Motorcycle specifications DucatiSuperSport 2018 A different kind of sport for a Ducati
What a symbol! The SuperSport line is a Ducati icon, stronger for some than the Superbike dynasty. It all began in 1973, when a certain Ducati 750 SS was presented to celebrate Paul Smart's victory at Imola. Generations followed, introducing many enthusiasts to the sport. But real sport, dry, demanding, becoming over time a veritable gateway for the most exclusive female pistardas in Bologna.
it all came to an end in 2006 with the 1000 SS. Then nothing. By the time Ducati explored new horizons and realized that a Sport-GT was missing from its range. As a result, the SuperSport was reborn as a new machine, a new generation, a new genre.
First and foremost, let us be charmed by its athletic lines, somewhat inspired by the Panigales. And it doesn't forget to feature one of the elements most closely associated with the Ducat': a single-arm chassis of the finest effect, which a certain little Panigale has done away with. It's a seductive machine, and like any lady of elegance, it's remarkably well-disguised underneath; it's hard to imagine it being nicked from any of the manufacturer's categories.
The chassis? From the 821 Monster. The engine? Directly from the Hypermotard. Who's going to complain... The 939 SuperSport boasts a modern, lively twin, producing 113 hp at 9,000 rpm. That's one less horsepower than the HMs; go figure. Unless it's due to engine management, which has shifted the torque peak a little earlier: 9.9 mkg at 6500 rpm. For the record, recent homologation standards, with measurements on a static test bench, reduce power to 110 hp. But it's still 113 on the official technical doc.
like any SS, like any Ducati, the chassis must be rigorous. With its minimalist trellis frame anchored to the engine, 43 mm Marzocchi inverted forks and Brembo M4.32 monobloc brake calipers on 320 mm tracks, the 939 SuperSport is already showing great promise.
However, don't rush off with the bombardment and sliders. This SuperSport hasn't fully recaptured the philosophy of the SS of yesteryear. This is evidenced by the half-guidelines above the top tube, which allow the rider's chest to rest moderately on the front axle. Or the footrests set at a reasonable height and the 810 mm seat height. And above all, the 50 mm adjustable bubble. It's a fact: the SS has slowly slipped into a more sporty-GT ambience. Those who appreciate sporty handling on open roads without the discomfort and stiffness of a hypersport will be delighted with this orientation. The Ducati SuperSport is designed to satisfy the needs of sporty riders on a wide range of roads. For some time now, sports bikes have only become truly exploitable and exhilarating on the racetrack.
Not so the SS, which once again opens up the roads to the arsehole and (relative) comfort. And while it looks good, it hasn't forgotten that the market is hungry for new technologies. The old SS models shared with you the very essence of mechanics, the flirtation with the road, the passion for metal, the demand for authoritative driving. Those days are gone. The new-generation SuperSport is equipped with electronics and multiple faces. Onboard you'll find riding modes (Sport, Touring and Urban), Bosch 9MP ABS, traction control, optional up&down shifter, an under-seat USB socket and a comprehensive LCD instrument cluster.
For the more demanding, an S version accompanies the 939 SS, with Öhlins suspension, standard shifter and seat cover. And around 1,500 euros more.
the Ducati SS is back, and its ten-year lapse into oblivion has given it a new vision of the road. This 939 SuperSport seems to be the offspring of the love affair between a 900 SS and an ST4. A worthy competitor for the VFR, and a motorcycle that's sure to pique curiosity.
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Fun and plenty of power for the secondary network, a Panigale can't do any better because it has less torque. You'd have to turn off onto a runway or rolling country road to see the difference (too dangerous)
It's a VFR 1000 with a twin, a few more horses, more torque and 25kg less weight
The bike seems reliable at over 62,000kms (without reaching the level of solidity of a VFR)
Shortcomings
- its heat is not always pleasant
- Vision in the mirrors needs to be reviewed
- The shifter jumps from step to step Rating : 5/5 Respond to Bruno
The riding position is comfortable, but the front end is very blurred, not reassuring. It's weird to have put the bracelets above the fork crown..
It's stiff..
low in the revs even to make it go is a horror
... ( yes, it stalls or you have to kill the clutch)
The engine vibrations on the wrists are insane at all revs...you can never see anything in the mirrors because the vibrations are so strong..
Knees and thighs don't stick to the tank, but the bike's frame is ultra-unpleasant...
We take it for its incredible geule, its surprisingly playful engine
and its insane braking
See for yourself Rating : 1/5 Respond to Eyo
The look of a small Panigalette is pretty good
....but the engine
Less powerful than an MT9 or a 765cc Triumph
Mr Ducati, this bike is far from being a Supersport
Hardly a Sunday sports bike
Come on, with 10hp and 5nm more, it'll do the trick.....without overshadowing the magnificent V2 Rating : 3/5 Respond to Ducatifan
Because to be called a sports bike, you need 130 hp now, is that something new?
In terms of torque, it's more than respectable, as it offers far more sensations than a 4-cylinder with 130 hp!
Sick cycle part! Nothing to complain about, it's a pleasure machine Rating : 5/5 Participate in the conversation
An engine that doesn't develop insane power or jaw-dropping torque, but one that seems to express itself in the mid-range, suitable for use on open roads.
Sport GT, road/fun, for pure GT use, you'll have to look to other models from the brand
All that's left is to test it and see if it performs! Rating : 4/5 Respond to Pedro6231