Ducati Hypermotard 950
2025 Ducati Hypermotard 950: 114 hp supermoto, 937 cc twin, 193 kg without fuel, no longer sold new in France. Full specs and press reviews.
At a glance
The Ducati Hypermotard 950 is a road-going supermoto powered by a 937 cc Testastretta 11° L-twin with 114 hp and 95.6 Nm, weighing 193 kg in running order without fuel, offered as the 950, 950 RVE and 950 SP. It is no longer sold new in France: Ducati replaced it with the Hypermotard V2, a fourth generation with an 890 cc engine listed from €15,990, and no longer publishes a price for the 950, whose last model year, 2025, is covered here (foreign benchmarks: $15,995 in the United States in 2024 according to Cycle World, €15,190 in Italy in 2025 according to Inmoto). Reviews, all of the model launched in 2019, praise its strong engine, agility and electronics, but criticise a very tall and hard seat, a high price, an optional quickshifter on the base version and the lack of a fuel gauge.
World press review
Meta-score
9 sources
Press ratings
2019 launch test (950 and 950 SP): a hilarious hooligan tool with bleeding-edge rider aids and a slick chassis; pricey and very focused.
649 points out of 1,000 on its scale for the 2019 950 (950 SP: 664): engine 183, chassis 171, everyday use 123, safety 108, costs 64; in its 2019 comparison with the KTM 690 SMC R, the 950 SP rides more like a very light and very sporty naked bike.
2019 launch test (950 and 950 SP): more civilised and versatile without losing its hooligan character; the base 950 is more comfortable than the SP.
2019 test (950 on the road, 950 SP on track): first-rate electronics and handling; the SP's price gap is hard to justify, and the base 950 craves a quickshifter.
2019 test (950 and 950 SP): refined, powerful engine and comprehensive IMU-based electronics; high price, optional quickshifter and fork dive under braking.
2019 test (950 and 950 SP): looks, engine, lively chassis, suspension, sound and finish; hard seat, ABS that cannot be switched off, no standard quickshifter on the 950 and a high price.
Press synthesis
What the world’s press says
No review covers a model year later than 2019: all the scores and opinions used here concern the launch model, which kept its engine and chassis until 2025 (the switch to Euro 5 did not change the power output). The meta score of 80/100 is calculated from the scores of MCN (4/5, review of the 2019 model published in 2021), Motorcycle.com (90.5/100) and Caradisiac (13.9/20). MOTORRAD gives it 649 points out of 1,000 on its own, non-comparable scale; Visordown, Cycle World, BikeSocial, 1000PS and Le Repaire des Motards reviewed it without a displayed score.
What reviewers like: a strong, lively engine from low revs (MCN, 1000PS, Motorcycle.com, Le Repaire des Motards), first-rate agility and handling (BikeSocial, Visordown, MOTORRAD), comprehensive, unobtrusive electronics (MCN, Visordown, 1000PS, BikeSocial), excellent suspension and well-judged ergonomics (Motorcycle.com, Le Repaire des Motards), a more civilised and versatile character than the old Hypermotard (Cycle World, MCN), and praised looks and finish (Caradisiac, Le Repaire des Motards).
What they criticise: a very tall seat (Motorcycle.com, Visordown) that is also hard (Le Repaire des Motards), a high price, especially for the SP (Visordown, BikeSocial, 1000PS, MCN, Le Repaire des Motards), an optional quickshifter on the base 950 (BikeSocial, 1000PS, Le Repaire des Motards), ABS that cannot be fully switched off (Motorcycle.com, Le Repaire des Motards), no fuel gauge (MCN), indicators built into the hand guards (Motorcycle.com), a fork that needs setting up, a gearbox that needs running in and high fuel consumption when ridden hard (Caradisiac), and fork dive under braking (1000PS).
Key quotes
"There’s nothing nice about this bike and I mean that in the nicest possible way; it’s a rampant, relentless beast with the throttle pinned, yet very useable at more serene speeds where smiles for miles can still be delivered."
"Both 950s are just stupid-fun little motorcycles (medium-sized, actually) that sort of challenge you to be a better rider every time you get on."
