As you walk toward the Hypermotard, you’d realise that it is not only compact but tall too. The brochure reads a seat height of 870mm, but that number seems daunting only until you swing a leg across the flat, MX-style seat that tapers onto the tank. Then, the Hypermotard feels welcoming. The newly revised frame brings a 53mm narrower seat, enabling shorter individuals to have at least one foot on the ground comfortably.
Adding to that, the handlebar is wide, and the pegs are placed slightly rearward, making for a very upright and commanding riding posture. And since there isn’t much going on at the front, the cockpit view is open and free. As for the seat, it might look deceptively wooden and cramped but offers comfy cushioning and space to move around as well. So, on the whole, Ducati has nailed the ergonomics on this one.
Now, the Hypermotard’s electronics might seem like a party, but the 937cc, V-twin lurking between the trellis frame as a stressed member, is a complete firecracker. It is the same unit as the one on the Monster and Multistrada V2, but unlike these, the Hypermotard doesn’t sound muted. As you thumb down the starter, it wakes up angrily with burbles and crackles, warning you about what’s to unfold.
And it doesn’t disappoint in the slightest on the move. Even a seemingly light whip of the throttle will have the tiny orange light blink furiously, with the front wheel already afloat in the air. While the peak torque hits at 7,250rpm, you have access to 80 per cent of the engine’s chunky 96Nm from as low as 3000rpm, with the same eagerness up to 9500rpm.
As you accelerate hard and rip through the gears with the seamless two-way quick shifter, the Hypermotard bares its teeth. It feels like an absolute maniac as it tries to fight the leash of the wheelie and traction control system, wanting its front wheel in the air and the rear in a slide, almost simultaneously.
The throttle feels snappy in the stock setting, too, which can be quite a handful in the city. But the infinitely customizable electronics package gives you the ability to create the perfect throttle response and ride experience. As a cure to the snappiness, switching the traction control to the max in the Rain setting quietens down the Hypermotard’s throttle response a bit, making it slightly more useable. The Hypermotard’s engine is also surprisingly refined for a Ducati L-twin, with only a slight buzz at the edge of the seat as it nears its redline.
Navigating through slow-speed traffic is easy, too, since its handling is nearly picture-perfect. The motorcycle offers a short turning radius and feels decently flickable despite its 200kg kerb weight. Although being a supermoto, I expected it to be more intuitive. The SP variant kitted with the fully-adjustable Ohlins suspension probably is, but the standard Hypermotard needs a little bit of coaxing while switching sides. Speaking of suspension, the setup on the motorcycle is delightfully pliant. It gobbles up everything you throw at it- road joints, potholes, bumps or undulations- and the Hypermotard remains unfazed.
While things look bright for the Hypermotard in the city, it is only half as good out on the highway. The upright and tall-riding stance and lack of a windscreen will have you fighting windblasts from 110kmph itself. The flat seat only makes the chances of hanging on to the bike as speeds increase slimmer. Well, Ducati does have a solution in its accessory list in the form of a medium-sized windscreen that’ll cost you a jaw-dropping Rs 21,500.