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| Bike |
2010 Hypermotard 796 |
| MSRP |
$9,995USD / $11,495 CND |
| Displacement |
803 cc |
| Engine |
Four-stroke 90° V-twin, air-cooled |
| Power (crank – claimed) |
81 hp @ 8,000 rpm |
| Torque (claimed) |
55.7 lb-ft @ 6,250 rpm |
| Tank Capacity |
3.3 US Gallons / 12.4 litres |
| Carburetion |
EFI |
| Final drive |
Six speed, chain drive |
| Tire front |
120/70-17 |
| Tire rear |
180/55-17 |
| Brakes, front |
Twin 305 mm discs with four-piston
radial-mount caliper |
| Brakes, rear |
Single 245 mm disc with dual-piston
caliper |
| Seat height |
825 mm (32.5″) |
| Wheelbase |
1,455 mm (57.3″) |
| Dry weight (claimed) |
167 kg (368 lb) |
| Colours |
Red, matte black,white |
| Warranty |
2 years, unlimited mileage |
NEW MOTOR
If the number’s in the name didn’t give it away, I’m this is the media introduction of the Hypermotard 796, Ducati’s smaller-displacement version of the 1100 mega-motard model launched in late 2007.
With the introduction of the new Hypermotard, the Italian motorcycle maker wants to expand on the success of the Hypermotard 1100, a model that has come to represent 10 percent of new Ducati sales in North America.
Despite rumours that the 796 would borrow the motor from the Monster 696, it has an entirely new engine. The air-cooled, four-valve V-twin actually displaces 803 cc and though it uses the same bore as the 696, it has a longer stroke (66 versus 57.2 mm), resulting in 5 lb-ft boost in peak torque, that arrives 1,500 rpm sooner (max output of 55.7 lb-ft @ 6,250 rpm).
Claimed horsepower is 81, an impressive number when considering BMW’s F800 twin pumps out just a handful more horsepower using liquid cooling and eight valves. Service intervals are at every 12,000 km.
Despite a smallish 3.3 gallon (12.4-litre) fuel tank, Ducati says the Hypermotard 796 is the most fuel efficient bike in its lineup, claiming 59 mpg (4.8L/100 km). Given the fuel efficiency that tank size isn’t as disastrous as it sounds and should be enough to make most Hypermotard 1100 owners jealous – Ed.
Weight has been reduced on various components including the tripleclamps, fork bottoms and frame (the crankcase alone weighs 2.65lbs/1.2 kg less than the 696), contributing to a claimed dry weight of 368 lbs (167 kg), 26.5lbs (12 kg) less than the Hypermotard 1100.
Upright seating combines with unusually wide handlebars to provide a dirt-bike-like riding position, though a new seat drops seat height .8 inches (20 mm) lower than the 1100 to 32.5 inches (825 mm). Ample seat foam provided enough comfort for a painless journey during our 130-km loop, though I suspect a longer stint in the saddle would eventually take its toll.
Visually the 796 and 1100 are nearly identical. Probably the biggest distinguishing feature is the bulbous pre-muffler located beneath the 796 (which contains a catalytic converter and dual oxygen sensors), though more subtly, and to keep costs down, the 796 uses a tubular steel handlebar, as opposed to the other bike’s tapered aluminum handhold.
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