model comparison: ducati hyperstrada vs. yamaha fz-09

12 DECEMBER 2013 // MOTORCYCLE CONSUMER NEWS

When the two most inter-esting new 800-class street bikes introduced this year

just happened to arrive at our offices simultaneously, we had to make it a head-to-head comparison test!

The first Ducati Hypermotard appeared stateside in 2007, powered by the Dual Spark 1100cc air-cooled Desmodue (or two-valve) engine. Also offered was a higher-spec 1100S-model that included an Öhlins shock, a 50mm Marzocchi fork with DLC-coated sliders, forged Marchesini wheels and assorted carbon fiber bits. In 2009, Ducati added the lower 796 version, and with minor changes, these all continued through the 2012 model year.

For 2013, the Hypermotard was completely redesigned, becoming the first Ducati to receive an all-new 821cc version of the liquid-cooled 11° Testastretta 4-valve engine. It was also joined in the line-up by a higher-spec SP version, as well as a new touring variant called the Hyperstrada, equipped with soft-shell saddlebags and a narrow windshield. Although the less-expen-sive Hypermotard (MSRP $11,995) was our first choice for this comparison, it was crashed by another publication just before we were to receive it, so the Hyperstrada ($13,295) would have to do. The differences, in addition to the bags and windshield, are that the Hyperstrada has a lower, wider and softer seat, slightly softer, shorter-travel suspension, handlebars raised 20mm on supplemental risers and two 12V power ports.

Details of Yamaha’s upcoming FZ-09 were previewed in our April 2013 issue. Promising great performance and three-cylin-der soul in a lightweight package for only $7990, it immediately fired the imaginations of those looking for a sporty yet practical machine at a great price. And with the dramatic price differential between the two machines, if the Yamaha could even approach the Ducati’s capabilities, it would easily win based on value.

Engines—First round: Tie. Second round: Yamaha by a knockout

Ducati’s 821.1cc, four-valve, L-twin uses an 88mm bore and 67.5mm stroke—unusually conventional proportions from a company known for its highly oversquare motors. For instance, its stroke is only .04mm less than the bigger 1198.4cc 11° Testas-tretta that powers the Multistrada and Diavel, but its bore is 18mm smaller, which should theoretically provide a broad torque curve without the need for ultra-high rpm to make the best power.

Our dyno results illustrate the efficiency of 821’s design vs. the old two-valve motors: Our last air-cooled 1100 (1078cc) Desmo-due made 83.55 hp @ 7650 rpm with a peak torque of 66.9 lb.-ft. @ 5850 rpm, while the new 821 makes 98.46 hp @ 9400 rpm and 60.0 lb.-ft. @ 4780 rpm—that’s roughly 18% more power from an engine 30% smaller! And its fuel mileage is improved, too.

The FZ-09’s new motor is the first triple to come from Yamaha in 32 years—since the XS850 of 1981. And as we’ve all been seduced by the siren calls of Triumph’s various triples, ranging in size from 675cc to 2300cc, the FZ-09’s 847cc displacement promised to provide the same sensuous sound with serious power in a relatively compact size. The fact that the new machine would sell for $900 less than the outgoing four-cylinder FZ8 and weigh

a remarkable 53-lbs. less made it an even sweeter proposition.Unlike the highly tuned L-twin Ducati, which sports a 12.8:1

compression ratio, the Yamaha is tuned for mid-range torque and needs only an 11.5:1 compression ratio to make a peak of 105.40 hp @ 10,200 rpm and 59.46 lb.-ft. of torque @ 8500 rpm. And with its smaller cylinders (282.3cc, vs. 410.5cc in the Ducati) and consequently smaller, lighter valves, it also has an rpm advan-tage, signing off at 11,300 rpm to the Duc’s 10,500—for more area under the power curve.

Still, these two have very similar performance, the Yamaha is quicker in the quarter-mile, 11.01 sec. @ 122.29 mph vs. 11.24 sec. @ 116.46 mph, but the Ducati is quicker to 60 mph, 3.33 sec. to 3.44 sec. and also exactly 5 mph faster, with a top speed of 135.0 mph vs. 130.0 mph.

However, despite their near-equality in performance, both suffered severely from the same engine problem—surging fuel injection. Over the years, we’ve complained when a bike has noticeable on/off “snatch” that detracts from smooth control. Sometimes we’ll call it “abruptness,” and it doesn’t take much to spoil an otherwise desirable engine. But both of these machines took the problem to another level, refusing to hold steady speeds.

