Wheelies, Brakes, Italy, and a New Era of Hyper

Photos by Ducati.

Sylvia’s ideal motorcycle would be comfortable, have the sound of a twin-cylinder engine, use phenomenal brakes, and wheelie for days. Standing in the paddock at Autodromo di Modena in Italy, moments before riding Ducati’s new Hypermotard V2 SP, it felt like that wish list had somehow been handed directly to the engineers in Borgo Panigale.

2026 Ducati Hypermotard V2 SP

A lightweight supermoto-inspired bike built around the new V2 platform that combines agility with advanced electronics and premium components for maximum fun.

Highs

• Confidence-inspiriing braking performance

Sighs

• Overly sensitive quickshifter

• Foot pegs will scrape before your knee does on track

• That I don’t have money for one

Some motorcycles are built to be practical. Some are built to be fast. A few are built purely to make people smile inside their helmets. The Hypermotard has always lived in that third category. Twenty years after the original concept stunned crowds at EICMA in 2005, Ducati has rewritten the formula with an all-new machine. Lighter, sharper, more sophisticated, and more powerful than ever, the new V2 SP is not just another Hypermotard. It feels like Ducati has sharpened the Hyper into a more educated kind of troublemaker.

Flying into Bologna, then making our way to Modena’s compact but technical test circuit, the setting was optimal. Italy just understands motorcycles. This area is known as Motor Valley because Ducati, Ferrari, Lamborghini, etc. are all fairly close to each other. The University of Bologna produces a fair amount of engineering graduates that will work at those companies. And on a 1.28-mile circuit like Autodromo di Modena, where quick transitions, heavy braking zones, and punchy corner exits matter more than top speed, the Hypermotard V2 SP has the perfect place to show what it can do.

A Completely New Hypermotard

I have ridden the original Hypermotard 1100, so getting to ride the newest generation of Hyper was sure to be a treat. This is the fourth-generation Hypermotard, and Ducati went beyond just updating bodywork. The previous 950 platform is gone, replaced by a new technical base centered around Ducati’s 890cc V-Twin engine and a new monocoque chassis. This is the fifth Ducati model to use the new V2 platform sampled by Motorcycle.com – and soon enough, we’ll test the sixth in the DesertX.

The engine is one of the stars of the show. Ducati says it is the lightest Twin-cylinder engine the company has ever produced, weighing just 119.9 lbs. It makes 120 horsepower at 10,750 rpm and 94 Nm of torque at 8,250 rpm (both figures at the crankshaft), with more than 70 percent of that torque available at only 3,000 rpm. Peak numbers rarely tell the full story on a bike like this. What makes the Hypermotard exciting is how quickly it responds when you crack the throttle open mid-corner or pick it up onto the rear wheel exiting a turn.

This new V2 also uses Ducati’s intake variable timing (IVT) system, which continuously adjusts intake timing to improve low-end torque, broaden the mid-range, and still allow strong top-end power. The result is an engine that feels flexible and eager instead of peaky. It pulls cleanly down low, strong through the middle, and still wants to rev.

See those numbers on the cover? Those are the GPS coordinates for Borgo Panigale.”

It is also worth noting that this is a non-desmodromic engine and uses traditional valve springs, marking another step in Ducati’s evolving engineering philosophy – and a massive step in service intervals, but more on that in a bit. Traditionalists may raise an eyebrow, but on track the only thing you notice is how smooth and usable the power delivery is.

Lighter Means Better Everywhere

The previous Hypermotard was already entertaining, but this new bike drops significant weight. Ducati claims the V2 SP is 30.8 lbs. lighter than the outgoing 950 SP, with a claimed weight, excluding fuel, of 390.2 lb. That reduction shows up everywhere.

The bike changes direction with rowdy enthusiasm. Wide handlebars give immediate leverage, and the supermoto-style stance means you sit high, see everything, and can throw your body weight around easily.

A major part of the V2 SP’s transformation comes from its all-new chassis. Ducati uses a monocoque frame which is unique in the segment and in this case,  developed specifically for the Hypermotard, which integrates the engine as a stressed structural member while also serving as the airbox. That dual-purpose design helps maximize lightness and compact packaging. Out back, a steel trellis subframe pays tribute to the original Hypermotard, while the aluminum double-sided swingarm, inspired by the Hollow Symmetrical Swingarm from the Ducati Panigale V4, adds rigidity along with a sharp, purposeful look.

On a technical circuit like Modena, that agility matters. Quick left-right transitions feel light and direct, while mid-corner corrections require very little effort. Ducati specifically aimed to make the new chassis more neutral and intuitive than the outgoing bike, and that goal is obvious after a few laps.

