Ducati Hyperstrada 821 – Road test

Some motorbikes are really loved when you ride them, but they are dramatically relegated to the role of "funbike" due to their lack of practicality and usability. The Ducati Hypermotard is the example perhaps more obvious than this concept. 110 horsepower of pure “ignorance”, with which to go on excursions through the city streets or in the tight curves of an Alpine pass, but it takes a lot of imagination to think about making a long trip, perhaps for two, including luggage. And even in city use, the total absence of compartments and bags forces you to carry around your helmet, gloves and everything else once you get off the saddle. It is almost impossible to justify its purchase to a person who does not appreciate its ability to generate those sensations that only a true motorcyclist knows. Ducati has decided to help those who need it, to convince or convince themselves to purchase the Hyper. The operation was relatively simple, with theaddition of two comfortable and spacious side bags of 25 liters each, of central stand, a small windshield and a driving position partially revised with a "touring" perspective, with a saddle capable of accommodating the passenger more comfortably and higher handlebars. Icing on the cake a new name, which recalls its new nature, borrowing a "piece" of its home tourist car, the Multistrada, and combining it with that of the model of origin, the Hypermotard.

Aesthetics and finishes:

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Always bad, even with bags and some tourer details

The starting point to get to the Hyperstrada islatest generation of Hypermotard, from which it differs only in the details, maintaining all its charm unchanged. Even the bags, which are easily removable in the case of "short-range" use, are not that in contrast with the "bad" soul of the Hyper, even if in the tourist version. If, however, you intend to travel with your motorbike, you will find the new rear handle for the passenger convenient, which integrates the attachment for a third bag, optional for around 600 euros, that adds another 31 liters of luggage capacity. For the rest it's still the same, the current Hyper, which has lost its typical mirrors integrated into the hand guards with the latest version. It was a very original solution, but decidedly impractical. The handguards remain, but in a more conventional version, they still house the indicators and are now combined with classic mirrors. It remains the motard look revisited in Ducati style, having a very narrow silhouette and a very particular driving position, That "beak" front mudguard, low exhaust, which has now become a "must" for aesthetic fashion and to centralize the masses, and little else. Yes, because the motorbike is essential, the lines are developed on a few details that "dress" the three-piece tubular trellis frame, and the engine, the true protagonist of the Hyper's aesthetics. And then the two rims, 17" black with ten spokes, with the rear on full display on the right side, the one opposite the single sided swingarm. small windshield fairing is really small in size, excellent quality so as not to harm aesthetics, a little less from a protection point of view. The perceived quality is in line with the brand's reputation and the price of the motorcycle. The instrumentation is basic but complete, small in size, but with a lot of information available, which can be selected via the electrical control block on the left side of the handlebar. Looking in detail, the "Strada" version of the Hyper also differs from the "Motard" in terms of the fenders, both slightly longer, and for a practical sump guard in high-resistance plastic material.

Engine and performance:

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The twin-cylinder is always ready, mean but also manageable

The fulcrum around which the bike develops is him, the Testastretta 11°, the same one that debuted on the new Hypermotard. The cooling is liquid and the distribution is 4 valves per cylinder, as a sign of the will of the new ownership. Audi has in fact accelerated the process of abandoning the "old" 2 air valve engines. Worthy of note is the data on the intervention intervals for adjusting the valve clearance, which have grown to 30 thousand kilometres. The displacement is 821 cubic centimeters for 110 horsepower at 9.250 rpm. It pushes decisively right from low revs, too if the Maximum torque is quite high, at 7.750 rpm. First the motorbike it rises above 6 thousand on its own turns, but in a sweet and progressive way, demonstrating the fine work that has been done with electronics, pursuing the objective offull and bad delivery, but always manageable. Electronics that reign supreme, starting from the gas control, of the type “ride by wire”, and with the Safety Pack as standard to manage and regulate the intervention level of ABS, electronic throttle and DTC for traction control. They can be set "as a package", with 3 preset configurations, Sport, Touring and Urban. For those who wish, there is a dedicated menu, where you can modify every detail individually, creating your own combination. In fact, you act on the individual settings of ABS, DTC and power delivery, in this case choosing between three steps. Two are with full power, 110 horsepower, but softer or "bad" delivery, the third "cuts" 35 horsepower, for driving in the city or on low-grip surfaces. In essence you can tailor the electronics of the motorbike to your liking. Each of the three Riding Mode options can also be recalled while moving, using the arrow controls, as long as you do not use the brakes or gas at that moment. The performances are excellent, 110 horsepower is a lot, a lot for a motard. fun and adrenaline that the Hyper can grant remain unchanged in the "tourist" version, with the engine always ready, starting from 2.000 -2.500 rpm, and a strong thrust from 5-6 thousand upwards, up to just over 10 thousand, where the limiter. There clutch is oil bath, with wired control, combined with a APTC type slipper (Adler Power Torque Clutch), a lot modular and, above all, light. The solution adopted for the anti-slipper "unloads" the springs and makes them work softer" the friction by approximately 40-50%. He has a very important skill in city driving, where he is appreciated and never tires his left hand. The 6-speed gearbox is also excellent, always precise, but also smooth and silent when shifting.

