For a brief period in the late 1990s, the supermoto was king – or at least threatening to be. Lightweight, single-cylinder, dirt-bred machines on 17s, built for chaos, not for comfort. Every brand had one and it was fun over function. They said we’d be swapping our sportsbikes for them. Things escalated and European brands pushed the boundaries further. In 2006, Ducati dropped the twin-cylinder Hypermotard 1100 on us. More power, more madness.
Sure enough it turned out that we would turn our backs on sportsbikes, but we swapped them for adventure bikes and not supermotards. The market cooled down but Ducati never bailed; they are still the only ones pushing the twin-cylinder supermoto concept.
Fast forward to 2026. Enter the Hypermotard V2 SP, the biggest and baddest supermoto out of Bologna. New chassis. New engine. New electronics. Sharper everything.
It packs an 890cc V2 powerplant, which is lighter and stronger than previous Ducati V-twins, and already proven across Ducati’s lineup. The old trellis frame? Gone. Now it’s monocoque. Result: 14 kg total weight reduction. That’s serious.
There are two versions: standard V2, or the SP. We tested the SP, with Öhlins suspension, better brakes, forged wheels and a full suite of lean-sensitive rider aids. We headed to Autodromo di Modena, just outside Bologna, to spend a day flat out with the latest Hyper…
I particularly like that Ducati has given a nod to the original bike by retaining the famous beak up front and twin under-seat exhausts at the back. The new bike features an aluminium monocoque chassis, which saves a claimed 4.6 kg over the traditional trellis frame we so loved, but there's still an evocative trellis style subframe to please the traditionalists. A new double-sided swing-arm is more likely to divide opinions, just as it has done on the other Ducati V2 models that no longer feature a single-sided swinger. But overall, the bike looks stunning in the metal and it is beautifully finished too.
It's priced in the UK at £17,295, which feels expensive, but, with no direct rivals to compare it with, is hard to assess objectively. Ducati's base 2026 Hypermotard V2, complete with less sophisticated KYB suspension, cast wheels and lower-spec brakes, is priced at a significantly cheaper £13,495. If we regard the SP simply as a fun-loving sports naked with around 120bhp and therefore compare it with KTM’s 990 Duke R or Triumph’s Street Triple RX, then it certainly looks like an exotic but pricey alternative to the mainstream.
Ducati decided to present the Hypermotard V2 SP to the media with a track only riding launch, at the very tight and twisty Modena circuit just an hour north of Ducati’s hometown of Bologna. Some would say that this was the correct decision given that anything making 120 bhp and weighing just 177 kg belongs on track (and, to be fair, pretty much every other track day I’ve been to has had a Hypermotard running circles around pukka sportsbikes in the Intermediate group – Ed).
Others might argue that Ducati’s big supermoto has never been that practical on the road – think zero wind protection, a hard and narrow seat, and a small 12.5-litre fuel tank – and we will certainly have to grab the SP again for a more practical, real-world test on the road. But, overall, a track test felt like the right move given that our main priority was to unlock as much of its performance as possible.
It's also pleasing to see that both the SP and the standard bike share the same 880mm seat height (a lower seat and lowering kit are also available, while Ducati claims that the inner leg curve has been reduced, essentially making it easier for shorter riders). Ditto that rain mode comes as standard and that the multiple riding modes have been created to make road riding safe, and not just to cut lap times.
Out on track for the first time, the Hypermotard V2 SP lived up to my expectations. I’ve ridden every model since the original and attended the first press launch 20 years ago, and each time I throw a leg over a Hypermotard, I know I am in for a good time. It’s like visiting that mate on holiday who is a little wild and always fun to hang out with… for a while at least.
The old bike is light and flickable, but the new one is on another level. Slicing 14 kg off any machine is an impressive achievement, but to cut that amount of weight from an already light bike is astonishing. Ducati claims the new V2 motor is 6.4 kg lighter than the 937cc Testastretta of the 2025 machine and the monocoque frame a staggering 4.6 kg lighter than the older trellis design. The SP also features dashes of carbon, forged wheels, and a lithium-ion battery.