"The Hypermotard 950 recaptures sensations of the finest kind and what made the first models so successful."
"Because while this new bike is packed with all the high-techery you can eat, it’s also the wildest Hypermotard yet."
"It rides more like a very light and very sporty naked bike that you can push hard into a lean when needed, but don't have to."
"Sure, Ducati has improved the Hyper’s manners in a good way. Tell it to the judge."
"Justifiably impractical, single-minded and bonkers good? Absolutely."
"An absolute fun machine that plays to its strengths above all on twisty roads."
"Stylish but insolent, rigorous but lively, the Italian bombshell is back."
Pros
- 114 hp Testastretta twin, strong from low revs
- Supermoto agility and precision, wide handlebar
- Comprehensive electronics (IMU, cornering ABS, DTC, DWC)
- Adjustable fork and shock, Öhlins on the 950 SP
- Looks and finish praised by the press
- Long service intervals: oil change at 15,000 km, Desmo Service at 30,000 km
Cons
- No longer sold new in France, replaced by the Hypermotard V2
- Very tall (870 mm, 890 mm on the SP) and hard seat
- Optional quickshifter on the base 950
- ABS cannot be fully switched off
- 14.5-litre tank with no fuel gauge
- High price, especially for the 950 SP
Our review
Is the Hypermotard 950 still on sale?
Not new: Ducati France’s Motard range now offers only the Hypermotard 698 Mono, the Hypermotard V2 and the V2 SP, and the old 950 page redirects to the Hypermotard V2’s. Unveiled at EICMA 2025 as the fourth generation of the Hypermotard, the V2 replaces the 950 (see the Ducati Hypermotard V2 page). Ducati published owner’s manuals for the 950, 950 RVE and 950 SP up to the 2025 model year, which is therefore the last one; this page covers it.
How much did it cost?
Ducati France no longer publishes any price for the 950. As a benchmark, Cycle World listed a US retail price of $15,995 for the 2024 950 and $19,795 for the SP; in Italy, the Inmoto price guide gives €15,190 for the 2025 950, €16,190 for the RVE and €19,390 for the SP. In 2021 Ducati announced a 35 kW version for the A2 licence. Its replacement, the Hypermotard V2, is listed at €15,990 by Ducati France, and the V2 SP at €19,990.
Which versions?
The base 950 gets a fully adjustable 45 mm Marzocchi fork and a Sachs shock, in Ducati Red; its quickshifter is optional. The 950 RVE, launched for the 2021 model year, adds the quickshifter as standard and a Graffiti livery, which became the Graffiti Livery Evo from the 2024 model year. The 950 SP has fully adjustable Öhlins suspension with longer travel (185 mm front, 175 mm rear), forged Marchesini wheels and the quickshifter; its seat stands at 890 mm and it weighs 191 kg without fuel.
How good is the engine?
The 937 cc Testastretta 11° L-twin (94 x 67.5 mm, 13.3:1 compression) with desmodromic valve actuation gets 53 mm ride-by-wire throttle bodies. Ducati claims 114 hp (84 kW) at 9,000 rpm and 95.6 Nm at 7,250 rpm, 4 hp more than the 939, with over 80% of the torque available from 3,000 rpm; the switch to Euro 5, for the 2022 model year, did not change these figures but brought a revised gearbox. MCN gives the engine 5/5, and 1000PS finds it refined and powerful.
How does it ride?
The steel trellis frame, lighter than the 939’s, is paired with a single-sided aluminium swingarm and a 1,493 mm wheelbase. Braking relies on twin 320 mm discs with Brembo M4.32 radial calipers. Motorcycle.com rates the suspension excellent and the ergonomics superb; MOTORRAD finds the 950 SP rides more like a very light and very sporty naked bike, and 1000PS notes fork dive under braking.
What electronics?
The six-axis Bosch IMU manages three-level cornering ABS (with slide control under braking at level 1), DTC EVO traction control and DWC EVO wheelie control, each adjustable over eight levels. Three riding modes (Sport, Touring, Urban), a 4.3-inch colour TFT screen and engine brake control complete the package. There is no cruise control or fuel gauge, and the ABS cannot be switched off completely.
