2026 Ducati Hypermotard V2 SP First Ride Review: Lighter, Sharper, Faster

• 14kg lighter than the previous Hypermotard, the V2 SP delivers astonishing agility and a more focused riding experience.
• The new 890cc V-twin produces 120.5bhp, combining strong top-end performance with a broad, usable spread of torque.
• Premium Öhlins suspension, forged wheels and MotoGP-inspired electronics make this the most sophisticated Hypermotard ever built.

A new chassis, a new V-twin engine and MotoGP-derived electronics push the 2026 Ducati Hypermotard V2 SP further into superbike territory while keeping its rebellious supermoto soul intact. Words: Adam Child / Pics: Alex Photo

Back in the late ’90s, supermoto was king. Lightweight, single-cylinder, dirt-bred machines running 17-inch wheels built for chaos rather than comfort. Every manufacturer had one. They were all about fun over function.

Then, in 2006, Ducati turned the formula on its head with the original twin-cylinder Hypermotard 1100. It was faster, more powerful and considerably more exotic. While much of the supermoto market has since faded away, Ducati has remained committed to the concept, becoming the only manufacturer still pushing the boundaries of the big-capacity twin-cylinder supermoto.

Fast forward to 2026 and the latest Hypermotard V2 SP arrives as the most extreme version yet. It features an all-new chassis, a new engine, advanced electronics and a significant weight reduction.

At its heart sits Ducati’s latest 890cc V-twin, an engine already proven elsewhere in the company’s range. The traditional trellis frame has disappeared in favour of a lightweight aluminium monocoque design, contributing to a total weight saving of 14kg.

The new Hypermotard comes in two versions: the standard V2 and the premium SP tested here. The SP receives Öhlins suspension, forged aluminium wheels, higher-spec Brembo brakes and Ducati’s complete suite of lean-sensitive rider aids.

Our first encounter with the new machine took place at the tight and technical Autodromo di Modena, just outside Bologna. One day, one circuit and one objective: discover just how far Ducati has pushed its latest supermoto.

Familiar style, completely new underneath

Ducati has wisely retained key design elements that made the original Hypermotard so recognisable, including the distinctive front beak and twin under-seat exhausts.

The biggest change is hidden beneath the bodywork. The new aluminium monocoque chassis saves a claimed 4.6kg over the outgoing trellis frame, although Ducati has cleverly retained a trellis-style rear subframe to keep traditionalists happy.

The new double-sided swingarm may divide opinion, much like similar changes made to other modern Ducati V2 models that have abandoned the iconic single-sided design. However, seeing the bike in person leaves little doubt that the Hypermotard remains one of the most dramatic and beautifully finished motorcycles in the segment.

The SP carries a price tag of $36,263, placing it firmly in premium territory. The standard Hypermotard V2 comes in considerably cheaper at $29,563, sacrificing the Öhlins suspension, forged wheels and premium braking components.

Compared with middleweight performance nakeds such as KTM’s 990 Duke R or Triumph’s Street Triple RX, the Hypermotard appears expensive. However, those motorcycles are also trying to do something very different. The Ducati remains a unique proposition with no direct rival.

A circuit weapon

Ducati chose to launch the Hypermotard V2 SP exclusively on the racetrack at Modena, a tight and twisting 2.1km circuit just an hour from Bologna.

For some, that decision makes perfect sense. A motorcycle producing 120bhp and weighing just 177kg is begging to be ridden hard.

Others will argue that the Hypermotard has always been a road bike first, albeit one with obvious compromises. There is no wind protection, the seat is narrow and firm, and the fuel tank holds just 12.5 litres. A proper road test will ultimately reveal how practical it is in everyday conditions.

But as a first introduction, the circuit was the perfect environment to explore its extraordinary capabilities.

I’ve ridden every Hypermotard generation since the original launch nearly 20 years ago, and every time I throw a leg over one, I know I’m about to have a good time.

It’s like visiting that slightly wild friend who is always entertaining — brilliant in short doses and guaranteed to create memories.

The previous Hypermotard was already light and agile, but the new V2 SP operates on another level.

Removing 14kg from any motorcycle is impressive. Removing it from a machine that was already exceptionally light is remarkable. Ducati claims the new V2 engine alone is 6.4kg lighter than the outgoing 937cc Testastretta unit, while the monocoque frame contributes another 4.6kg saving. Carbon fibre details, forged wheels and a lithium-ion battery help complete the weight-loss programme.

With a 177kg wet weight, tall riding position and ultra-wide handlebars, the result is an incredibly reactive motorcycle.

Apexes are not merely reached — they are attacked.