Ducati also gave the Hypermotard V2 SP a welcome dose of adjustability and everyday usability. Standard seat height is 34.6 inches, delivering the tall, commanding supermoto stance riders expect. With my 28-inch inseam, I was barely tiptoeing. A low accessory seat reduces that to 34.1 inches. Pair the low seat with the optional lowered suspension and seat height drops further to 33.5 inches, making the bike more accessible for a wider range of riders. Fuel capacity is 3.3 gallons, which helps keep the chassis slim and compact while still offering enough range for spirited road rides between fuel stops.

Öhlins, Forged Wheels, and SP Treatment

The standard Hypermotard V2 gets quality components, but the SP is where Ducati turns the volume all the way up.

The V2 SP comes fitted with fully adjustable Öhlins NIX30 48mm forks and an Öhlins STX46 shock. Suspension quality is one of those things riders sense before they necessarily identify it. The SP rides with control and composure over imperfections, while still providing the support needed for aggressive braking and hard corner exits.

The forged aluminum wheels save 3.4 lbs. compared with the cast wheels fitted to the standard model, and Ducati says rotational inertia is reduced by 27 percent at the front and 21 percent at the rear. Numbers like that translate directly into real handling benefits, with quicker turn-in, lighter transitions, and a chassis eager to tighten its line the moment you ask it to.

Beyond performance, the V2 SP also stands apart visually with dedicated anniversary styling. White forged wheels paired with red graphics create one of the most striking details on the motorcycle, sharply contrasting the Racing Red and White SP livery. Ducati says the design celebrates the 20th anniversary of the original Hypermotard prototype, giving the new model a subtle nod to the machine that started it all. Wrapped around those wheels are Pirelli Diablo Rosso IV Corsa tires, a fitting choice for a machine that lives halfway between street bike and track toy.

On Track

Immediately upon walking into the garage filled with a slew of sumptuous V2 SPs, I stopped for a moment to inspect the bikes before our first session. As I adjusted the controls, I noticed the brake and clutch lever reach lacked enough range for my small hands. I also saw that the foot pegs on my assigned bike were heavily ground down underneath. Curious, I checked the other bikes in the garage and found similar wear marks on nearly all of them. Later in the day, I quickly learned why. While cornering on track, the foot pegs were touching the pavement before my knees were, suggesting ground clearance may come earlier than aggressive riders expect.

Riding down the front straight, the front brakes surprised me with how strong they were.  The SP gets Brembo M50 monobloc calipers clamping dual 320mm front discs, operated by a PR16/21 radial master cylinder. It is a serious setup, and it feels like one.

Initial bite is strong without being abrupt. Lever feel is excellent, and there is enough power on tap to make late braking almost casual. More importantly, the braking package works in harmony with the chassis. The bike stays settled entering corners, allowing you to trail brake confidently and release pressure smoothly at lean. The confidence the brakes inspire allowed me to back it in slightly without even trying. For a motorcycle with a mischievous personality, it is reassuring to have race-level stopping power available at all times.

Slide-by-Brake: Ducati Lets You Be a Supermoto Hero

One of the most interesting electronic additions is Ducati’s Slide-by-Brake function, available within ABS Level 2. It allows a controlled rear-wheel slide under braking, helping riders back the bike into corners in a more supermoto-style fashion.

I did not personally use it during my sessions. Trusting advanced electronics on a motorcycle I had only just met, while learning a new track, seemed like a bold first date decision. But I watched plenty of other riders use it, and it looked wildly entertaining.

The system is supposed to let riders enter corners with rear-end movement while maintaining control and composure. It looks fun, fast, and exactly in line with what a Hypermotard should encourage. If I get another opportunity on the V2 SP, Slide-by-Brake is first on the list to try.

Electronics Without Killing the Fun

The electronics suite is extensive, but Ducati does well not to sterilize the experience. Everything is managed through a six-axis IMU and includes Cornering ABS, Ducati Traction Control, Ducati Wheelie Control, Engine Brake Control, Ducati Quick Shift 2.0, Ducati Power Launch, and Pit Limiter. There are four riding modes: Race, Sport, Road, and Wet.

Race mode gives full power with minimal intervention and is the obvious choice on circuit. Wet mode reduces output to 95 horsepower and increases electronic support. Riders can also customize settings individually. I personally like to have all electronics on the lowest settings, or off completely.