So that's 177 kg, a tall riding position, extra-wide bars... You just know you are in for an extremely focused ride. Sure enough, apexes are not hit, they are smashed. Look where you want to be, and you’re there. At Modena the steering was on occasions almost too fast, turning the SP into the corner embarrassingly early. It will be interesting to test its high-speed stability on the road, but even clumsily landed crossed-up wheelies (more later) didn’t provoke any head shakes or moments of drama. (Incidentally, a Sachs steering damper comes as standard on both models.)
As something of a traditionalist, I rode the Hyper knee-out, slider searching for the racetrack, as opposed to leg-out supermoto style. Given the SP is on the tall side – there's 170mm of suspension travel up front and 160mm at the rear – it feels like you’re leaning a mighty long way over before a knee eventually contacts the racetrack. But even when your knee is firmly planted, the feedback from the standard Pirelli Diablo Rosso IV Corsa rubber is excellent.
The first and final third of the Modena circuit are all about switchbacks, and more like a large kart track than a conventional circuit – and the Hyper, so light and so flickable, chewed them up with ease. The old 950 Hypermotard is immensely flickable but the speed with which the new model changes direction is almost beyond description. All its muscles are fast-twitch, and I certainly can’t think of another bike that would be so and easy, not in this larger 120bhp naked segment anyway.
The 2.1 km-long track isn’t just endless hairpin turns, though. It also features a kilometre long straight you enter in second gear, and which gives the Hypermotard enough time to stretch its legs. Peak power is a claimed 120.5 bhp at 10,750 rpm, up from the 114 bhp at 9000 rpm of the old Testastretta V-twin. Peak torque is fractionally lower at 94 Nm/69 ft-lb and 550rpm higher in the rev range at 8250 rpm. But, and it's a large but, Ducati claims 80 per cent of that torque is available between 4000rpm and 11,000rpm and that 70 per cent is available from just 3000rpm.
On track, that means punch. The Hypermotard drove out of the slow second gear final turn with brutal force, sending the wheelie control (DWC) into overtime. With DWC on its lowest setting, the front wheel hovered just above the track, perfectly controlled, as the bike was propelled forward. Remove it altogether and it’s almost comical how easy it will wheelie. The Duke will lift its front Pirelli in the first three gears on a blip of throttle, and even in fourth with some clutch and encouragement. Lightness, a rich spread of muscular torque, and a long seat that you can sit back in result in one of the best wheelie bikes money can buy.
A quoted 120bhp may not impress those on social media but the combination of great mechanical grip, instant torque, forensic feel and sophisticated rider aids allows you to get on those horses incredibly early. The excellent rider aids, especially, encourage you to open the throttle harder and sooner each lap, and it's surprising what you can get away with. On a tight track, that translates to a bike that stands up and darts from the exit of one corner to the braking zone of the next like few others. It's electric.
At the end of Modena's main straight, it’s back from fifth gear to second gear and then, with your brake point hit, an uncomplicated grab of the ABS-assisted Brembo stoppers. This being the SP version, that means M50 monoblocs over the base bike's M4.32, as well as a higher spec master cylinder and three kilos fewer to haul up.
Essentially, there four ABS options to choose from, with two designed primarily for the track and two for the road. ABS 1 has the rear ABS removed, the rear lift removed, and the system is no longer lean sensitive. ABS 2 is also designed for the track, with both front and rear ABS active, as is the lean angle, transmitting information from the six-axis IMU. In ABS 2, ‘slide by brake’ is active, allowing the rider to ‘back-in’ with electronic control, a system we first tested on the single-cylinder Hypermotard 698.
Slide by brake allows less experienced riders to attempt to back-in in relative safety as the system controls the speed and lift of the rear wheel and doesn’t allow it to lock up. You can jump on the brakes as hard as you dare, gradually turn towards the apex of the turn, allowing a controlled slide at the rear – up to a point. It doesn’t transform you into a MotoGP god – you still need to brake heavily, drop down the gears quickly, and apply the correct amount of braking – but it’s a fun way to learn in relative safety.