As an example, with the Ducati sitting at idle, if you held its throttle steady at 2000 rpm, you’d see the revs vary by 500 rpm, up and down. At 3000 rpm, the variation could be 750 rpm and at 4000, the engine would hunt back and forth and sometimes seem to open the throttle on its own, adding a thousand rpm. Not only does this endless surging rpm make the bike feel like it’s encountering bumps in the roads, but the engine would also

MODEL COMPARISON

by Dave Searle

Ducati Hyperstrada Vs. Yamaha FZ-09

WWW.MCNEWS.COM // DECEMBER 2013 13

often die when coming to a stop. We’ve had previous Ducatis with Ride by Wire (RbW) throttles and multiple engine power modes that did the same thing—as if the engine were trying to anticipate your next move—but our Hyperstrada’s condition was by far the worst we’ve experienced.

The Yamaha couldn’t run steadily either, constantly stumbling and lurching, making smooth progress a chore, and worse, when you’d open the throttle even a little from any rpm, the injection’s “abruptness” was so violent that it really deserved another term: something like “jerk,” as the power would hit so hard that it would take up all the driveline lash in the transmission and final drive with every little throttle opening—just what you don’t want if you need to adjust speed mid-corner when you’re riding hard! When we were stuck in slow traffic, only the softest “B” power mode, which partially mitigated this effect, was tolerable.

At this point, we attempted to reach both Ducati and Yamaha to find out if what we were experiencing was possibly the result

of a mechanical or electrical problem, as we couldn’t imagine such behavior was actually representative. Yamaha was quick to respond, and its techs concluded that our bike did have a problem. We returned it two days later for another one that behaved very differently, with much improved fueling, and were told our first one apparently had a clogged injector.

Aware that other publications also noted fueling issues with the first FZ-09s, we think it's possible that dealerships may also have poor-running examples in their inventories. We advise you to test-ride any FZ-09 before buying.

Transmissions/Clutches—FZ-09 1st, Hyperstrada 2ndThe FZ-09 has a normal multi-plate wet clutch, with no slipper

function. Due to the engine’s torque, its springs need to be strong, and it does require significant lever effort. Also, its six-speed gear-box is not one of Yamaha’s slickest, as the shift action can be a bit stiff and notchy and the shift throws are longer than average. Again, our second example was much better than the first, as the poor fueling undoubtedly hurt the first bike’s shift quality as well.

The Hyperstrada’s gearbox, on the other hand, is typically Ducati, with tight clearances that allow minimal engagement lash but that make its lever effort much higher and neutral hard to find. However, once you are under way, it shifts positively and doesn’t miss shifts. Its downfall is its clutch, another of Ducati’s infa-mous self-servo APTC types, which trade positive engagement feel for lighter lever effort. These clutches use a very soft spring pack in combination with a centrifugal pressure plate assist that adds engagement pressure with rpm—the problem being that the

clutch’s engagement feel constantly changes with engine speed, becoming lightswitch-sudden at any revs higher than idle speed.

This issue was so bad that the Hyperstrada made us look like clueless rookies in traffic, barely able to get smoothly off the line without hopping or stalling out—that is, if the engine hadn’t already died before you came to a stop!

Although our performance tester managed to get the Hyper-strada strongly off the line during our dragstrip testing, using the rear brake to control its tendency for sudden wheelies under power, this isn’t an easy technique to master, and most riders will struggle to get rolling on the Hyperstrada, while meanwhile the FZ-09 will be long gone.

Chassis & Suspensions—Hyperstrada 1st, FZ-09 2ndTrue to current Ducati practice, the Hyperstrada uses a large

34mm-diameter tubular steel trellis main frame with a cast alumi-num rear subframe. This hybrid design is stiff and responsive, and its steering head section gives a rake and trail of 25.5°/4.1" and also allows a surprisingly good 70° of steering arc so that tight U-turns are easy to manage. The fork is a non-adjustable 43mm male-slider type offering 5.9" of travel. Its laydown rear shock mounts directly between the frame and swingarm without progressive linkage and offers rebound adjustability and a handy remote preload adjuster to provide the same 5.9" of travel as the front.

We all felt that the Ducati’s suspension system was well-de-veloped for its purpose, although it didn’t give a very plush impression on either concrete freeways or asphalt back roads, partly because the engine’s incessant fuel injection surging upsets the chassis at both high speeds and low—giving the impression that the road is bumpy even when it’s smooth. Although the Hyperstrada’s spring and damping setup is softer than the Hyper-motard model’s, to suit its longer-distance mission, its handling is well-balanced, giving neutral steering characteristics.