The five-inch TFT display is crisp and modern, with Road, Road Pro, and Track layouts. In Track mode, it displays key information and selected electronic intervention levels. Ducati’s new petal-style joystick on the left switchgear makes navigating menus easier than many systems currently on the market. Importantly, even with all this technology, the Hypermotard retains its playful character. It has not become overly serious or over-managed.

However, not everything was perfect. As my sessions went on, after some upshifts and downshifts (using the Ducati up/down quickshifter), I would select the next gear, then immediately experience a noticeable power interruption right after the shift. This occurred even with traction control turned off, so we can’t blame TC.

Other riders reported similar behavior, so it wasn’t an isolated issue. We tried to narrow down the cause throughout the day, but couldn’t find a definitive answer. Ducati staff adjusted the shifter height, suggesting the issue was simply poor foot placement causing an overly-sensitive quickshift sensor at the lever to cut power. While this improved the situation, the cuts still occurred for me. Shifting issues with the new V2 engine seem to be common with the various V2 models we’ve tested at MO, and it seems like the new Hyper suffers even more than the others.

The good news is that this appears to be a calibration rather than mechanical concern. With modern motorcycles so deeply integrated with electronics, quickshifter behavior, ignition cuts, throttle management, and sensor inputs can often be refined through software updates. My expectation is that Ducati will have this sorted before public deliveries. And, when the rest of the package is this strong, it feels more like a temporary blemish than a red flag.

Sound, Character, and Wheelie Potential

A Hypermotard without personality would miss the point entirely. Thankfully, the V2 SP has plenty of it. The V-Twin soundtrack carries that unmistakable pulse and urgency Ducati Twins are loved for. It sounds mechanical, alive, and eager. Crack the throttle and it responds with energy rather than hesitation. Naturally, I tested its willingness to wheelie. With the old 1100 Hypermotard, wheelies are a little intimidating because the way the power is delivered is a bit abrupt and there are no carefully-tailored rider aids to save you from yourself. The new V2 engine makes wheelies a breeze and the Ducati Wheelie Control also allows less experienced riders the thrill of an effortless wheelie with a safety net. Between the broad torque curve, upright ergonomics, and short-geared punch, the front wheel never feels overly committed to staying on the ground.

As entertaining as the standard V2 SP already is, Ducati knows many Hypermotard owners never leave things stock. For riders looking to personalize the Ducati Hypermotard V2 SP further, Ducati has developed a full range of factory accessories through Ducati Performance, highlighted by exhaust systems created in collaboration with Termignoni. A homologated double silencer with titanium sleeves and carbon end caps adds a more aggressive visual touch while maintaining road legality in applicable markets. For track-focused owners, Ducati also offers a full racing exhaust system (pictured below) that increases output by 3.6 horsepower, trims 8.8 lbs. of weight, and gives the V2 SP an even sharper, more intoxicating soundtrack.

An Incredible Italian Warranty

Another area where the Hypermotard V2 SP has potential to impress is ownership confidence. Ducati backs the bike with a 24-month unlimited-mileage warranty, adding peace of mind for riders who plan to rack up serious seat time. Service intervals are equally appealing, with annual maintenance scheduled every 12 months, oil service required every 9,000 miles (15,000 km) or 24 months, and valve clearance inspections stretched all the way to 28,000 miles (45,000 km). You can thank the switch to normal valve springs for that. For a high-performance Italian motorcycle, those intervals are notably rider-friendly and show how far Ducati has come in combining excitement with real-world practicality.

Is It Worth It?

The Ducati Hypermotard V2 SP is more than an update; it is a complete rethinking of what the Hypermotard can be. It is lighter, sharper, and more technologically advanced than the outgoing 950 SP. The new 890cc V2 engine is stronger and more usable. The chassis is agile and confidence-inspiring. The Öhlins suspension and forged wheels elevate the riding experience. The brakes are genuinely excellent, and Ducati has managed to add sophisticated electronics without draining the bike of its supermoto-bred soul. Coming to American dealerships in May 2026, the $20,995 price tag is nothing to scoff at, but we’ll leave your wallet to decide.

As the riding wrapped up, I filmed pieces to camera while beautiful cars rolled onto the track behind us. The soundtrack of engines echoing through the Modena air was distracting in the best way. It was the most Italian ending possible to a day centered around speed, sound, and machines built for passion.

If your dream motorcycle includes comfort, Twin-cylinder character, huge braking power, and a willingness to lift the front wheel with enthusiasm, the new Hypermotard V2 SP may be dangerously close to perfect.

Scorecard

In Gear

2026 Ducati Hypermotard V2 SP Review Gallery

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Credit: Photos by Ducati.

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