I don’t think the Hypermotard is as easy to back-in as the single-cylinder 698, which is lighter, and the process is a little vague if you already know how to do it. But lots of relatively new track riders were having fun on our test day. On track, in perfect conditions, I preferred ABS 1, but there is no arguing how effective the stoppers are, and this level of tech sets the bar high for Ducati.
For the final session of the track test we tweaked the final setup and pushed for a fast lap. Again, the Hypermotard delivered, carving up the Italian circuit with unflustered nonchalance. On the limit, the pegs did tickle the track from time to time, but the feeling from the chassis was still reassuringly positive. Braking and turning on relatively long travel suspension means the front tyre was on the limit, but even when badly worn at the end of the day (I could feel it move around and tuck slightly) the feedback was impressive.
On the tight track in the right conditions, the Hypermotard is all you'll ever need. My only negative was that I hit a few missed gears, which I believe was down to an oversensitive cut-out on the quickshifter. We moved the gear selector a fraction, which almost rectified the problem but, if you’re heavy-footed, the gear selector is very sensitive and did cut the ignition once as I accidentally tapped the shifter by mistake.
As noted, this was a track-only test of the Hypermotard SP and we still need to ride both the standard model and this, the SP, on the road. However, some of the excellent track attributes of the SP should transfer over, especially its addictive lightness. It's so easy to pilot around a twisty racetrack that carving up a mountain pass or rush hour traffic are likely to be just as effortless. Rider aids that work on the track should also work on the road and, of course, it will look good anywhere. What we can't know is how how comfortable and practical the new SP will be, especially when compared to other naked 120bhp middleweights, which, in theory, should be more focused towards real-world riding.
It’s worth acknowledging that Ducati remains the sole champion of the twin-cylinder supermoto concept, continuing to develop the idea without direct competition. Drawing heavily on MotoGP-derived technology, the brand has steadily expanded the limits of what this category can achieve.
There are, inevitably, compromises. The Hypermotard V2 SP is expensive, limited in practicality, and unlikely to deliver long-distance comfort. Riders seeking a 120 bhp naked machine will find more affordable and versatile alternatives elsewhere.
Yet to describe the Hypermotard simply as “fun” is to miss the point. On tight, technical roads or circuits, it delivers a level of agility and engagement that genuinely redefines expectations. It is a machine that rewards commitment and invites riders to explore new limits. It will also humble more than a few sportsbike riders on any given track day.
For 2026, Ducati has also broadened its accessibility. Improved rider aids, more manageable power delivery, reduced weight and sharper handling make the experience less intimidating, while enhancing safety in both track and everyday conditions.
There are many more practical motorcycles in the middleweight naked segment, most at a lower price point. However, few if any offer the same intensity of experience. The Hypermotard V2 SP stands apart, not as a rational choice, but as an exceptional one.
Ducati Hypermotard V2 SP specification
Price: £17,295
Engine: 890cc V-twin, DOHC, four valves per cylinder, liquid cooled
Power: 120bhp (88kW) @ 10,750rpm
Torque: 94Nm @ 8250rpm
Transmission: Six-speed manual, quickshifter (up and down), chain drive
Frame: Monocoque aluminium
Suspension: (F) 48mm adjustable Ohlins USD forks (R) fully adjustable single shock absorber.
Wheels: Cast aluminium, (F) 17” x 3.5”/ (R) 17” x 5.5”
Tyres: Pirelli Diablo Rosso IV Corsa (F) 120/70 x 17 (R) 190/55 x 17
Brakes: (F) 320mm disc, Brembo M50 four-piston radial caliper, (R) 245mm disc, Brembo two-piston caliper. Cornering ABS
Weight: 177kg (wet, no fuel)
Wheelbase: 1,512mm
Seat height: 880mm
Fuel tank: 12.5 litres
Fuel consumption: 52.3mpg
Service intervals: 9,000 miles/24 months
Warranty: 24 months unlimited mileage
Contact: www.ducati.com
Words: Adam Child ‘Chad’
Photography: Alex Photo
