Ducati Hypermotard V2
2027 Ducati Hypermotard V2: 120 hp supermoto, 890 cc V2 twin, 180 kg without fuel, €15,990. Full specs, press reviews and rivals.
At a glance
The Ducati Hypermotard V2 is the fourth generation of Ducati's road-going supermoto, completely redesigned around the 890 cc V2 twin (120.4 hp, 94 Nm) and an aluminium monocoque frame, at 180 kg at kerb without fuel, 13 kg less than the Hypermotard 950. Ducati France sells it for €15,990 as a 2027 model year (€19,990 for the V2 SP with Öhlins suspension and Brembo M50 brakes), also in a 35 kW version for A2 licence holders. Reviewers, who only rode the V2 SP, find it lighter, easier and more effective than the 950, but criticise a high price, limited everyday practicality (tall seat, small tank), footpegs that scrape early on track and a less visceral character.
World press review
Meta-score
8 sources
Press ratings
Incredible fun to ride, slide by brake feels like a cheat code and sublime build quality; physical on track, single-minded and impractical, expensive for a toy, only one colour for the base model (V2 SP tested on track).
Lighter, more intuitive and more effective than the 950, with "fantastic" Brembo M50 brakes and a vibration-free engine; but less "hyper" and less visceral, brake lever too far away and low footpegs (V2 SP tested on track).
Finally natural ergonomics, lively and flexible engine, stable chassis, powerful Brembo M50 brakes and slide by brake up to 30°; demands effort when changing lean angle, footpegs touch down early and high price (V2 SP tested on track).
Controllable 120 hp, Öhlins suspension, drift mode, manageable electronics and low weight; high price, footpegs scrape early, small tank and slight brake fade under intensive use (V2 SP tested on track).
Press synthesis
What the world’s press says
All reviews cover the 2026 V2 SP, technically identical to the 2027 model year: no publication has tested the base V2. Almost all were carried out on track, at the international press launch at the Autodromo di Modena in Italy, with reviews published in April and May 2026; only Bennetts BikeSocial rode it for two weeks on the road, in September 2026. The 83/100 meta-score is therefore based on four numeric scores given to the V2 SP: MCN’s 4/5, Motorcycle.com’s 94.5/100, Bennetts BikeSocial’s 4/5 and Caradisiac’s 15.2/20. Visordown, Cycle World, MOTORRAD and 1000PS tested it without a score.
What reviewers like: a lighter, more powerful and more accessible Hypermotard (MCN), which Bennetts BikeSocial calls “the most impressive” of the line and easier to live with than the 950 on the road. Motorcycle.com gives it 15/15 for suspension and 10/10 for brakes and finds it “dangerously close to perfect”; Cycle World calls the Brembo M50 brakes “fantastic” and likes a vibration-free engine. Visordown had enormous fun and likens slide by brake to a “cheat code”, 1000PS praises electronics that make sliding accessible, and Caradisiac likes the enthusiastic twin, a playful yet rigorous chassis and high-quality damping. MCN and Bennetts BikeSocial also praise the very long service intervals.
What they criticise: first the price, especially for the SP (MCN, Visordown, MOTORRAD, 1000PS, Caradisiac), MCN finding it “hard to justify” and a niche toy for real-world use. The footpegs scrape early on track (Motorcycle.com, Cycle World, MOTORRAD, 1000PS), the quickshifter is overly sensitive for Motorcycle.com, the brake lever too far away for Cycle World, and 1000PS notes slight brake fade under intensive use. Cycle World finds it less visceral than the 950, and Bennetts BikeSocial regrets the end of the desmodromic engine and single-sided swingarm, inactive buttons without the accessories and the lack of a fuel gauge. Finally, Visordown and 1000PS point to its impracticality and small tank, Caradisiac to fuel consumption that soars when having fun.
Key quotes
"It’s hard to fault the Hypermotard V2 SP. It’s lighter, more powerful and more accessible, as intended. It also has an improved spec and ridiculously long service intervals. However, as is the same with any SP, it is simply hard to justify purchasing one."
"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."
"The 2026 Ducati Hypermotard V2 SP is without doubt the most impressive machine yet to carry the name."
"Above all, it is a terrific machine that banks on sensations and unreasonable irrationality."
"The new Ducati Hypermotard V2 SP is fast, physical and unapologetically playful."
"Even though the V2 is a better motorcycle by every measurable metric, I’m not tempted to replace my 950."
"Now, 20 years later, everything about the Hypermotard really is "Hyper"."