The FZ-09 uses a clever aluminum chassis die-cast in two halves that bolt together. This arrangement is not only light, but it also provides excellent alignment accuracy (which can be difficult to achieve with a structure welded from many parts) and its various wall thicknesses can be optimized to create ideal stiffness for best handling as well. And as the FZ-09 weighs only 417 lbs. wet, the alloy chassis’ reduced mass obviously helps.

The FZ-09’s front suspension consists of 41mm male-slider forks with gold anodized legs. Preload and rebound are adjust-able and the travel is 5.4". At the back is a monoshock that uses progressive linkage to provide 5.1" of travel with an eight-posi-tion ramped preload collar and adjustable rebound damping. Its steering geometry uses 25.0° of rake and 4.06" of trail.

Unfortunately, its damping control is seriously inadequate, and the adjusters are an all-or-nothing affair, as any less than maximum felt flaccid. Also, the amount of trail in the fork is barely enough, so we were obliged to reduce rear preload to the minimum or increase front preload to insure adequate stability, or the bike became very squirrely. We tried endless combinations of adjustments to fine tune the FZ-09’s ride, but even our best set-up left much to be desired.

Tires & Brakes—Hyperstrada 1st, FZ-09 2ndRiding on Pirelli’s very good Scorpion Trail tires, the Hyper-

strada was ideally shod for our local back roads, which are often contaminated in places by debris from farm vehicles. We found the Pirellis created excellent contact patch feedback that gave us confidence to brake hard and accelerate strongly out of corners.

Not only is ABS standard equipment on the Hyperstrada, but Ducati provides two different ABS settings as well as the option of turning the system off for gravel or loose dirt if desired. The ABS combines with premium Brembo components, large 320mm


front discs riding inside top-quality four-piston radial-mount cal-ipers that give great power and control, and at the back, a small 245mm disc with a two-piston, double-action caliper that also offers good power and control feel. Our best tested stop with ABS was 125.0' and although ABS is typically hard to beat, the Ducati’s good brake feel allowed Alex Frantz, our tester, to clip another five feet from that distance with the ABS turned off: 120.0'—both excellent results.

The Yamaha wears Dunlop’s Sportmax D214 rubber in the sames sizes as the Ducati, and its front brakes are likewise radi-ally-mounted four-piston calipers, although in this case, Yama-ha’s familiar yet excellent monobloc design, and its rear disc is another 245mm unit, but its caliper is a simpler single-piston floating design. Yet, despite the similarities between the two bikes’ braking equipment, their control feel was very different. Although both use side-pump (AKA “axial” pump) front master cylinders, the Ducati’s brake lever has a more progressive feel that aids control. Our first FZ-09’s lever seemed to move a lot before doing anything and then grab strongly, as if the pads were too aggressive. Its brakes would also release too quickly as you’d back off, so the forks wanted to rebound too suddenly, hurting smoothness. And again, the second FZ-09, which had fewer miles on the clock—perhaps a test-ride demo that had never been abused by journalists—was better, with a margin-ally more progressive action. Regardless, we were definitely not impressed by the D214 Dunlops. They seemed utterly devoid of feedback and reduced confidence, in dramatic contrast to the great control feel of the Pirellis. However, our tester’s bravest FZ-09 stop was still very good at 121.9'.

Handling—Hyperstrada 1st, FZ-09 2ndConceived as a big-bore “motard” in the European tradition,

the Hypermotard and its Hyperstrada cousin feel very much like dirtbikes. Relatively tall in the saddle, with a forward seating position and high, wide handlebars that offer good leverage, the new Hypers give good road feel that makes using the lusty new 821cc motor to its fullest great fun. The Ducati L-twin also provides its own sense of traction control, by giving the rider’s wrist a very direct feel for traction. Of course, as the Hyperstrada comes with Ducati’s eight-step adjustable DTC (traction control) system, you could conceivably just adjust it to your liking, whack the throttle and let the DTC take care of laying the power down.

The Yamaha, on the other hand, while it doesn’t have the Duca-ti’s tall riding position, actually carries more weight on the front wheel than the Ducati (FZ-09: 50.9% front static vs. 47.9% front on the Hyperstrada), so it, too, gives positive steering. And despite less impressive suspension, its spring rates are well-balanced, making the FZ’s handling neutral and predictable on twisty roads.

However, bumps you’d expect a good suspension would be able to handle could give you a serious jolt now and then.

