2013–2015 · Supermoto · Buyer's Guide
Italian Agility With Luggage
Ducati built the Hyperstrada around an 821 cc Testastretta 11° L-twin in a steel trellis frame, then added the parts that let you leave town: panniers, a center stand, a taller screen. The engine makes 110 hp at 9,250 rpm and 66 lb-ft at 7,750 rpm, managed by Ducati's ride-by-wire power modes with ABS, traction control and three ride modes sitting behind them. Wheels are full 17-inch sport sizes, suspension travel is 5.9 in (150 mm) front and rear, and the stance is tall and wide. In its class it is the rare machine that carries luggage without pretending to be sensible.
It rides like a supermoto that grew up and took a job. Lean clearance is the standout: the bike will hold a big angle on a broken mountain road long after you have decided that is quite enough for today. The fork gives you no adjustment at all and the shock takes preload, so you live with what Ducati chose. This is the bike for a rider who wants one machine for Monday traffic and a Saturday pass, and who goes in knowing these need an owner who stays on top of the electrical side and the brakes.
Spec sheets don't ride bikes, but they set the baseline.
| Power | 110 hp (81 kW) @ 9,250 rpm |
|---|---|
| Torque | 66 lb-ft (89 Nm) @ 7,750 rpm |
| Displacement | 821 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 |
| Wheelbase | 58.7 in (1490 mm) |
| Ground clearance | 6.1 in (155 mm) |
| Front travel | 5.9 in (150 mm) |
| Rear travel | 5.9 in (150 mm) |
| Seat height | 33.5 in (850 mm) |
| Wet weight | 450 lb (204 kg) |
| Fuel capacity | 4.2 gal (16 L) |
| Fuel economy | 45 mpg (US) |
Equipment check
Chassis
Drivetrain
Safety
I've gathered this one the slow way: paddock talk, owner conversations at club nights, and the emails and messages riders send me directly. The chatter lands in a clear shape here. Praise goes to how it moves and how it sounds; the complaints sit at low speed and at the front end.
Riders consistently describe a light, willing machine that loves being flicked into a corner, with the upright riding position and wide bars doing the work on twisty roads and in traffic. Close behind comes the L-twin, which owners report pulls cleanly from low revs, spins out freely, and stays smooth. Owners also note it needs no shopping list of extras before a trip.
The loudest complaint is the clutch. Owners describe engagement that's abrupt and hard to meter in slow traffic, and many fit aftermarket parts. Close behind, riders report fueling that surges and hunts at small, steady throttle, making smooth town riding hard work. The fork draws criticism too, running out of control and bottoming under braking or over bumps, more so two-up or loaded. Shorter riders flag the seat height, the foam goes hard after an hour, and the tank keeps stops frequent.
Christmas Tree of Death – ECU failure
Electromagnetic spikes from the ignition system can corrupt or fry the engine ECU, lighting up the dashboard like a Christmas tree and leaving the bike dead. A factory suppressor wiring upgrade or Aprilia coils may prevent it, but many bikes were sold without the fix.
Front brake rotor warping / grabbing
Some early bikes suffered from pulsating front brakes caused by warped rotors. Dealers replaced discs and pads under warranty, but the issue can reappear.
Rear brake goes mushy / ineffective
The rear brake frequently loses pressure and feel, even after fluid changes. A badly bled system from the factory is suspected, but some owners report persistent air ingress.
Engine stalling when coasting to a stop
At low revs and closed throttle, the engine often stalls when pulling in the clutch while decelerating. The cause is often the carbon canister (US models) or a TPS/throttle body sync issue. Removing the evap canister often cures it.
Starter motor drag / hard starting
Several owners reported slow cranking or a starter that seemed to struggle, especially when hot. A lithium battery upgrade often masks the problem.
Where this Ducati Hyperstrada 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
Seat height
Forget spec-sheet bragging. Here's who the Hyperstrada is actually built for.
For Angeles Crest days this works: lean angle you will never use up, an 821 that pulls hard between corners, and a riding position that survives the freeway slog to get there.
Made for Angeles Crest Highway · Coronado Trail / US 191 · Highway 1 / Big Sur
Hill Country suits it well. The factory bags and center stand deal with an overnight bag, 45 mpg from a 4.2 gal tank covers the gaps between towns, and the twisty stuff is where it wakes up.
Made for Austin / Texas Hill Country · Twisted Sisters · Austin / Handbuilt Motorcycle Show
Tight, repeatable corner work is this bike's home ground. Upright, narrow and hugely tolerant of lean, it lets you spend the day working on lines instead of wrestling the machine.
Made for Back of the Dragon · Blue Ridge Parkway · Cherohala Skyway
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 Hyperstrada. “cheaper/pricier” is what that bike costs second-hand, not how worn it is.
Successor · 2016–2018
Italian Soul, Weekend Miles
Competitor · 2011–2015
The Big Twin Supermoto Bruiser
Roughly $1,400 cheaper used than this bike at 11 yr
Same Platform · 2013–2015
Italian Hooligan With Lean Clearance
About the same used price as this bike at 11 yr