"The Ducati Hypermotard V2 SP makes supermoto riding accessible, and so there is plenty of supermoto DNA in the Hyper."
Pros
- Lightness and agility praised by every reviewer (180 kg without fuel, 13 kg less than the 950)
- Smooth, lively and vibration-free V2 engine
- Powerful brakes, especially the V2 SP’s Brembo M50s
- Comprehensive electronics: 4-level cornering ABS with slide by brake, standard quickshifter
- Long service intervals: valves every 45,000 km
- 35 kW version for the A2 licence at the same price
Cons
- High price, especially for the €19,990 V2 SP
- Footpegs touch down early on track
- Limited everyday practicality: 880 mm seat, 12.5-litre tank, no fuel gauge
- Less visceral character than the 950, no more desmodromic engine or single-sided swingarm
- Cruise control, heated grips and connectivity are accessories
Our review
Which model year and price in France?
The Hypermotard V2 is sold for €15,990 by Ducati France, whose configurator lists it as a 2027 model year. It is the generation unveiled on 4 November 2025 and delivered since April 2026, with no change announced since. The V2 SP costs €19,990. Both versions also come in a 35 kW version for the A2 licence, at the same price. In the United States, the V2 is listed at $16,995 and the V2 SP at $20,995, plus destination. The V2 SP 100, a 100-unit series from the centenary collection (livery inspired by the 860 “24 Horas de Montjuïc”, dry clutch), has no listed price in France.
What does the V2 SP change?
The V2 SP replaces the 46 mm Kayaba fork and the preload- and rebound-adjustable Kayaba shock with a 48 mm Öhlins NIX30 fork and an Öhlins STX 46 shock, both fully adjustable. It gets Brembo M50 calipers instead of M4.32s, forged wheels about 1.5 kg lighter, Pirelli Diablo Rosso IV Corsa tyres, a lithium-ion battery, a carbon front mudguard, and Ducati Power Launch launch control and the Pit Limiter as standard. It weighs 177 kg instead of 180 kg at kerb without fuel.
What has changed compared with the Hypermotard 950?
Almost everything. The Hypermotard 950, no longer on sale, combined a 937 cc Testastretta 11° twin with a steel trellis frame and a single-sided swingarm. The V2 adopts the 890 cc V2 engine of the Streetfighter V2 and Panigale V2, an aluminium monocoque frame using the engine as a stressed member and doubling as the airbox, and a double-sided swingarm; only the rear subframe remains a steel trellis. Ducati calls it the lightest and most powerful Hypermotard ever built: 13 kg lighter than the 950 (193 kg without fuel) and 14 kg lighter for the SP, with 120.4 hp instead of 114. The tank shrinks from 14.5 to 12.5 litres.
How good is the engine?
The 890 cc 90° V-twin (96 x 61.5 mm, 13.1:1 compression) drops desmodromic valve actuation for spring-returned valves and adopts intake variable valve timing (IVT). It weighs 54.4 kg, 6.42 kg less than the Testastretta according to Ducati, and makes 120.4 hp (88.5 kW) at 10,750 rpm and 94 Nm at 8,250 rpm, slightly more torque than on the Panigale and Streetfighter V2, with Euro 5+ approval. Ducati claims more than 70% of peak torque from 3,000 rpm. In Wet mode, power is limited to 95 hp.
Motorcycle.com finds it flexible and eager, Cycle World free of vibration; Bennetts BikeSocial misses the Testastretta’s low-down punch, but the V2 pulls harder at the top.
How does it ride?
The wheelbase is 1,514 mm, the rake 26° and the trail 110 mm; suspension travel is 170 mm at the front and 160 mm at the rear, and a Sachs steering damper is fitted as standard. Braking is handled by twin 320 mm semi-floating discs and Bosch cornering ABS. On the Modena circuit, reviewers praise the V2 SP’s agility (Visordown, Cycle World) and its M50 brakes, but the footpegs touch down early (Motorcycle.com, Cycle World, MOTORRAD, 1000PS).
What electronics?
The six-axis IMU manages four-level cornering ABS, one level more than on the other V2 models: level 1 acts on the front wheel only, allowing the rear wheel to lock, and level 2 allows sliding under braking (“slide by brake”). They are joined by DTC traction control (8 levels), DWC wheelie control, EBC engine brake control, four riding modes and the standard DQS 2.0 quickshifter, overly sensitive for Motorcycle.com. Cruise control, heated grips and the Ducati Multimedia System are only pre-wired, and there is no fuel gauge.
Who is it for?
