Ear-to-ear Smile Assured
‘We spent a week and about 1,200 kilometres in varying conditions, putting the road-focused SuperSport through its paces. So, is this the Ducati road riders should actually buy?’ Read on to find out
BACK in 2017, DUCAti LAUnCHeD tHe SUPerSPort 950, utilizing the same 937-cc testastretta L-twin engine that can be found powering other models in Ducati’s range. the SuperSport offered a sensible, softer alternative to those who loved Ducati styling, who possibly wanted a Panigale but rationally sought something more realworld: an attractive road bike that was not going to break the bank balance but was still capable, even on the track. for 2021, Ducati have stayed with a proven recipe; think of the SuperSport as a practical sports bike capable of touring and commuting that can also take on the track with knee-dragging fun, whilst making you feel special every time you open the garage door. Apart from now making the SuperSport euro-5 compliant without losing any engine performance, the stylish italians have added even more flair and improved its design and stance. As well as making the SuperSport more desirable than ever, they have also upped the electronic aids with a new six-axis iMU, which results in more advanced and sophisticated rider aids that are now lean-sensitive.
We spent a week and around 1,200 km in varying conditions, putting the road-focused SuperSport through its paces. So, is this the Ducati road riders should actually buy?
there is a lovely burble on the overrun, even at low rpm, which pops with character as you roll to a stop. Around town it is noticeable, but not annoying, simply adding a little charm. Higher in the rpm, it is addictive and gives the bike a sporty feel. it sounds soulful for a standard bike, especially one which is euro-5 compliant. it is hard not to like.
it has been a while since i have ridden a sporty Ducati twin, and i quickly remembered why they make so much sense as road bikes. there is a lovely drive from low down in the revs, accompanied by a snarl and deep breath from the airbox. i am old enough to remember the original Ducati 916 and my first exciting ride on a 996 and 998. the user-friendly SuperSport makes power similar to the 916/996 — which makes you think, does it not? — this is not a slow bike.
Initially I thought the Duke was a little soft — dare I say, lazy — especially when compared to modern sports bike that want to rip your arms out of their sockets. But the more clicked-in to the L-twin power I became, the more I enjoyed it. You do not need to be bouncing off the rev limiter, you do not need to jump up and down the (standard) upand-down quick-shifter. Instead, there is that lovely spread of torque that allows you to play with just fourth and fifth gears between 100 and 160 km/h. That grunt starts to tail off after 8,000 rpm and power starts to drop after 9,000 rpm, but 4,500-8,000 rpm is the happy zone that is perfect for a fast and fluid road ride.
I can see why some may prefer the SuperSport to one of Ducati’s more expensive and more focused sporting siblings, especially for the road. You can use the engine, enjoy the sound and feel, drive out of corners, and feel in control. You are the boss. There are multiple rider modes (I shall explain later) and now lean-sensitive traction control and wheelie control, but, arguably, they are not needed once you are up to speed. Sure, the 950 will happily lift the front wheel in the first few gears (with the TC disabled), but this is not a bike you have to fight. You are not clambering over the front to keep the front end down or relying heavily on the electronics to keep you safe as you might on a Panigale V4. And, better still, you are not doubling the national speed limit with every handful of throttle. Yes, it is quick — 916/996 quick, if you are old enough to remember — but not scary quick.
At low speeds the fuelling is excellent. Ducati have perfected L-twin fuel injection, the only disappointment being the now standard quick-shifter. Above 50 km/h and higher in the revs it works perfectly, but at low rpm, it can be snatchy and does not balance perfectly with the revs. It was not consistent either. Sometimes it would work perfectly and sometimes not. Ducati’s quick-shifter system in other models, such as the new Multistrada, is perfect, but this is not. An eight out of 10, maybe, but not perfect as I have come to expect of Ducati.
While I am grumbling, I do not like the way the bars now trap fingers and thumbs on the new bodywork on full lock. This is noticeable only during slow speed U-turns, usually when one or both feet are down. It is not dangerous or too dramatic, but annoying and, again, something I was not expecting of Ducati.
