After being launched last autumn at the EICMA Show in Milan as a middleweight super motard, Ducati’s all-new Hypermotard 796 turns out being, as expected, a smaller and much more versatile twin-cylinder Italian motorcycle with sportbike credentials and very aggressive looks. Let’s see what more.
81-hp fuel injected L-twin engine
The first and most important thing about this entirely new Ducati is the 803cc L-Twin engine with a bore and stroke of 88mm x 66mm, which gives it the ability to rev high and develop 81hp (59.6kW) and 55.7lb-ft (7.7kgm) of torque very smoothly. Although designed with performance in mind, the new engine is claimed to be very reliable and meet Euro 3 regulations. Also, given the bike’s 368 lbs (167 kg) dry weight, the new powerplant returns 49mpg, which is good considering the thrill.
Being light, the engine has most to do with the new Hypermotard’s low weight, but the improved steel-tube trellis frame – which eliminates forged elements – and redesigned top and bottom fork clamps also bring a noticeable contribution.
A slipper clutch with adjustable lever is there to keep the rear end stable when down-shifting very fast and induce the overall easy-to-live-with feel that Ducati brags so much about. Speaking about this, we should also mention that the seat is positioned at 32.5 inches (825 mm) above the ground, which is a significant 0.8 inches (20 mm) lower than on the Hypermotard 1100 model.
The Ducati Hypermotard 796 borrows its bigger brother’s aggressive looks, despite early speculations regarding the lack of the single-sided swingarm as well as integrated brush guards, mirrors and indicators. Furthermore, it comes in exciting colors: matte white, matte black or Ducati red.
“Ducati’s entry-level 803cc Hypermotard 796 is a stormer of a machine. It’s 12kg lighter and its seat is 20mm lower than the Hypermotard 1100, which makes it easier to ride and in the real world, and every bit as fast from A to B.” – MCN
"The engine’s rough running manners at low rpm only exacerbates this and makes us wonder why Ducati motorcycles can’t run smoothly at low rpm. Keep the revs above 4000 however, and the engine shows none of the aforementioned characteristic, instead delivering a smooth, fat spread of power all the way to the top of the tachometer." – motorcycle-usa
“Turns are even more entertaining on the 796; simply shift the bike’s weight and lean with light handlebar effort, and the whole motorcycle becomes intuitively obedient to your input. Though the 43 mm Marzocchi forks dive somewhat during aggressive front braking, a touch of rear brake tames much of that tendency.” – motorcycles.about
“What impressed as much the 796’s grunty mid-size motor and its precise steering but rock-steady chassis, was the sublime performance from the dual 4-piston radial-mount Brembos squeezing 305mm semi-floating rotors.” – motorcycle
"The Hypermotard 796 is a serious riding machine both on corner entry, mid corner and corner exits. The 796 lives for corners, and it seems whilst riding that every single corner was designed for the Hypermotard." – ultimatemotorcycling
“This is a bike with some niggles, but it also has a character and style that so often eludes the mainstream – it might annoy you at times, but you’ll fall in love with it anyway. What impresses is the overall balance of power and agility, which make this a better choice than the 1100 for many riders.” – telegraph
Unveiled last autumn at the EICMA International Motorcycle Show in Milan, the all-new 2010 Ducati Hypermotard 796 comes to the United States with a $9,995 price tag.
Aware of the fact that many riders didn’t get their Hypermotard 1100 because the bike looks and sounds intimidating, not to mention the fact that it is quite expensive without even considering the S model, Ducati proceeded by launching this all-new Hypermotard 796, which offers the same thrill for a much smaller MSRP. Honestly, we’re happy about this move.
