BIG TEST
It looks like a Ducati sportsbike and certainly sounds like a Ducati sportsbike. But for those of a certain age with their dodgy backs and clicky hips the new all-day-usable Supersport is a revelation… By Hugo Wilson Photography Jason Critchell, Paul Lang
5000 British miles on Ducati’s Supersport. If it can survive that it can survive pretty much anything.
THE ARRIVAL OF the Ducati Supersport encouraged severe palpitations in men of a certain age, particularly those of us who want to ride Ducati sportsbikes, but are no longer prepared to put up with sore wrists and merciless neck ache. It’s a bugger getting old. We want the SS to be an ideal balance of charisma, with performance and practicality. As deputy editor Mike Armitage pointed out, ‘It’s got more power than a 916, but with modern electronics, decent suspension and a pillion seat. It should be utterly brilliant.’ The Supersport uses a similar chassis to the current Monster range, with a tubular trellis bolted to the top of the engine to support the steering head, and a subframe bolted to the back of the engine to support the seat. The swingarm pivots off the back of the gearbox in Ducati’s trad (well, since the eighties) style. There are two versions of the Supersport: this base model in red, and the white S model with quickshifter, Öhlins suspension and pillion seat cover. Our red bike has covered 5000 miles in five months on all kinds of roads, in all kind of conditions. This is how it’s faired…
Engine and transmission
The Supersport uses the 937cc Testastretta engine that also powers the 950 Multistrada and the 939 Hypermotard. Ducatind claim 113bhp, but on our dyno it made a comparatively modest 103bhp at 9250rpm, with peak torque of 64.8 lb.ft at 7500rpm, both measured at the back wheel. On the road you spend most of the time enjoying the torque rather than the peak power, changing up early except when you want to get the full effect of the induction noise. It’s a great sound, so the temptation is hard to resist. Former Bike magazine staffer and now Car magazine editor Ben Miller borrowed the bike for a cross-country dash and came back enthused. ‘The engine’s dreamy because of its sane power output, surprising fuel efficiency and compromise-free Ducatiness – all the thunder and creamy, any-rev drive without the lumpiness and inability to deal with towns.’ The other Ben, staff writer Ben Lindley, apparently immune to the Ducati’s aura, was less convinced. ‘Slow the speed, potter around town, and I find myself gritting my teeth at the Supersport’s engine. You have to pull the throttle open wide and wait for thrust to engage at under 4000rpm.’ Mike and I reckon the slightly grabby clutch (especially when cold) is more of an issue about town, and there’s a minor fuel injection hesitation from a closed throttle. Ben (the Miller) sussed the gearbox on his ride too. ‘The gearbox is classic Ducati, being hugely positive but almost unhelpfully so between first and second, with neutral sometimes elusive. It’s not easy on the nerves either – the clunk into first is so vicious it has you wincing.’ Initially neutral was hard to find, but with miles the action has improved, without any loss of positivity in the shift.
Handling and ride
The riding position is the basis of the Supersport’s handling brilliance. It’s so natural that dynamic inputs through bars, feet, knees and bum happen intuitively and you get great feedback through these contact points. It seems to work for riders of all shapes. From squat Paul Lang to beanpole Mike Armitage all our testers raved about the comfort and control. That’s quite a trick. The steering is accurate and neutral, and it turns in beautifully. You just keep leaning, pushing it down into the turn
‘The engine’s dreamy because of its sane power’
with foot pressure and minimal input through the bars. It’s one of those bikes that flatters you, but which also encourages you to think about your riding and to focus on getting decent lines, and getting the power on early. And unlike a proper head down sportsbike you can opt to ride it at 50% or in less than perfect conditions and still enjoy the ride. ‘The chassis is a peach,’ reckons Ben Miller. ‘Even with a mildly squared-off rear tyre it was stable, keen to change direction and hugely confidence-inspiring mid-turn, even in greasy conditions. Fine brakes too.’ Our bike has only been on track once this year, at our road bike only trackday at Rockingham where Peter Boast used it while instructing; ‘It’s really nimble, and it holds its line beautifully,’ said Pete. ‘It feels as easy to ride as a 600. You wouldn’t hesitate to do a trackday on it, and it could run in the fast group easily.’ Fast enough? ‘Yeah, ‘course it is.’
Electronics
You get ride-by-wire, traction control, ABS and three riding modes that can be customised to give varying levels of intervention. I normally rode it on ‘Touring’ mode, and this allowed ‘Sport’ to be set with the traction control turned off, for entertainment when you’re feeling lively. It’s controlled from the left hand switchgear and requires a whopping 175 pages in the handbook to explain it, though that includes stuff on a Bluetooth function to allow the linking of GPS, phones and rider headsets. If you want. Despite the intimidation of 175 pages of instructions, the key functions are intuitive when you’re used to them, though altering the mode with the indicator switch means that the dash starts flashing options when all you want to do is turn left. The dash panel itself is compact and tidy but much of the information is impossible to read without specs. See, I said it was a bugger getting old.