Fuel consumption and maintenance
Ducati publishes no homologated fuel consumption in the sources consulted; BikeSocial reports a claimed 55.4 UK mpg (about 5.1 L/100 km) and recorded 43.5 mpg (about 6.5 L/100 km) on its road route, giving a range of about 220 km from 14.5 litres. The 2025 manual calls for an oil change at 15,000 km and every 12 months, and the Desmo Service (valve clearance, timing belts, spark plugs) every 30,000 km.
Who is it for?
The Hypermotard 950 requires a full A licence. It suits fairly tall riders (870 mm seat) looking for a playful bike for twisty roads and track days rather than a tourer: the tank is small and pillion comfort basic.
Where does it come from?
The Hypermotard was born in 2007 with the air/oil-cooled 1100. The 821 (2013) moved to liquid cooling, the 939 (2016) to 937 cc, then the 2019 950 launched the third generation. The Hypermotard V2, with an 890 cc engine, 120.4 hp and 180 kg without fuel, succeeds it.
Recalls
Some 2019 Hypermotard 950 SPs were recalled for a side stand that may be improperly welded (Safety Gate A11/00091/21, NHTSA 21V738000), and some 2019-2020 950s and 950 SPs in the United States for a battery terminal that may break (NHTSA 19V780000). No recall was found for the 2025 model year.
Specifications
| Displacement | 937 cc |
|---|---|
| Power | 114 hp (84 kW) @ 9,000 rpm (114.3 hp according to the owner's manual) |
| Torque | 95.6 Nm @ 7,250 rpm |
| Weight | 193 kg (running order without fuel; 950 SP: 191 kg) |
| Power-to-weight ratio | 1.69 |
| Seat height | 870 mm |
| Fuel capacity | 14.5 L |
| Maintenance interval | Oil change: 15,000 km / 12 months — Valves and timing belts (Desmo Service): 30,000 km (Ducati 2025 owner's manual) |
| Engine type | Testastretta 11° L-twin, 4-stroke, desmodromic valve actuation, belt-driven DOHC, 4 valves per cylinder, liquid-cooled |
| Cooling | liquide |
| Transmission | 6-speed, chain drive, slipper clutch |
| License | AA2 Restrictable |
Engine detail
| Bore x stroke | 94 x 67,5 mm |
|---|---|
| Compression ratio | 13,3:1 |
| Fuel system | Continental indirect electronic fuel injection, 53 mm full ride-by-wire throttle bodies, 1 injector per cylinder |
| Valve train | Desmodromic, belt-driven DOHC, 4 valves per cylinder (8 rockers) |
| Max power RPM | 9000 units.rpm |
| Max torque RPM | 7250 units.rpm |
| Starter | Electric |
| Euro standard | Euro 5 |
Chassis & running gear
| Frame type | Tubular steel trellis frame (34 mm main tubes), steel rear subframe, single-sided aluminium swingarm |
|---|---|
| Rake angle | 25.5 ° |
| Trail | 104 mm |
| Wheelbase | 1493 mm |
| Ground clearance | 195 mm |
| Front suspension | Fully adjustable 45 mm Marzocchi hydraulic fork, 170 mm travel (950 SP: fully adjustable 48 mm Öhlins, 185 mm) |
| Rear suspension | Progressive-linkage Sachs monoshock, adjustable for preload and rebound, 150 mm wheel travel (950 SP: fully adjustable Öhlins, 175 mm) |
| Front brake | Dual 320 mm semi-floating discs, Brembo M4.32 four-piston radial monobloc calipers, PR18/19 radial master cylinder |
| Rear brake | 245 mm disc, Brembo two-piston caliper |
| Front tire | 120/70 ZR17 (Pirelli Diablo Rosso III), 3.50 x 17 rim |
| Rear tire | 180/55 ZR17 (Pirelli Diablo Rosso III), 5.50 x 17 rim |
| ABS system | Three-level Bosch Cornering ABS EVO (6-axis IMU), slide control under braking (Slide by Brake) at level 1, cannot be switched off |
Electronics & rider aids
| Riding modes | Sport, Touring, Urban |
|---|---|
| Traction control | Yes |
| Anti-wheelie | Yes |
| Quickshifter | Optional DQS Up & Down EVO two-way quickshifter (standard on the 950 RVE and 950 SP) |
| Cruise control | No |
