2010–2012 · Supermoto · A variant of the Hypermotard 1100
Differences between the standard Hypermotard 1100 and the Evo SP
Italian Twin With Real Bite
The Hypermotard 1100 EVO SP is Ducati's big air-cooled supermoto at its most focused, and it has the presence to match. The 1078 cc L-twin makes 95 hp at 7,500 rpm, but the figure that defines it is 76 lb-ft at 4,750 rpm. This engine does its best work low and in the middle of the rev range, driving hard out of slow corners with an aggressive punch. It sits in a 395 lb (wet) chassis with adjustable suspension front and rear and a six-speed gearbox turning a chain. There's no ABS, no traction control and no ride modes. It's a mechanical supermoto in the purest sense.
On a back road it's light, turns in eagerly and has enormous lean clearance, and it's just as nimble picking its way through town. That makes it a bike for experienced riders who want a loud, emotional, simple machine for tight roads and don't need electronics to feel confident. There's no slipper clutch, so downshifts want a practiced hand. Plan around the 34.4 in seat and the 3.3-gallon tank too. On a used one, confirm the fuel line recall on 2011–2012 bikes was done, listen for a squealing sprag clutch on startup, and keep it dry to protect the starter wiring and the engine case paint.
Spec sheets don't ride bikes, but they set the baseline.
| Power | 95 hp (70 kW) @ 7,500 rpm |
|---|---|
| Torque | 76 lb-ft (103 Nm) @ 4,750 rpm |
| Displacement | 1078 cc |
| Engine | L-twin |
| Cooling | Air-cooled |
| Gearbox | 6-speed |
| Final drive | Chain |
| Fork | Upside-down (USD) |
| Front brake | 305 mm |
| Front tire | 120/70-17 |
| Rear tire | 180/55-17 |
| Wheelbase | 57.3 in (1455 mm) |
| Ground clearance | 7.7 in (195 mm) |
| Front travel | 7.7 in (195 mm) |
| Rear travel | 6.1 in (156 mm) |
| Seat height | 34.4 in (875 mm) |
| Wet weight | 395 lb (179 kg) |
| Fuel capacity | 3.3 gal (12.4 L) |
| Top speed | 123 mph (198 km/h) |
| Fuel economy | 32 mpg (US) |
Equipment check
Chassis
The Hypermotard 1100 Evo SP (MY2010-EvoSP) builds on the standard Hypermotard 1100: the upgraded hardware, the key spec changes and where its character shifts. The full ride, specs, scoring and verdict are all right here on this page.
| Spec | Standard Hypermotard 1100 | Evo SP | Δ |
|---|---|---|---|
| Seat height | 33.3 in | 34.4 in | +1.2 in |
What follows is what owners have told me over the years: paddock conversations, talk at club meetings and fuel stops, and the letters and messages riders send once they've lived with one of these for a while. On the Hypermotard 1100 the pattern barely moves. The engine and the handling earn near-universal praise, and the complaints concern range, weather and comfort rather than how the bike rides.
Praise for the engine is consistent and specific. Riders describe a thick wave of torque that arrives just above idle, so corner exits turn lively and the front tire goes light with very little encouragement. The air-cooled twin's sound comes up nearly as often as its pull, and owners treat it as a reason to ride, not background noise. Just as widely reported is what the whole package does to the mood of a ride. Upright seating, wide bars and a raw engine with no rider aids in the way add up to a machine that, by owners' accounts, keeps egging them on. Even dull, familiar roads start to feel like a playground.
Handling is the most repeated compliment of all. Owners credit the stiff trellis frame and fully adjustable suspension with quick steering and the freedom to take big lean angles without second thoughts. The comparison that keeps coming up is a dirt bike: it dives into turns with that kind of ease and still holds its composure through fast changes of direction. Riders also single out the quality of the suspension and brake hardware as the reason they're willing to push. The brakes get strong marks of their own. Stopping power comes in right away, the lever tells the rider plenty, and owners say that feedback gives them the confidence to keep braking deep into a corner. A smaller group raises one handling complaint. The fork's soft initial spring rate lets the nose dive hard when they grab the front brake, and on a bumpy approach that can unsettle the bike.
The gripes cluster around distance. Range tops the list. Owners report barely 100 miles (160 km) from the small tank before they're hunting for a gas station, and they describe the engine as thirsty. For many, that alone makes the bike impractical for anything beyond short blasts. Wind protection draws almost as much complaint. The bodywork is minimal and the flyscreen tiny, so riders say sustained highway speed gets wearing fast, with wind noise to match and no shelter from the weather. Further down the list comes the seat. Riders call it towering, and its width makes flat-footing difficult, so stops take some confidence from anyone without long legs. Others find the suspension harsh on broken pavement. It gets praise on smooth roads and at the track, but owners say bumps and potholes come straight through to the rider as jolts.
Fuel line cracking and leakage (safety recall)
Incorrect manufacturing of fuel lines led to micro-cracking and fuel leaks at the fuel pump flange connection, posing a fire risk. Affected 2011-2012 EVO SP models were recalled for replacement lines (NHTSA 12V-053).
Warped front brake rotors
Aggressive braking can warp the stock Brembo front rotors, causing pulsing at the lever. Aftermarket rotors are a common upgrade.
Clutch slave cylinder seal weeping
Some owners report fluid leaks around the clutch slave cylinder, often requiring seal replacement.
Sprag clutch squeak on startup
A worn sprag clutch can cause a metallic squeal when engaging the starter motor, typically a precursor to failure.
Corroded starter motor wires
Exposure to moisture can corrode the connections at the starter motor, leading to intermittent starting issues.
Flaking paint on engine cases
Corrosion and road dirt can cause paint to lift on the engine side covers, particularly if the bike is not kept clean and dry.
Where this Ducati Hypermotard 1100 pulls ahead of — or falls behind — its rivals on the numbers, and the typical bike in its class on character.
Power
Torque
Displacement
Wet weight
Top speed
Seat height
Forget spec-sheet bragging. Here's who the Hypermotard 1100 is actually built for.
For weekend escapes from LA traffic into the canyons, this bike is a riot: light, loud and eager in tight corners. Just remember there's no ABS or traction control backing you up.
Made for Angeles Crest Highway · Coronado Trail / US 191 · Highway 1 / Big Sur
Quick, light steering and a strong low-end punch suit the Dragon's endless tight bends. It rewards precise inputs, so bring your technique and it'll pay you back every mile.
Made for Back of the Dragon · Blue Ridge Parkway · Cherohala Skyway
It'll turn any Hill Country loop into a riot and turn heads at the BBQ stop. With a 3.3-gallon tank and no cruise control, keep it to day rides rather than long hauls.
Made for Austin / Texas Hill Country · Twisted Sisters · Austin / Handbuilt Motorcycle Show
If you're cross-shopping the older generation, here's what changed.
Previous generation · 2008–2009
Italian Thunder From The Bottom
Compare to the previous model →If this one isn't quite the fit, these are the bikes worth riding back-to-back against it.
Any price note compares both bikes at the same age — the youngest age both have on the used market — against this Ducati Hypermotard 1100. “cheaper/pricier” is what that bike costs second-hand, not how worn it is.
Competitor · 2012–2015
Big Torque, Supermoto Looks
Roughly $1,000 cheaper used than this bike at 14 yr
Competitor · 2011–2015
The Big Twin Supermoto Bruiser
Roughly $1,300 cheaper used than this bike at 14 yr
Competitor · 2007–2013
Orange V-Twin Bites Back
Roughly $1,900 cheaper used than this bike at 14 yr