Ride and handling:

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Absolute handling, it remains a highly atypical motorbike: if you like it you fall in love with it, if you don't like it you hate it

The driving position of the Hyperstrada, although slightly more comfortable than the model from which it derives, thanks to the 20mm higher handlebar, remains very special. Actually it is difficult to like right away, especially for those who are used to other types of motorbikes. The impression is of riding with your feet on the front wheel, which is fantastic for those who appreciate motards, but a totally unnatural position for all other motorcyclists. Eventually you get used to it, and the big advantage is the disarming handling. The impression is that you can do anything with it, almost like a bicycle and did not weigh 181 kg (6 more than the Hypermotard). Among the hairpin bends it has no rivals, and it drives extremely easily. As soon as the curves widen in radius and the speeds become important, the limits of the Hyper emerge, which it was not created for the "bends" in support. The particular driving position does not in any way favor the perception of what is happening, making it difficult to read the signals sent especially from the front, when approaching the limit. A limit that is not as high as one might imagine. Both for the suspension calibration, which it is in fact deliberately more touristy, as well as with less excursion, but also for the adoption of a rubberization from On Off. THE Pirelli Scorpion Trail in fact, they guarantee the possibility of carrying out some off-road excursions andexcellent grip on damp or wet asphalt, but they are certainly not a super sports tire. Hyperstrada mounts them in the classic 120/70 front and 180/55 rear sizes. Without penalizing too much the fast performance, which still remains very good, the tires from the Italian manufacturer guarantee even better handling, thanks to the profile adopted. L'braking system is top notch, with Brembo radial monobloc 4-piston calipers, combined with 320mm discs. The radial pump allows good modulation, but without a little attention it immediately grips strongly. The ABS, in addition to being able to be set to two levels, can also be deactivated, a detail certainly appreciated in off-road driving.

Price and consumption:

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Price list of 12.790 with many options available. It can also be economical in consumption, if used with care

The price list is 12.790 euros, and the list of options is long. When choosing, you can decide whether to give a more touristy or more Ducati-style vocation to your Hyperstrada. In addition to the third bag or the heated grips, carbon racing details are also available, as well as a low Termignoni exhaust for a decidedly meaner sound, but still approved. Self Ducati declares consumption in the order of 20 km per liter, with a theoretical autonomy of 300 km, thanks to the 16 liter tank, in reality depends a lot on the use made of the Hyperstrada. Normally it is easier for it to go down to 250 km, with mileages of just over 15 km/l.
In conclusion, don't fool yourself, it's not a small Multistrada, but the excuses to justify the purchase of one of the best Funbikes on the market are now many more: Ducati with the Hyperstrada gives you the right arguments on which to leverage to convince a wife or a girlfriend who is doubtful about the usefulness of your favorite "game".

PROS AND CONS

We like it:
Fun like few others, top brakes, fantastic engine... and a few more excuses to justify the purchase

We do not like it:
It remains a funbike that is only slightly more usable, with a less touristy riding position

Ducati Hyperstrada 821: the Motorionline Report Card

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