For riders after a playful twin-cylinder supermoto on twisty roads as well as track days, also open to A2 licence holders in 35 kW form. Bennetts BikeSocial points out that it no longer has a direct twin-cylinder rival and compares it with sporty naked bikes such as the KTM 990 Duke R (€14,949) or with singles such as the KTM 690 SMC R (€12,149). With an 880 mm seat, no wind protection and 12.5 litres of fuel, it is ill-suited to long journeys and two-up riding; MCN recommends a Streetfighter V2, at the same price, or a Monster for all-round use.
Fuel consumption, maintenance and recalls
Ducati quotes 5.4 L/100 km (125 g/km CO2), giving a theoretical range of about 230 km; on the road, Bennetts BikeSocial saw 52.6 UK mpg (about 5.4 L/100 km) on the trip computer. The owner’s manual calls for an oil change every 15,000 km or 24 months and a valve clearance check every 45,000 km. The warranty is 24 months with unlimited mileage. No recall had been published for the Hypermotard V2 as of 13 October 2026.
Specifications
| Displacement | 890 cc |
|---|---|
| Power | 120.4 hp (88.5 kW) @ 10,750 rpm |
| Torque | 94 Nm (9.6 kgm) @ 8,250 rpm |
| Weight | 180 kg (kerb, without fuel; V2 SP: 177 kg) |
| Power-to-weight ratio | 1.50 |
| Seat height | 880 mm |
| Fuel capacity | 12.5 L |
| Fuel consumption | 5.4 L/100 km — 125 g/km CO2 (Ducati figure) |
| Maintenance interval | Oil change: 15,000 km / 24 months — Annual service: 12 months — Valves (Valve Check): 45,000 km |
| Engine type | Ducati V2 90° V-twin, 4-stroke, intake variable valve timing (IVT), 4 spring-returned valves per cylinder, liquid-cooled |
| Cooling | liquide |
| Transmission | 6-speed, 520 chain, DQS 2.0 quickshifter |
| License | AA2 Restrictable |
| MSRP | €15,990 |
Engine detail
| Bore x stroke | 96 x 61,5 mm |
|---|---|
| Compression ratio | 13,1:1 |
| Fuel system | Bosch electronic fuel injection, full ride-by-wire, 1 injector per cylinder (53 mm throttle bodies according to the owner's manual) |
| Valve train | Intake variable valve timing (IVT), 4 spring-returned valves per cylinder (non-desmodromic) |
| Max power RPM | 10750 units.rpm |
| Max torque RPM | 8250 units.rpm |
| Starter | Electric |
| Euro standard | Euro 5+ |
Chassis & running gear
| Frame type | Aluminium monocoque (engine as stressed member, doubling as the airbox), steel trellis rear subframe, double-sided cast aluminium swingarm |
|---|---|
| Rake angle | 26 ° |
| Trail | 110 mm |
| Wheelbase | 1514 mm |
| Front suspension | 46 mm fully adjustable Kayaba upside-down fork, 170 mm travel (V2 SP: fully adjustable 48 mm Öhlins NIX30) |
| Rear suspension | Kayaba monoshock adjustable for preload and rebound, 160 mm wheel travel (V2 SP: fully adjustable Öhlins STX 46); Sachs steering damper |
| Front brake | Dual 320 mm semi-floating discs, Brembo M4.32 four-piston radial monobloc calipers, PR 18/19 radial master cylinder (V2 SP: Brembo M50 calipers, PR 16/21 master cylinder) |
| Rear brake | 245 mm disc, two-piston Brembo caliper |
| Front tire | 120/70 ZR17 (Pirelli Diablo Rosso IV; V2 SP: Diablo Rosso IV Corsa), 3.50 x 17 cast wheel (forged on the V2 SP) |
| Rear tire | 190/55 ZR17 (Pirelli Diablo Rosso IV; V2 SP: Diablo Rosso IV Corsa), 5.50 x 17 cast wheel (forged on the V2 SP) |
| ABS system | Bosch cornering ABS with 4 levels (6-axis IMU): level 1 on the front wheel only, slide by brake function at level 2 |
Electronics & rider aids
| Riding modes | Race, Sport, Road, Wet |
|---|---|
| Traction control | Yes |
| Anti-wheelie | Yes |
| Quickshifter | Two-way DQS 2.0 (standard) |
| Cruise control | No (Pre-wired: cruise control available as an accessory) |
| Dashboard | 5-inch colour TFT, 800 x 480 px, 3 layouts (Road, Road Pro, Track), joystick on the left switchgear |
| Connectivity | Pre-wired for Ducati Multimedia System (Bluetooth) and Turn by Turn navigation, as accessories |
| Other features | 6-axis IMU, DTC traction control (8 levels + Off), Ducati Wheelie Control (DWC, 4 levels + Off), Engine Brake Control (EBC), Power modes (power limited to 95 hp in Wet mode), Ducati Brake Light (DBL), Ducati Power Launch and Pit Limiter: standard on the V2 SP, accessories on the V2, Sachs steering damper, Lap timer, Full LED lighting with daytime running light, self-cancelling dynamic indicators, Coming Home function, Pre-wired for anti-theft, Lap Timer Pro, heated grips and USB port, Lead-acid (V2) or lithium-ion (V2 SP) battery |
