Motorcycle specifications Ducati939 Hypermotard 2017 The game continues

did you love the 821 Hypermotard? You'll love the 939! A good recipe with sweeter ingredients, the same taste but more intense, that's more or less what happens with this evolution of the Ducati supermotard.

why inflate the twin? Not just to increase cubic capacity. With this extra displacement, the Hypermotard can keep up with Euro4 without any loss of power. Quite the contrary, in fact. The figures improve a little on the power side, a lot on the torque side. 3 more horsepower come out of the engine, for a maximum of 113 horsepower at 9,000 rpm. On the stud's side, almost 10 mkg are delivered, a gain of almost 10% over the 821. The maximum values of these promised sensations are reached earlier in the revs. It's all good, with the tempered, playful character that sends shivers down your spine when you shake your right hand.
the HM 939 actually has a displacement of 937 cm3; don't be surprised, the brand has repeatedly "deviated" the name of these models from their actual displacement (the 916 SPS, the 749, the 1098...).
To go from 821 to 937, the engine-makers began by pushing the walls, increasing the bore from 88 to 94 mm. The stroke was maintained at 67.2 mm, while a number of strategic parts were changed. Crankshaft, cylinders, pistons and cylinder heads have been revised. Injection (52 mm) and anti-dribble clutch are untouched.

few styling changes between the two generations of "liquid" hypermotard. Almost nothing, one might say. To recognize the 939, you'll have to look out for the larger muffler and the appearance of reflectors at the bottom of the fork tubes - one of the legacies of Euro4. On the technical side, there are few changes either. Just enough to make it even livelier, with a wheelbase reduced by 7 mm. Whether 821 or 939, the machine is as entertaining as it is efficient. The steel trellis frame is faithful to the company's tradition, firmly holding a 43 mm upside-down fork. It's not adjustable, but the monoshock is, with rebound and preload. The machine has gained a little weight, 6 kilos, but the brakes will have no trouble calming things down. The 320 mm discs with Brembo 4-piston radial calipers will get you there in no time, while the 245 mm rear disc with a 2-piston caliper will do no more than stabilize the machine in a bold bend.

the ABS is even more effective. It acts on 2 levels, one sporty and the other safer. And it can be deactivated for more experienced riders. Like all Ducatis, it's not the only one to be installed in the wiring. The 939 Hypermotard boasts 8 levels of adjustable traction control and 3 riding modes, each intervening in its own way on the ABS and DTC. In Sport mode, 113 horsepower are delivered with optimum throttle response, traction control is not too intrusive, and ABS is as effective as possible with moderate rear-wheel lift management. In Touring mode, power is still maxed out, but the arrival is more gradual, DTC is more intrusive and ABS is in mode 2, working for maximum stability. Urban mode lowers power to 75hp, DTC is even more intrusive and ABS reacts in mode 2. Each Riding Mode can be adjusted to suit the rider's preferences.
Staying with technology, LEDs are present in the rear light and front position light. The headlights are not (yet) full LED, as road lighting still relies on bulbs.

a toy for adults, the 939 Hypermotard has to deal with 2 pitfalls. First, its seat height. Its wide suspension travels, 170 and 150 mm, raise ground clearance while raising the seat to 870 mm. That's quite a bit, and it's one of the best features in its class. An optional low seat allows you to lower the height by 20 mm.
The bike should also please you enough to accept almost exclusively recreational use. That said, if you're looking for a bit of versatility with the same fun-loving base, the Hyperstrada 939 has more civil arguments. At the other end of the spectrum, the SP version pushes the sporty envelope.

M.B - Manufacturer's photos