Engine and Transmission
- Type: L-Twin cylinder, 2 valve per cylinder Desmodromic, air cooled
- Displacement: 803cc
- Bore x Stroke: 88x66mm
- Compression Ratio: 11:1
- Power: 81hp (59.6kW) @ 8000rpm
- Torque: 55.7lb-ft 7.7kgm @ 6250rpm
- Fuel injection: Siemens electronic fuel injection, 45mm throttle body
- Exhaust: Lightweight 2-1-2 system with catalytic converter with twin lambda probes
- Gearbox: 6 speed
- Ratio: 1=32/13 2=30/18 3=28/21 4=26/23 5=22/22 6=24/26
- Primary Drive: Straight cut gears, Ratio 1.85:1
- Final Drive: Chain, Front sprocket 15, Rear sprocket 41
- Clutch: APTC wet multiplate with hydraulic control
Chassis and Dimensions
- Frame: Tubular steel Trellis frame
- Wheelbase: 1455mm (57.3in)
- Rake: 24°
- Front Suspension: Marzocchi 43mm usd forks
- Front Wheel Travel: 165mm (6.5in)
- Front Wheel: 5-spoke in light alloy 3.50x17
- Front Tyre: 120/70 ZR17
- Rear Suspension: Progressive linkage with adjustable Sachs monoshock. Aluminium single-sided swingarm
- Rear Wheel Travel: 141mm (5.6in)
- Rear Wheel: 5-spoke light alloy 5.50x17
- Rear Tyre: 180/55 ZR17
- Front Brake: 2 x 305mm semi-floating discs, radially mounted Brembo callipers 4-piston, 2-pad
- Rear Brake: 245mm disc, 2-piston calliper
- Fuel Tank Capacity: 12.4l - 3.3gallon (US)
- Dry Weight: 167kg (366lb)
- Instruments: Digital unit with displays for: Speedometer, rev counter, lap times, time, oil temp, battery voltage, A & B trips, fuel reserve trip, scheduled maintenance. Warning lights for: Neutral, turn signals, high-beam, rev-limit, oil pressure, fuel reserve. Plus: Immobilizer system
- Warranty: 2 years unlimited mileage
- Body Colour (Frame/Wheel): Red (red / black) - Matt white (racing black / black) - Matt black (racing black / black)
- Dual seat
- Seat Height: 825mm (32.5in)
- DDA: DDA system-ready for Ducati Performance accessory
- DTC: Not available on this model
- ABS: Not available on this model
Features & Benefits
So what’s all the hype for 2010?
- The original Hypermotard was built to thrill, with its dirtbike stance, empowering, asphalt-attacking riding position and enough torque on tap to elicit a smile with each twist of the throttle. But what could really be changed to make it better? Ducati applied their usual engineering process of evolution to an already successful model by improving it in the two most effective ways possible: Less weight and more power.
Lighter Trellis frame
- The quick and precise handling that the Hypermotard provides is down to the construction and geometry of its famous Trellis frame. Its ability to handle the abundant torque from the L-Twin engine and its rigidity under powerful Brembo braking are just a few reasons why Ducati’s chassis department would never want to change it. But it could be made lighter. They realised that almost all of the heavy forged sections of the construction could be completely removed without reducing its strength or its performance, so they applied it to the entire family.
Lighter, more powerful engines
- While the chassis department were busy reducing the weight of the frame, the engine department went back to the drawing board for the 796 and started with a clean sheet of paper. Their complete redesign of the crankcases rewarded them with an incredible saving of 1.2kg (2.64lb) compared to the 696 castings, and the new 796 crankshaft with 848-style flywheel further reduced the overall engine weight to an impressive 1.9kg (4.2lb) savings over the 696 power unit. And with 81hp (59.6kW) of smooth and flexible power, the 796 is a very credible package.
- The 1100 air-cooled Desmodue Evoluzione engine truly is an ’evolution’ - both in power and weight - and is responsible for the model name extension 1100 EVO. Engineers used the same Vacural® technology employed for the lightweight Superbike engines when they vacuum die-cast the Hypermotard 1100 crankcases, a process that achieves a significant weight saving and ensures consistent wall thickness and increased strength. This process - combined with the lightweight crankshaft assembly that uses an 848-style flywheel and use of lighter rare-earth magnets in the alternator - reduced the 1100 power unit’s weight by a staggering 5.2kg (11.5lb). Couple those savings with a 5hp boost to 95hp (69.9kW) and it becomes clear why there’s all the hype.
- Compact and efficient, the Desmodue engine’s hyper-lightweight and narrow L-Twin layout, no wider than a single cylinder, ensures that all Hypermotards remain lean and agile. The air-cooled design eliminates the need for water radiators, hoses, reservoirs and pumps, keeping the motorcycle’s weight down to a minimum and its lines clean and race-like.
New controls and instrumentation
- The entire Hypermotard family now inherits the electronic advances made in the compact and user-friendly switchgear and instrumentation first created for the Streetfighter.