| Dashboard | 4.3-inch colour TFT |
| Connectivity | Ducati Multimedia System (Bluetooth) as an accessory |
| Other features | 6-axis Bosch IMU, DTC EVO traction control (8 levels + Off), DWC EVO wheelie control (8 levels + Off), Engine brake control (EBC), LED daytime running lights, H4 headlight, LED indicators and tail light, USB socket, No fuel gauge |
Ergonomics & rider fit
| Riding position | Supermoto: upright, wide tapered aluminium handlebar, tall and narrow seat |
|---|---|
| Passenger comfort | Dual seat, removable pillion footpegs |
| Wind protection | Minimal (supermoto without a screen) |
| Max total weight | 375 kg |
The Hypermotard 950 offers a supermoto riding position, upright and tipped towards the front wheel, with a wide tapered aluminium handlebar. The seat remains tall (870 mm, 890 mm on the SP), but MCN notes it has been narrowed by 52 mm at the crotch, and finds it flatter and more comfortable than the 939’s. Motorcycle.com finds the ergonomics superb but the seat too tall for shorter riders, and the side stand too short; Visordown also finds it tall, and Le Repaire des Motards finds it hard, with the feeling of sitting above the front wheel. BikeSocial describes a sporty and aggressive position despite the upright stance, and barely notices heat from the under-seat exhausts. The pillion footpegs are removable, and Le Repaire des Motards considers the bike made for solo riding. The maximum permissible weight is 375 kg.
Ownership & maintenance
About 6.5 L/100 km (43.5 UK mpg recorded on the road by BikeSocial, 2019 test)
L/100km
Real-world consumption
~~220 km (calculated: 14.5 L tank / about 6.5 L/100 km recorded by BikeSocial)
km
Estimated range
| Oil change | every 15,000 km or every 12 months |
|---|---|
| Valve check | every 30,000 km |
| Coolant change | every 30,000 km |
| Spark plugs | every 30,000 km |
| Timing belt | every 30,000 km |
| Chain | Tension checked and chain lubricated at least every 1,000 km; chain kit (Regina 520) to be replaced before 20,000 km according to Ducati |
Average service cost
About £210 a year in the UK (MCN estimate)
Warranty
2 years / Unlimited mileage (24-month manufacturer's warranty)
Ducati’s 2025 owner’s manual specifies a first service at 1,000 km, then an oil and filter change at 15,000 km and every 12 months (Annual Service). The Desmo Service, every 30,000 km, includes checking and adjusting the valve clearance and replacing the timing belts (at the latest after 60 months), the spark plugs and the air filter, as well as changing the coolant (at the latest after 48 months). The fork oil is changed every 45,000 km and the brake and clutch fluid every 24 months. The chain is checked and lubricated at least every 1,000 km, and Ducati recommends replacing the chain kit before 20,000 km. MCN estimates the annual servicing cost at £210 in the UK. The manufacturer’s warranty runs for 24 months with unlimited mileage, with 24 months of roadside assistance.
Direct competitors
Compare →| Model | MSRP | Power | Weight |
|---|---|---|---|
| Ducati Hypermotard 950 | — | 114 hp (84 kW) @ 9,000 rpm (114.3 hp according to the owner's manual) | 193 kg (running order without fuel; 950 SP: 191 kg) |
| KTM 690 SMC R2027 | €12,149 | 79 hp | 152 kg (without fuel) |
| Yamaha MT-09 SP2024 | €12,999 | 119 hp | 194 kg (wet) |
| Triumph Street Triple 765 R2026 | €10,795 | 120 hp | 189 kg (wet) |
| Ducati Monster | €12,590 | 111 hp | 175 kg (without fuel) |
Generations
Compare →- Hypermotard 1100 / 1100 S2007 – 2009
1,078 cc · 91 hp · 103 Nm · —
The original model, derived from the prototype shown at EICMA 2005: 1,078 cc air/oil-cooled two-valve Desmodue twin and under-seat exhausts.