Ultra-light and brutally effective

At Modena, the steering was almost too sharp at times, turning into corners earlier than expected. It will be interesting to see how the bike behaves at higher road speeds, but even slightly untidy wheelie landings failed to produce any nervous moments. A Sachs steering damper, fitted as standard to both models, helps keep everything under control.

As something of a traditionalist, I rode the Hypermotard with a knee-out style rather than the leg-out supermoto approach. With 170mm of front suspension travel and a tall riding position, it feels like you’re leaning an incredibly long way before your knee finally touches the tarmac. Once there, the feedback from the standard Pirelli Diablo Rosso IV Corsa tyres is outstanding.

The opening and closing sectors of Modena are dominated by rapid direction changes and tight switchbacks, almost like an oversized kart track. This is where the Hypermotard truly comes alive.

The previous 950 was already hugely flickable, but the speed with which the new machine changes direction is difficult to describe. Every part of it feels fast-twitch and responsive. In this 120bhp middleweight category, it’s difficult to think of another machine that combines this level of agility with such little effort.

More power, less weight

The 2.1km Modena circuit also includes a one-kilometre straight, allowing the Ducati’s new 890cc V-twin to fully stretch its legs.

Peak output rises to a claimed 120.5bhp at 10,750rpm, up from 114bhp on the previous Testastretta-powered machine. Peak torque drops slightly to 94Nm and arrives higher in the rev range at 8,250rpm, but the numbers only tell part of the story.

Ducati claims 80 percent of peak torque is available from 4,000rpm all the way through to 11,000rpm, while 70 percent is available from just 3,000rpm.

On track, that translates into explosive acceleration. The Hypermotard fires out of slower corners with such force that Ducati Wheelie Control is constantly working to keep the front wheel hovering just above the asphalt.

Switch the wheelie control off and the Hypermotard reveals its mischievous personality. The front wheel lifts effortlessly through the lower gears and even fourth gear wheelies are possible with enough commitment.

Light weight, strong torque and a long seat that allows the rider to move around make this one of the most entertaining wheelie machines available.

Electronics that encourage confidence

While 120bhp might not sound outrageous in an era of 200bhp superbikes, the way the Hypermotard delivers its performance is what makes it special.

The combination of mechanical grip, immediate throttle response and sophisticated rider aids allows riders to use more of the performance more often.

The electronics package includes multiple riding modes, power modes, Ducati Traction Control, Ducati Wheelie Control, Engine Brake Control, cornering ABS and a quickshifter.

The SP also introduces advanced braking functions, including Ducati’s “Slide by Brake” system, which allows controlled rear-wheel slides during aggressive corner entry.

Using data from the six-axis IMU, the system manages rear-wheel behaviour to allow riders to experience backing the motorcycle into corners without the risk of instantly locking the rear tyre.

It doesn’t magically transform anyone into a MotoGP star, but it does make a traditionally advanced riding technique more accessible and, more importantly, a lot of fun.

Brembo stopping power

At the end of Modena’s main straight, the SP repeatedly hauled itself down from fifth gear to second without complaint.

The SP benefits from premium Brembo M50 monobloc calipers, a higher-spec master cylinder and a lighter overall package compared with the standard model.

Four ABS settings are available, with two designed primarily for road use and two focused on track riding.

ABS 1 removes rear ABS intervention and rear lift control, creating the most direct and aggressive setting. ABS 2 retains lean-sensitive ABS and activates Slide by Brake, allowing experienced riders to explore controlled slides with additional electronic support.

For experienced riders, ABS 1 offered the purest track experience, but there is no questioning the capability and sophistication of Ducati’s latest braking technology.

Pushing harder

During the final sessions of the day, we adjusted the setup and chased quicker lap times.

Again, the Hypermotard impressed. It carved around the Italian circuit with confidence and incredible precision.

Even when the tyres began to wear and the front occasionally moved under heavy load, the chassis continued to communicate clearly.

The only criticism was a slightly sensitive quickshifter. A few missed shifts occurred due to an aggressive ignition cut, although a small adjustment to the gear lever largely resolved the issue.

This was ultimately a track-only introduction to the new Hypermotard V2 SP. A proper road test will reveal more about its comfort, practicality and long-distance manners.

However, the signs are extremely promising. The lightness, agility and rider aids that make the bike exceptional on track should transfer beautifully to twisty roads and everyday riding.

One thing is already certain — the Hypermotard has not become sensible.

Ducati Hypermotard V2 SP Gallery

Click for more

International Tester

Adam Child

Adam Child is an award-winning international freelance motorcycle journalist. Starting life at Fast Bikes Magazine before moving to Motorcycle News, 'Chad' made the move to freelance and has never looked back. With invites to virtually all the new model launches around the globe, Adam is one of the hardest working and most respected motorcycle testers in the industry. And he's also bloody quick, with lots of racing on his CV including the Isle of Man TT and national championships in the UK.