Ergonomics & rider fit
| Riding position | Supermoto: upright torso, wide tapered handlebar, handlebar and footpegs moved forward to load the front wheel |
|---|---|
| Passenger comfort | Two-seater, pillion pegs standard on both the V2 and the V2 SP |
| Wind protection | None (no fairing) |
| Max total weight | 375 kg |
The Hypermotard V2 sits the rider upright behind a wide tapered handlebar, with the handlebar and footpegs moved forward compared with the 950 to load the front wheel. The seat stands at 880 mm on both versions (865 mm with the accessory low seat, 850 mm adding the lowered suspension kit, V2 only), but Ducati has reduced the leg-over arc by 15 mm (35 mm on the SP). MCN points out that it is 10 mm lower than the old 950 SP but 10 mm higher than the old base 950. Bennetts BikeSocial finds the riding position natural and the narrow seat more comfortable than expected, even on the motorway, although its short-legged tester had to shift off the seat to put a foot down at a standstill. Motorcycle.com was barely on tiptoe and finds the levers too far for small hands; Visordown took time to get used to the upright position on track, and Caradisiac finds the seat “not so tall” after all. With no fairing, it offers no wind protection. It is a two-seater with standard pillion pegs, and its maximum permissible weight is 375 kg.
Ownership & maintenance
≈ 5.4 L/100 km (52.6 UK mpg shown on the trip computer during Bennetts BikeSocial's road test of the V2 SP)
L/100km
Real-world consumption
~~230 km (calculated: 12.5 L tank / 5.4 L/100 km homologated)
km
Estimated range
| Oil change | every 15,000 km or every 24 months |
|---|---|
| Valve check | every 45,000 km |
| Coolant change | every 45,000 km |
| Spark plugs | every 45,000 km |
| Chain | Tension and lubrication checked at every service; chain kit (Regina 520, 108 links) to be replaced before 20,000 km according to Ducati |
Warranty
2 years / Unlimited mileage (24-month manufacturer warranty)
The owner’s manual specifies a first service at 1,000 km or 6 months, then an oil and filter change (Oil Service) every 15,000 km or 24 months and an annual Service Check every 12 months. The Valve Check, every 45,000 km, includes the valve clearance check, the valves now being spring-returned rather than desmodromic, spark plug replacement, a coolant change and replacement of the water pump seal. The air filter is replaced every 30,000 km, fork oil every 45,000 km, brake and clutch fluids every 24 months, and Ducati recommends replacing the chain kit before 20,000 km. The engine takes 3.8 litres of 15W-50 oil. We found no reliable service price. Ducati France’s warranty is 24 months with unlimited mileage. No recall has been published for this model.
Direct competitors
Compare →| Model | MSRP | Power | Weight |
|---|---|---|---|
| Ducati Hypermotard V2 | €15,990 | 120.4 hp (88.5 kW) @ 10,750 rpm | 180 kg (kerb, without fuel; V2 SP: 177 kg) |
| KTM 990 Duke R2026 | €14,949 | 130 hp | 179 kg (without fuel) |
| Yamaha MT-09 SP2024 | €12,999 | 119 hp | 194 kg (wet) |
| Triumph Street Triple 765 RS2026 | €13,095 | 130 hp | 188 kg (wet) |
| KTM 690 SMC R2027 | €12,149 | 79 hp | 152 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.
Compare with this generation → - 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) and spring-returned valves, aluminium monocoque frame, double-sided swingarm, 4-level cornering ABS and standard quickshifter; 13 kg lighter than the 950 according to Ducati.
| 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. Compare with this generation → | 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) and spring-returned valves, aluminium monocoque frame, double-sided swingarm, 4-level cornering ABS and standard quickshifter; 13 kg lighter than the 950 according to Ducati. | 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
No known recalls for this model.