platform, but offer a whole host of other abilities as well…