The FZ-09 also has better cornering clearance than the Hyper-strada, although its tires don’t inspire hard charging. The Ducati’s centerstand is the problem. It touches down early enough on both sides that we’d feel obliged to remove it before we’d take part in a track day.

Ergonomics—Hyperstrada 1st, FZ-09 2ndWe found the Hyperstrada the more comfortable bike. Its taller

seat offers more leg room (for those with the requisite inseams) and the seat’s shape is friendlier to our collective posteriors, with a wide rear section and a fairly level central platform and a narrow front that allows for a good leg purchase on the body-work’s sides. However, the seat’s extended forward portions could be thinner to make the transition to the bodywork even better. Of course, the Hyperstrada also has a windshield, while the FZ-09 doesn’t even have an “eyebrow” to deflect wind from its instrument panel. And while the Duc’s windshield definitely helps, it’s very narrow and not particularly tall, so its effective protection is just to the rider’s upper chest, and you still feel the wind strongly on your sides and arms.

In terms of comfort, the FZ-09’s much lower seat height (31.5" vs. 33.25") should find favor with more riders, although its seat-to-pegs distance can also feel a bit tight to a taller pilot. Speaking of seats, the FZ-09’s is thin, flat, narrow and leans forward too much to make it a decent perch for even a single tankful of gas, although you probably won’t think to complain when the roads are fun and fast.

Riding Impression—FZ-09 1st, Hyperstrada 2ndHad we not received a second FZ-09 to replace our surging

and explosive original, this category would have been a dismal tie. But with its problems greatly reduced, the FZ-09’s superior rideability turned the tables, and with better tires, it would have been even more impressive.

The Hyperstrada, in addition to its other electronic enhance-ments, has three riding modes: Sport, Touring and Urban, intended for different conditions. While the Sport and Touring modes vary only the engine response, not hp, the Urban setting clips a big 28-hp from the engine’s peak power and reduces torque by as much as 12.7 lb.-ft. to make it friendlier for rain or other treacherous conditions. Unfortunately, none of the various modes altered our fuel injection problems. That said, we tended to like the Touring mode best, except when charging hard at high rpm, when Sport felt more appropriate. Each power mode is matched by default with an individual ABS and traction control setting, but it’s actually very easy to customize any combination of them and save the new setting as a personal favorite.

The Hyperstrada’s exhaust system is a highlight of the bike. Much louder than you’d imagine would be legal, it sounds great on the road, with a throbbing pull and snarly high-compression crackle that reminds you of a Ducati superbike. Great fun to exercise on a twisty road, the V-twin also gives it great traction feel during engine braking as well.

The Yamaha also gives three power modes, although the dif-ference between the two full power modes (A and Standard) and the softer mode (B) is not as large: 11.7 hp off the top and 4.4 lb.-ft. of torque. Although our second FZ-09’s EFI was cer-tified correct, it still had noticeable on/off snatch (much like the outgoing FZ8), and the softer B mode was clearly the best for traffic. The presumably greater ignition advance of the full power modes made acceleration quite sudden, and shifting, either up or down, was also smoother in the B mode.

In terms of engine character and sound, although we’d

MODEL COMPARISON


expected the new triple to sound much like a Triumph, it really doesn’t. Where a Triumph will have a sexy growl at lower speeds that turns to a sharp howl at high rpm, the FZ-09 is more muted and sounds rougher at lower and middle rpm, and it will then scream and squeal at high rpm as if it needed better lubrica-tion. But whatever was missing from its sound, it didn’t let you down power-wise. On roads where the bike could be ridden in its upper rpm ranges, it’s very fast—and sometimes faster than its suspension can handle.

Instruments & Controls—Hyperstrada 1st, FZ-09 2ndAlthough we’d occasionally think the Duc’s speed was decep-

tive, finding ourselves going an indicated 70 at what felt more like 60, we found it’s actually the speedo that’s deceptive, reg-istering 60.9 mph on the radar at an indicated 65. Also, there is no redline marked on the LED bar-type tachometer. Although this omission allows the same instrument package to be used on models with very different engines, it doesn’t alert the rider that the engine’s sharp rev limiter is about to be encountered.

Also, because the Hyperstrada leans fairly steeply when parked, its narrow, pointy rubber-covered footpegs are a little too smooth for security when you’re using the inboard peg to lift yourself over the seat and bags. And while its centerstand works easily enough, it drags too soon in corners.

