Hypermotard 796 (2009 - present) review
Calling a bike the 796 when its capacity is 803cc could be viewed as a triumph of marketing over logic, but in other respects the new Hypermotard makes perfect sense. In the depths of a recession, what could be more logical than a smaller, cheaper version of an existing model - especially when you’ve got a suitably sized motor waiting to be bolted straight in?
Calling a bike the 796 when its capacity is 803cc could be viewed as a triumph of marketing over logic, but in other respects the new Hypermotard makes perfect sense. In the depths of a recession, what could be more logical than a smaller, cheaper version of an existing model - especially when you’ve got a suitably sized motor waiting to be bolted straight in?
Creating the mid-sized Hypermotard was always part of the plan for Ducati, whose Monster 696’s air-cooled V-twin motor was well suited to a job-share. First they enlarged the sohc unit to 803cc with a redesigned crankshaft. Other engine changes include new pistons, higher compression, lighter flywheel, revised high-level exhaust, and a set of more compact crankcases.
Styling’s familiar Hypermotard stuff in white, matt black or red, and none the worse for that, but there are a few chassis changes too. Frame and triple-clamps are reworked slightly to reduce weight, while skinnier 43mm Marzocchi forks and new cast wheels in unchanged sizes save some more grammes.
Clambering aboard the Hypermotard outside Ducati’s Bologna factory was easier than normal because it’s seat is 25mm lower, at a not-too-radical 825mm that most pilots should find manageable. The wide one-piece bars are new but the bendy bar-end mirrors are retained, and the ’motard felt familiar as I rode into a cloudless autumn morning.
Immediately the Duke seemed lively and fun, partly because at 167kg dry it’s seriously light, and especially because the extra cubes and other mods have given the motor a handy midrange boost. Peak power’s up by only one horse, to 81bhp, but there’s ten per cent more torque and it arrives 1500rpm earlier at 5000rpm. The Hyperbike blatted forward in notably livelier fashion than the rather gutless 696, hoiking clutchless wheelies on demand and generally feeling punchier and noticeably more responsive.
Calling a bike the 796 when its capacity is 803cc could be viewed as a triumph of marketing over logic, but in other respects the new Hypermotard makes perfect sense. In the depths of a recession, what could be more logical than a smaller, cheaper version of an existing model - especially when you’ve got a suitably sized motor waiting to be bolted straight in?
Creating the mid-sized Hypermotard was always part of the plan for Ducati, whose Monster 696’s air-cooled V-twin motor was well suited to a job-share. First they enlarged the sohc unit to 803cc with a redesigned crankshaft. Other engine changes include new pistons, higher compression, lighter flywheel, revised high-level exhaust, and a set of more compact crankcases.
Styling’s familiar Hypermotard stuff in white, matt black or red, and none the worse for that, but there are a few chassis changes too. Frame and triple-clamps are reworked slightly to reduce weight, while skinnier 43mm Marzocchi forks and new cast wheels in unchanged sizes save some more grammes.
Clambering aboard the Hypermotard outside Ducati’s Bologna factory was easier than normal because it’s seat is 25mm lower, at a not-too-radical 825mm that most pilots should find manageable. The wide one-piece bars are new but the bendy bar-end mirrors are retained, and the ’motard felt familiar as I rode into a cloudless autumn morning.
Immediately the Duke seemed lively and fun, partly because at 167kg dry it’s seriously light, and especially because the extra cubes and other mods have given the motor a handy midrange boost. Peak power’s up by only one horse, to 81bhp, but there’s ten per cent more torque and it arrives 1500rpm earlier at 5000rpm. The Hyperbike blatted forward in notably livelier fashion than the rather gutless 696, hoiking clutchless wheelies on demand and generally feeling punchier and noticeably more responsive.
Price: £6995 (white, matt black), £7195 (red)
Front suspension: 43mm Marzocchi usd telescopic
Rear suspension: Sachs monoshock, adjustment for preload and rebound
Front brake: Two 320mm discs, four-piston Brembo radial calipers
Rear brake: 245mm disc, twin-piston Brembo caliper
Dry weight: 167kg (claimed, no battery)
Seat Height: 825mm
Fuel capacity: 12.4 liitres
Colours: White, Matt Black, Red
Rating: 4/5
Engine: 803cc, air-cooled, SOHC, two-valve V-twin
Power: 81bhp @ 8000rpm
Torque: 55 lb.ft @ 5000rpm
Top Speed:125mph (est)