Controls and Comfort
The riding position that gives this bike such intuitive control also gives it impressive comfort, our riders have ranged from 5ft 6in to 6ft 6in and all have found the fit to be almost ideal. It’s the gentle lean forward to the bars, but also the narrow tank and the perfectly positioned footrests. It’s a physically compact bike, but you’d happily get on it and ride to the south of France. ‘For me it’s ergonomically perfect, almost like its bar-seat-peg relationship was ripped straight from the VFR.’ observes Ben Miller. ‘It’s comfortable for hours and hundreds of miles at a time, which means it’s a red Ducati sportsbike with all the implicit desirability that goes with that, that’s justifiable on grounds of practicality. Which is great news. This one just needs the optional heated grips, which are surely a must-have.’ The two position screen is one hand, and on the move, adjustable, but it doesn’t make a big difference whichever position you’ve got it in. Shoulders, hands and helmet are exposed to wind and rain. As young Ben observes, ‘Ducati present the Supersport as a sport-road bike, not as a sports tourer in the traditional sense, the adjustable screen buffets my helmet at speed and can’t stop rain from hitting my visor or chest.’ Mrs W. made one 90-mile journey on the pillion seat, but
‘It feels as easy to ride as a 600. You wouldn’t hesitate to do a trackday on it’
thereafter declined. She’s been quite fussy since experiencing a BMW RT. There is a comfort seat available which might improve matters. The most annoying aspect of the bike’s comfort is the heat that rises from the rear cylinder and exhaust through the seat and roasts your arse. On a brisk autumn morning it’s nice to have a heated seat, and BMW owners are expected to pay extra for the privilege, but when riding through town on a summer’s day it’s unbearable. You end up having to stand, and make a note to never do it again. For a bike that is otherwise so versatile, not being able to ride it to work in August is an issue. However, testament to the practicality of the bike is how much of these 5000 miles have been covered on quite mundane journeys. When you needed to get to an airport or a meeting, it was a great way to travel. As long as you weren’t going through town in summer.
Practicality
The most obviously annoying part of the bike’s practicality are the mirrors which were universally slated by everyone who rode the SS. Except me. ‘The rear-view is in a constant state of motion blur,’ observes Ben Lindley. And he’s right. But on the plus side if, like me, you need to squeeze the bike down a narrow alley for parking purposes, they handily fold well out of the way. Who needs rear visibility anyway? Oh, you do? Over 5000 miles the SS has averaged 52mpg giving a range of around 175 miles from the 16-litre tank. The fuel light comes on at around 145 miles. A bit more range would be nice, but it’s not a deal breaker. Our dyno man, Mark Brewin, looked it over and reckoned it’d be a bugger to service. But he’s an old school Ducati guy. This one only needs servicing at 10,000 miles and a valve check at 18,000. That’s good. It’s used a little bit of oil, but a cupful every thousand miles returns it to the upper line on the sight window. We love the aesthetics of the single-sided swingarm, but don’t like having to buy special paddock stands (Ducati’s official one is £206.22) and massive sockets in order to adjust the chain. After 5000 less than sympathetic miles the SS has been ridden in sun, rain and slime, and the only cleaning involved a jetwash. And it buffs up well, though there are small rust spots on the inner disc brake edges, and evidence of corrosion on the exhaust box, and some exhaust clips and bolts. Surprises? We’re still amazed by modern Ducatis with a decent turning circle. The SS can U-turn, feet-up in a narrow road, though the bars to tank fit is tight; Ben trapped his thumbs.
Verdict
There’s a strong risk that we’re going to come across as overenthusiastic about the Supersport. ‘It’s my Bike of The Year,’ says Mike. ‘All the noise, style, performance and redness of a great Ducati, but day-to-day usable, not too stiff or obstinate, and it’s affordable.’ Ben Miller loved it too, ‘The SS is a practical sportsbike that manages to retain much of the sexiness implicit in the latter. That’s genius and the main reason I’m sorely tempted.’ Only young Ben wasn’t smitten. ‘I have no need for the extra leg room, wide pillion seat, raised handlebars. I might think it’s fantastic in 20 years time, but not right now.’ Me, I love it. It’s replaced the last of the Honda VFR750S as my ideal, perfectly balanced road bike. As long as you don’t ride through town in summer.