The improved comfort and relaxed riding position have not dampened the sporting abilities of the Ducati, but you have to flick into a slightly different mindset and style of riding to unlock them. The Öhlins suspension is sublime, there is a superb, natural feel from both ends. It copes with everything from fast-flowing stuff to bumpy B-roads
The improved comfort and relaxed riding position have not dampened the sporting abilities of the Ducati, but you have to flick into a slightly different mindset and style of riding to unlock them
taken at speed. I really pushed and asked some difficult questions of the 950’s stability and handling, but the Duke always came back with the correct answers.
The taller riding position will feel more natural for most riders. At 184 kilograms, this is not a heavy bike and you can point and roll into corners with knee-down levels of lean with relative ease. The suspension is on the sporty side of sports touring and holds the chassis once on its side, yet is soft enough to take the strain on the exit, allowing you to dial in the L-twin power early in and feel for the grip. Alternatively, simply rely on the very clever electronics, which are now lean-sensitive due to the new Bosch six-axis IMU.
On track with tack-focused rubber, an experienced rider will have to reduce the suspension’s movement because, in standard trim, the Öhlins set-up is a little too soft for serious track action. But for most, especially the target audience, the base set-up will work on the road and track, especially if you stay with the standard Pirelli Rosso 3 rubber. It is easy on track and far more forgiving than its sporting siblings from Bologna.
The Brembo radial brakes remain as the old model’s, which is not a bad thing as they are top quality and more than strong enough for the road and track. Equally, they are not too harsh; there is a nice feel from the lever, perfect for inexperienced riders or those pushing the limits on the track, when you want to brake deep into the turn while feeling for grip.
The big change for 2021 is the introduction of a six-axis IMU, which means the ABS can now be lean-sensitive. There are three levels to choose from: Sports mode is level 2, “road and track”, and Touring and Urban are level 3, “safe and stable”. Option one is front wheel only, conventional ABS, not cornering ABS, which allows you to slide the rear on corner entry. Should you want to, obviously.
There are two trains of thought here. One, the SuperSport is comfortable (the seat has increased in comfort) with relatively high bars and low pegs and that not too far back. When I first threw a leg over the surprisingly low seat (810 millimetres, with optional seats offering plus 25 mm and minus 20 mm) I was actually surprised by the relatively roomy ergonomics. The screen is adjustable by 50 mm, the new TFT clock is neat and clear, and the visual appeal once onboard is high. The way the bodywork swoops under the clocks, the neat actuation of the buttons, the relatively easy to navigate clocks — it all adds up to a sophisticated cockpit.
My first ride on the SuperSport was a 190-km stint of slightly less than two hours. With the screen fully upright, wind protection was not too bad while the seat and ergonomics were faultless. But, again, little niggles started to creep in. The mirrors give an excellent view behind but once the revs build and vibrations set in, the images become blurred. The mirrors have improved over the previous model’s but they are not perfect and, at high speed, it is hard to see if the car following you has a roof-rack or blue lights on the roof — you can see my issue. The screen is adequate but, I think, taller riders may prefer something larger and is the fuel range long enough with a 16-litre fueltank? The fuel light came on at around the 210-km mark, with about 65 km remaining, depending on conditions. I averaged 17 km/l, which gives a theoretical range of 270 km. Is that adequate?
Ducati have improved comfort and I rode all day without any physical complaints on that comfortable seat while the bodywork deflected the heat generated by the engine away from my legs. You could easily embark on some serious touring on this comfier 950; there are even optional panniers in the accessories catalogue. But doubts remain about the tank range and those mirrors will start to annoy.
As mentioned, there are two trains of thought here. The alternative point of view — comparing the comfort of the SuperSport to a dedicated track bike — is like comparing a sofa to a wooden park bench. Looked at this way, the tank range is easily large enough for two hours in the saddle, especially as those inexperienced, relatively new riders the 950 is aimed at will not want to go much further anyway.