- Comes with new styling and a 890cc V2 engine
- Loaded with electronics and rider aids
- Could be launched in AUS and NZ by early 2026
It’s hard to believe that it’s been two decades since Pierre Terblanche’s Ducati Hypermotard concept stunned the motorcycling world in 2005, a design that barely changed before hitting production in 2007. Now, twenty years later, Ducati is rebooting its wildest creation with a clean-sheet motorcycle: the 2026 Hypermotard V2, built around the brand’s all-new 890cc variable-valve-timing V2 engine.
For the first time ever, a Hypermotard ditches Ducati’s iconic Desmodromic valve system, switching instead to conventionally sprung valves. Yet, in typical Ducati fashion, that doesn’t mean compromise. Despite a slight drop in displacement (from 937cc to 890cc), the new V2 delivers 118.4bhp at 10,750rpm and 94Nm of torque at 8250rpm, the highest outputs ever from a Hypermotard. The adoption of variable intake timing helps broaden power delivery, while the engine’s design allows it to double as a stressed chassis member, reducing weight and complexity.
Gone is the trademark steel trellis frame that defined Hypermotards of old. Instead, Ducati has drawn from its superbike DNA: the swingarm, a Panigale V4-style cast alloy dual-sider, bolts directly to the engine, while the front monocoque structure, made of aluminium, integrates the airbox and mounts directly to the cylinder heads. This radical approach slashes kilos. The base Hypermotard V2 tips the scales at 180kg dry, while the SP variant drops that further to 177kg, thanks to forged five-spoke wheels, a lightweight lithium battery, and upgraded hardware throughout.
The standard V2 runs on 46mm fully adjustable Kayaba forks and a rebound- and preload-adjustable rear shock, while braking is handled by Brembo M4.32 monobloc calipers. Step up to the SP, and you get top-shelf Öhlins suspension — 48mm NIX30 forks and a STX46 shock — paired with Brembo M50 calipers for sharper feedback and lighter feel. The SP’s forged wheels alone contribute significantly to unsprung weight reduction.
Track riders can take things further with an optional Termignoni race exhaust, saving 4.5kg and adding roughly 4bhp though it’s strictly for closed circuits. The Hypermotard V2 is also a showcase of how far Ducati’s electronics have evolved. A six-axis IMU oversees a suite of rider aids, including cornering ABS, traction control, wheelie control, engine brake control, and launch control, along with four riding modes, a bidirectional quickshifter, and even a pit limiter.
ABS can be adjusted through four levels, with Level 1 reserved for pure track use — disabling rear ABS entirely for maximum slide control. Levels 2 through 4 progressively increase intervention for street riding, ensuring flexibility across different conditions and rider styles. A 5-inch full-colour TFT display relays all data clearly, offering three layout options and Ducati’s signature crisp graphics. Smartphone connectivity, interestingly, remains optional — perhaps to keep the cockpit clean and distraction-free.
Visually, the Hypermotard V2 pays tribute to Terblanche’s original design with a modern twist. The dual under-seat exhausts and trademark beak remain, but the ergonomics have undergone thorough revisions. The footpegs and handlebars move slightly forward, placing more weight over the front wheel for sharper steering and better balance.
Both the base and SP models share a seat height of 880mm, a sweet spot between the outgoing base (870mm) and SP (890mm) variants. It’s still tall, but that’s part of the Hypermotard’s stance and DNA: purposeful, aggressive, and unapologetically athletic. The Hypermotard V2 is more than a new generation; it marks the end of Ducati’s Desmo era for this model line. The DesertX now stands as the last Ducati still powered by the classic Testastretta V-twin, but even that is rumoured to transition soon to the new 890cc V2 engine.
We can expect to see the new Hypermotard in Australia and New Zealand by early 2026.
