2010 DUCATI HYPERMOTARD 796 SPECIFICATIONS

ENGINE
Engine type: L-Twin cylinder, 2 valve per cylinder Desmodromic, air cooled
Bore x stroke: 88 x 66mm
Displacement: 803cc
Compression ratio: 11:1
Transmission: Six speed
Power (claimed): 81hp @ 8000
Torque (claimed): 55.7ft-lbs @ 6250rpm

CHASSIS
Frame type: Tubular steel Trellis frame
Front suspension: Marzocchi 43mm upside-down fork
Rear suspension: Adjustable Sachs monoshock
Wheelbase: 1455mm
Wheels (front / rear): Five-spoke in light alloy 3.50 x 17 / Five-spoke light alloy 5.50 x 17
Tyres (brand/front/rear): 120/70 ZR17 / 180/55 ZR17
Brakes (front / rear): 2 x 305mm semi-floating discs, radially-mounted Brembo calipers / 245mm disc, single caliper

DIMENSIONS
Fuel tank capacity: 12.4 litres
Weight (claimed): 167kg

PURCHASE DETAILS
Price: $15,990 plus on-road costs for Matte Black and White; $16,390 plus on-roads for Red
Colour options: Matte Black; White; Red
Test bike from: Ducati Australia
www.ducati.com.au

Take one look at the Ducati Hypermotard 796 and we wouldn’t blame you if it has you fooled for being its big brother 1100.

For 2010, Ducati has updated its stable of Hypermotards by introducing the 796 alongside the brand new EVO and EVO SP models that replace the 1100 that was released in 2007.

By adding the 796 to the fleet, Ducati has produced a lighter and slightly more compact urban weapon compared to the 1100 EVO, which includes an all-new engine, a 20mm lower seat height, its five kilograms lighter, and costs just $15,990 plus on-road costs for the Matte Black and White colourways (or $16,390 plus on-roads for red).

Powered by an 803cc L-Twin, two-valve per cylinder, Desmodromic air-cooled engine, the 796 has a bore and stroke of 88x66mm with a claimed power output of 81hp and 55.7ft-lbs of torque.

Its chassis features a tubular steel Trellis frame, 43mm Marzocchi upside-down forks, Sachs shock absorber, radially-mounted Brembo front brakes, and five-spoke light-alloy rims.

All of these features make for a grunty and nimble bit of gear that is ultra enjoyable when negotiating tight corners in succession, and it’s even pretty good when cruising the city or when you’re in bumper-to-bumper traffic.

The throttle response is smooth once the engine’s warmed up, the power making life easy for those who may be stepping up from a smaller capacity bike or riding a torquey twin for the first time.

You can twist the throttle in an aggressive manner and it’ll react accordingly with a good dose of acceleration, however it’s not overly fast and enables you to have some fun while accelerating through the six-speed gearbox without your speed rising too quickly.

Its mid-range is where you’ll usually work the engine, the power coming on strong from the bottom and powering through to around 8000rpm before you’ll want to shift. Usually I shift even earlier than that however, or you can rev it harder if required. The engine’s very flexible in its powerband.

Riders will actually really appreciate the character of the 796’s engine, basically because it’s a nice all round package that isn’t super fast, but extremely usable in its delivery.

In fact, it’s more powerful that I had anticipated before my first ride, which is a good thing I suppose, and I did become very fond of the engine during my week with the bike.

The 796 L-twin engine has a surprisingly strong range of power.

For those out there who like to wheelie, the good news is that there’s more than enough torque to loft the front wheel and carry a mono if that’s what you’re in to.

Possibly the coolest thing about the whole ride is the ultra-lightweight clutch – it’s phenomenal. I first pulled it with the engine off when picking the bike up from Fraser Motorcycles at Concord, having to double-check that it was connected!

It’s a seriously nice feature of the bike, making life effortless when taking off or parked at traffic lights while waiting in gear. It’d be perfect for the lady rider too, which so many features on this particular model are.

The digital instrument panel is the orange backlit version that’s found on the Streetfighter, a brilliant display that’s a cinch to operate via the handlebar-mounted controls.

Handling-wise, it’s very balanced in its flat, dirt bike-styled seating position, which sets you up to take control of the bike from the get go.

The suspension works a treat on smooth roads and can easily handle bumpier surfaces, compliant at speed and offering a lot of feedback via the motocross-type handlebars, footpegs and seat.

The forks aren’t adjustable like they are on the 1100s, but you will be able to adjust the shock if need be.

The 'duckbill' front fender is the centrepiece of the Hypermotard range's styling.

Turning into the corners upon entry is where you’ll have all your fun, but you do have to turn later than what your brain tells you to just because it turns ever so quickly.

Its stability around long corners isn’t perfect but nonetheless good enough, and it’ll stay on line nine times out of 10 where you direct it. The tighter turns are certainly its ultimate playground though.

Braking on the Hyper is where you’ll have all your fun, not because you can back it in like Ruben Xaus at the world launch for the original 1100, but because the Brembos work exceptionally well on this particular model.

It doesn’t feature the top of the line Monobloc stoppers, but the radially-mounted front brakes pull up quickly, have a good feel and feature an adjustable lever. The clutch lever position is also adjustable, just for interest’s sake.

Topping off the list of features of the 796 are the foldable mirrors that are attached to the handlebars, single-sided swingarm, and double underseat exhaust system – making for a sharp looking ride that suits its urban styling.

You can see out of the mirrors reasonably well at all times, however the vibrations do get to them at times and force them to shake a little under acceleration, or possibly vibrate into a different position.

I am a big fan of their folding capabilities though, especially when trying to fit the bike into my garage – or likewise a tight parking area elsewhere.

Perhaps the best thing about the 796 is that you’ll get the riding experience and looks of the popular Hypermotard 1100 models, albeit for less cash and a touch more user-friendly ride.

Both versions are priced competitively in the market and you won’t save a heap of dough compared to the EVO models, so it’s up to you whether you prefer a higher capacity engine and some better components for a few more grand.

Ducati has had great success in recent years due to models such as the 1198, Hypermotard and Streetfighter, with this addition of a lower-capacity brother to the Hypermotard set to prove yet another popular option amongst consumers.