- Hypermotard 1100 EVO / EVO SP2010 – 2012
1,078 cc · 96 hp · 103 Nm · —
Revised engine and weight savings.
- Hypermotard 7962010 – 2012
803 cc · 82 hp · 75 Nm · —
Entry-level variant, smaller and more accessible than the 1100.
- Hypermotard 821 / SP (2e génération)2013 – 2015
821 cc · 110 hp · 89 Nm · 198 kg (road-ready)
Switch to the 821 cc liquid-cooled, four-valve Testastretta 11° twin.
- Hypermotard 939 / SP2016 – 2018
937 cc · 113 hp · 97.9 Nm · 204 kg (road-ready)
Displacement increased to 937 cc and Euro 4 homologation.
- Hypermotard 950 / RVE / SP (3e génération)2019 – 2025
937 cc · 114 hp · 95.6 Nm · 193 kg (without fuel)
New lighter trellis frame, twin under-seat exhaust, 6-axis IMU, 4 hp more and about 4 kg less than the 939; Euro 5 from the 2022 model year.
- Hypermotard V2 / V2 SP (4e génération)2026 – today
890 cc · 120.4 hp · 94 Nm · 180 kg (without fuel)
New 890 cc V2 twin with intake variable timing (IVT), monocoque frame, double-sided aluminium swingarm, 13 kg lighter than the 950 according to Ducati.
Compare with this generation →
| Generation | Displacement | Power | Torque | Weight |
|---|---|---|---|---|
| Hypermotard 1100 / 1100 S2007 – 2009 The original model, derived from the prototype shown at EICMA 2005: 1,078 cc air/oil-cooled two-valve Desmodue twin and under-seat exhausts. | 1,078 cc | 91 hp | 103 Nm | — |
| Hypermotard 1100 EVO / EVO SP2010 – 2012 Revised engine and weight savings. | 1,078 cc | 96 hp | 103 Nm | — |
| Hypermotard 7962010 – 2012 Entry-level variant, smaller and more accessible than the 1100. | 803 cc | 82 hp | 75 Nm | — |
| Hypermotard 821 / SP (2e génération)2013 – 2015 Switch to the 821 cc liquid-cooled, four-valve Testastretta 11° twin. | 821 cc | 110 hp | 89 Nm | 198 kg road-ready |
| Hypermotard 939 / SP2016 – 2018 Displacement increased to 937 cc and Euro 4 homologation. | 937 cc | 113 hp | 97.9 Nm | 204 kg road-ready |
| Hypermotard 950 / RVE / SP (3e génération)2019 – 2025 New lighter trellis frame, twin under-seat exhaust, 6-axis IMU, 4 hp more and about 4 kg less than the 939; Euro 5 from the 2022 model year. | 937 cc | 114 hp | 95.6 Nm | 193 kg without fuel |
| Hypermotard V2 / V2 SP (4e génération)2026 – today New 890 cc V2 twin with intake variable timing (IVT), monocoque frame, double-sided aluminium swingarm, 13 kg lighter than the 950 according to Ducati. Compare with this generation → | 890 cc | 120.4 hp | 94 Nm | 180 kg without fuel |
Manufacturer figures (otherwise specialist press). Weighing conditions differ between generations: compare weights with care.
Available colors
Manufacturer recalls
Side stand that may be improperly welded, with a risk of it breaking and the motorcycle falling over when parked; affects some 2019 Hypermotard 950 SPs (recall published on RappelConso and Safety Gate).
Voir le rappel →The same side stand welding defect in the United States, on some 2019 Hypermotard 950 SPs.
Voir le rappel →The negative battery terminal may break, with a risk of sudden loss of power and engine stall; affects some 2019 and 2020 Hypermotard 950 and 950 SP models.