- The slim-line switch bodies house easy-to-use switches and buttons, and feature a unique weapons-like ’trigger catch’ that slides down to cover the starter button when the kill-switch is activated. Their minimalist design fits perfectly in the clean and essential lines of the Hypermotard’s sporting image.
- Looking clean and purposeful, the display provides an extensive amount of data including speed, revs, time, oil temperature, battery voltage, A & B trips, fuel reserve trip and scheduled maintenance, while the warning lights illuminate for neutral, turn signals, high-beam, rev-limit, oil pressure and fuel reserve. In addition, it can list recorded lap times by using the high-beam flash button as a stopwatch. Both the 1100EVO and 1100EVO SP use a white back-lighting while the 796 uses an orange back-lighting.
- The instrument display also doubles as a control panel for the activation of the Ducati Data Analyser (DDA) system, which is available as an accessory from Ducati Performance for the ’system-ready’ Hypermotard 796 and 1100EVO and supplied as standard equipment on the 1100EVO SP. The DDA-intended USB connection port under all of the Hypermotard seats doubles as a charging point for a handy new battery charger, which is available as an accessory from Ducati Performance.
- Ducati pushed motorcycle design limits to find an innovative solution for the original Hypermotard mirrors and these are now used throughout the family. The challenge of maintaining a clean, racing look around the handlebar area motivated the design of the folding mirror concept which is based on the handguards typically found on off-road bikes. Flipped out for high visibility street mode and easily folded in for a quick change to ’Hypermode’, the mirror handguard assemblies also integrate the LED directional indicators for an even cleaner front-end.
Lighting and indicators
- The headlamp uses a highly compact lighting shape which blends with the single piece nose fairing and front fender moulding, while the rear light employs a specially designed strip of LEDs enhanced by a high diffusion lens shaped into the sleek lines of the tailpiece. The same LEDs are intensified under braking. The front directional indicators also employ the latest in LED technology for illumination, and are ingeniously integrated into the handguards which support the foldable rear view mirrors.
- The high intensity LED rear light assembly is moulded into a unique tailpiece positioned high behind the seat. The supporting structure has been designed so that the under tray of the tailpiece is formed perfectly to offer a sturdy pair of pillion grab-handles. This ingenious solution not only helps to merge the rear light into the Hypermotard styling but also provides a safe grip for the passenger.
- Rider footpegs on all of the Hypermotard models have removable rubber inserts to expose the serrated metal edge and increase boot grip on the peg during extreme riding. The 1100EVO and 1100EVO SP provide a further minimalist and no-compromise feature by having removable passenger footpegs. This attention to detail enables a clean ’monoposto’ look when on the track, while allowing a fast and easy change to ’biposto’ for the street.
The Hypermotard Story
- When the prototype Hypermotard was first shown at the Milan show it represented the creation of a new segment, one that bridged the gap between refined sportbikes and minimalist supermotards. But some at Ducati had reservations about the initial Hypermotard concept and were unsure whether or not the market was ready for such a motorcycle.
- Despite those reservations, the project continued to be developed, driven by the belief in the upright and in-control riding position of a dirtbike, but not the harsh characteristics of its single cylinder engine. These confident few liked the feel of a skinny, taut and agile chassis, but not the fact that its original off-road design made it a compromise on the street. They set about creating a bike that combined the agility and lightweight precision of a supermotard, with the refined power characteristics of a charismatic L-Twin Ducati sportbike. They were designing the future.
- As each day went past, more and more people in the factory got to hear about the completed bike and those who had the chance to catch sight of it all responded in the same way: "Wow! We’re going to produce it, right?" There was one way to gauge market response: show it at the 2005 Milan show as a prototype and conduct an online survey.
- Ducati presented the prototype Hypermotard as its centrepiece that year and their confidence was rewarded with a global ’yes!’ from the public, the ’Best of Show’ award, and demands from riders all over the world to produce it immediately. In fact, a staggering 15,000 people completed the Ducati.com survey, with more than 50% asking for the Hypermotard to be built exactly as shown at the show. But Ducati were serious when they asked the public for their feed-back and took time to sift through thousands of additional suggestions and requests, such as twin front brake discs instead of the prototype’s single, and integrated many of them into the final production design.
- The innovative Hypermotard spawned a new and exciting ’cross-over’ category that had reinvented pure riding pleasure with a practical and versatile motorcycle that could be used every day. Riders hungry for excitement immediately understood the concept and have been enjoying it ever since.