2016–2018 · Supermoto · Buyer's Guide
Italian Design, L-Twin Soul
The Hypermotard 939 is Ducati's supermoto idea read through a road-bike lens. The 937 cc L-twin makes 110 hp and 72 lb-ft, and it does its best work through the middle of the rev range, where the drive is fat enough that third gear covers most of a good road. Wide bars, a tall riding position and long suspension travel put you above the traffic instead of tucked into it. Ride-by-Wire power modes, traction control and ABS are standard, so the attitude is genuine but there is a leash when you want one.
It rides like a big supermoto that has been civilized just enough to live on the street. Steering is quick for a 448 lb machine, ground clearance is generous, and the bike stays settled at the pace those bars encourage. It suits a rider who wants short, intense rides on the best roads nearby and has no interest in a fairing or a long fuel range. The honest caveat: at small throttle openings between 4,000 and 6,000 rpm the fueling goes fluffy and snatchy, which shows up most in town. A 34.3 in seat and a 4.2 gal tank draw the other lines.
Spec sheets don't ride bikes, but they set the baseline.
| Power | 110 hp (81 kW) @ 9,000 rpm |
|---|---|
| Torque | 72 lb-ft (98 Nm) @ 7,500 rpm |
| Displacement | 937 cc |
| Engine | L-twin |
| Cooling | Liquid-cooled |
| Gearbox | 6-speed |
| Final drive | Chain |
| Fork | Upside-down (USD) |
| Front brake | 320 mm |
| Front tire | 120/70-17 |
| Rear tire | 180/55-17 |
| Front travel | 6.7 in (170 mm) |
| Rear travel | 5.9 in (150 mm) |
| Seat height | 34.3 in (870 mm) |
| Wet weight | 448 lb (203 kg) |
| Fuel capacity | 4.2 gal (16 L) |
| Top speed | 130 mph (209 km/h) |
| Fuel economy | 37 mpg (US) |
Equipment check
Chassis
Drivetrain
Safety
You sit on this bike rather than in it. The seat is high and narrow, the bars are wide and close, and the first fifty yards feel like a dirt bike that took a wrong turn into Italy. The mass sits low enough that 448 lb never lands in your wrists at walking pace. At road speed the L-twin sends a steady, hard-edged pulse through the pegs and the tank, the kind that keeps you informed without ever going numb. The noise has real depth to it at half throttle and gets properly loud as the revs climb. Your view over traffic is enormous, and the pegs sit so far from the pavement that you will run out of courage long before hardware touches down. Short rides feel great. Long ones start asking questions of your legs.
I've been listening to Hypermotard 939 owners for years: in the paddock, at club nights, over coffee after a group ride, and in the emails and messages riders send me directly. The pattern is clear. Riders love how this bike goes, turns and stops. Their complaints come down to the seat, the throttle at low speed, and how long they can stand a day in the saddle.
Riders consistently praise the brakes first. The twin discs with Brembo four-piston monobloc calipers are described as enormously strong, and owners say they are still easy to meter. Riders also say the steering stays light and precise even with all that suspension travel. Mid-corner the bike feels planted, and owners say that keeps pulling them into riding harder. They describe it as a big supermoto built for grins. The trellis frame and aggressive silhouette get plenty of attention too.
Owners bring up the same three complaints again and again. Below 4,000 rpm the throttle response turns jerky, and owners who have tried aftermarket fixes say they help but never fully cure it. Shorter riders find the tall perch hard work when moving the bike at low speed. The firm, narrow seat and the lack of wind protection wear riders out on longer trips, so most owners call it a bike for short, spirited blasts.
Oil cooler hose contact (safety recall 22V-704)
The two oil cooler hoses may rub against each other, potentially causing damage and an oil leak. Leaking oil can drip onto the rear tyre, creating a safety risk. Ducati issued a recall (NHTSA 22V-704, SRV-RCL-22-002) to install a spacer between the hoses. Affects all 2016–2018 Hypermotard 939 models.
Poor low-speed / part-throttle fueling
Engine hesitates, surges, or feels lean between 4,000–6,000 rpm at small throttle openings, leading to jerky progress. Often described as 'fluffy' or 'snatchy'. Common across 939 models; independent owners and forum threads report it. ECU reflash or aftermarket tuners (Termi T800, BoosterPlug) can improve but not fully cure the issue.
Where this Ducati Hypermotard 939 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 939 is actually built for.
Angeles Crest is exactly the road this thing was drawn for: wide bars, deep lean angle, strong midrange drive. The crawl through LA traffic on the way up is where the low-rpm fueling will annoy you.
Made for Angeles Crest Highway · Coronado Trail / US 191 · Highway 1 / Big Sur
Hill Country loops suit it well if you plan the day around a 4.2 gal tank. Treat it as a short, sharp weekend weapon, not as a bike for 400 miles in the saddle.
Made for Austin / Texas Hill Country · Twisted Sisters · Austin / Handbuilt Motorcycle Show
On the Dragon and Cherohala the wide bars and quick steering let you place it exactly where you want it. This bike rewards clean technique more than horsepower, which is why you go there.
Made for Back of the Dragon · Blue Ridge Parkway · Cherohala Skyway
The Ducati Hypermotard 939 also comes in these variants, models and special editions. Each has its own page covering only what differs from the standard Hypermotard 939 — equipment, electronics, specs and used price.
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 939. “cheaper/pricier” is what that bike costs second-hand, not how worn it is.
