Take It To Another Level
Here you can see the unique...
Here you can see the unique seating position of the Hypermotard that sits the rider much like a dirt bike. Carbon fiber accents are unique to the SP model, while the Termignoni exhaust is optional on both bikes.
Remember earlier that bit about the Italian domestic racing series, the Desmo Challenge? Well those racers also had a say in what they wanted in the new Hypermotard, and basically they wanted a machine that was taller, lighter and more powerful. So instead of creating one bike to meet the demands of road riders and track junkies, Ducati did what they always do and released a higher-spec version of the Hypermotard 1100 Evo called the Evo SP. Engine internals are identical between the two bikes, but Desmo Challenge racers wanted something more track oriented. To do this, the 50mm Marzocchi fork in the SP has 30mm more suspension travel and consequently raises the ride height the same amount. Mated to the fork is an Öhlins shock, now commonplace on higher-spec Ducatis. Forged aluminum Marchesini wheels shed precious pounds compared to the standard cast pieces. Combine that with the 20mm handlebar risers and Pirelli Diablo Supercorsa SP tires and you have a machine that's born to live on the edge. You might think the higher ground clearance would negatively affect weight bias, but actually the racers requested this so they could have increased lean angle while sliding the bike into turns. Which is also why SP models come equipped with sliders under each peg.
Our SP test bikes were fitted with optional Termignoni exhausts that truly let the bike breathe. That difference is immediately noticeable the first time you twist the throttle as the front tire instantly paws at the sky. For the average rider who's under six feet tall the higher saddle will prop you on the tips of your toes, but it's not often that you should be at a stop on this bike anyway-this bike loves to move. Some of the journalists present complained about improper fueling causing the bike to act sluggish at low revs, but all we noticed was a lighter throttle return spring that rewarded us for being precise with our right hands. Changing direction with the SP was noticeably quicker compared to the standard Evo thanks to the lighter wheels, but the Supercorsa SP tires could never fully get up to temperature on this chilly day, dropping cornering confidence markedly. To make matters worse, the monobloc calipers taken directly from its Superbike cousins behaved completely unlike the Evo ridden before. Now initial bite was so strong it felt like the slightest tap of the lever would flip the bike on its head. Lever travel is consequently shortened dramatically making it difficult to precisely meter where one is on the brakes. Needless to say, riding adjustments had to be made quickly to avoid a catastrophe. We're sure a change of pads would cure this, but as it stood the brakes were just too good-which isn't something we normally complain about.
In its element-the racetrack-we can see where the SP would shine over the standard Evo model. Its superior components would make for a riot of a track toy (or racer if you live in Italy), but on this day and on these roads the standard Evo just proved that "lower spec" doesn't necessarily mean "less fun." No matter what you fancy, both the Evo and Evo SP truly are evolutions of the original that are sure to threaten driver's licenses everywhere.
Type: Liquid-cooled, 90-deg., 4-stroke V-twin, SOHC, 2 valves/cyl.
Bore x stroke: 98.0 x 71.5mm
Induction: Siemens EFI, single injector/cyl. 45mm throttle bodies
Front tire: 120/70ZR-17 Pirelli Diablo
Rosso/Pirelli Diablo Supercorsa SP
Rear tire: 180/55ZR-17 Pirelli Diablo
Rosso/Pirelli Diablo Supercorsa SP
Rake/trail: 24.0 deg./3.9 in. (100mm)/24.0 deg./4.3 in. (108mm)
Wheelbase: 57.28 in. (1455mm)/57.68 in. (1465mm)
Claimed wet weight: 379 lb. (172 kg) Evo/ 377 lb. dry (171 kg) Evo SP
Seat height: 33.3 in./34.4 in.
Fuel capacity: 3.3 gal. (12.4 L)