The FZ-09’s curiously offset dash has a digital speedo that’s both very accurate and easy to read, but its oddly shaped bar-type LED tach is very difficult to read at a glance.

Other flaws: accessing the FZ-09’s sidestand is a pain when wearing boots, a windshield will be needed for extended free-way riding, and its belly mounted muffler won’t allow room for a centerstand. Also, the Fazer-style air intakes that dominate the bike’s styling aren’t functional. And in terms of style, the curiously unfinished looking upper headlight panel isn’t big enough to really cover the headlight, deflect the wind or hide the instrument panel wires.

Attention To Detail—Hyperstrada 1st, FZ-09 2ndThe Hyperstrada’s styling and detailing are very attractive, and

we were happy to see its new handguard/turnsignal arrangement. The first Hypermotards used very wide mirrors that swung from mounts at the end of the handlebars. And because the mirrors also incorporated the turnsignals, they were extra-heavy, which created handlebar shake at easy freeway speeds that did nothing for its riding impression. The new mirrors are conventional, but have another flaw. Although they have a decent spread, their

ends, the most useful parts, are pointed and restrict rear view.The Hyperstrada’s new soft-shell saddlebags hold a useful 50

liters each and have a neat latching setup that requires you to lock them before you can remove the key, which is a good idea. However, the bags are wide, 39.25" across, can’t be locked, and are not waterproof, although waterproof liners with fitted carry bags are included. Alas, their blueish-silver color looks destined to fade very quickly in sunlight.

While we liked our initial FZ-09’s avant garde styling and details like its tapered alloy handlebars and the shapes of its die-cast alloy chassis and compact exhaust system, its visual appeal was easily overshadowed by its terrible driveability. But it’s amazing how a bike that runs properly actually looks better!

Value—FZ-09 1st, Hyperstrada 2ndThe Hyperstrada delivers Italian style, sophisticated technol-

ogy and a stirring sound at a premium European price, in line with the offerings of BMW and KTM. And thankfully, caring for a Ducati is no longer the high-maintenance proposition it once was. Routine servicing is now similar to less exotic brands: Oil changes and adjustments at 9000 miles or 12 months, and those tricky double-shimmed desmo valve adjustments are now18,000 miles apart. Although its MSRP of $13,295 isn’t uncompetitive, its odd-ball clutch and engine management issues kill its appeal, so its value score suffered. We hoped something was seriously wrong with our test bike’s fuel injection, so that new owners will not have to sort out such problems on their own, but it wouldn’t be the first time. When we asked Ducati for a diagnosis, they told us it didn’t have a problem, which is bad news.

At the end of the day, the FZ-09 tells you that its attractive MSRP of $7990 was partly achieved by cutting corners. It has no luggage rack whatsoever, or wind protection, or the option of a centerstand, the seat is thin and hard, the suspension is unim-pressive and the tires feel cheap. That said, with its fuel injection working properly, the engine’s power is impressive and its other issues fade in importance. While it isn’t quite the bargain we’d imagined, it’s still a lot of bike for the money. The brakes would benefit from a radial-pump front master cylinder, about $250, a good rear shock will set you back probably $700 or more, the forks could stand revalving if you can find someone who has the experience to know what to do (maybe another $300-$400), a better seat will set you back $400 or more, better tires would be another $300–$400, and the engine still won’t sound like the soulful piece you hoped you’d get in the FZ-09. A new exhaust system, maybe? The total cost will be close to ten grand.

Overall—FZ-09 1st, Hyperstrada 2ndUntil we picked up Yamaha’s replacement FZ-09, we thought

the result of this comparison would be depressing. But, at the test’s end, only the Ducati was the downer. If it were ours long-term, we’d try fitting stronger clutch engagement springs, although this would likely disable its slipper function. And if its fuel injection problems truly are typical, they weren’t a problem you could learn to live with. They would have to be fixed or we’d never consider owning one. Perhaps $1000 or more spent on a Power Commander and dyno tuning might fix it. But on a bike with an MSRP of $13,295, you shouldn’t need to fix anything.

Our replacment FZ-09, on the other hand, is a fast, fun and capable ride, although it still has a few rough edges. Although its odd sound wasn’t satisfying, that’s possibly the result of its staggered-length intake funnels tuning each cylinder differently to smooth the overall powerband. With better tires and a small windshield, it would make a great all-arounder for commuting or weekend sport riding, and with some soft saddlebags and a better seat, a nice mid-sized sport tourer.


1. The gold-anodized fork legs contain cartridge internals and offer adjustable pre-load and rebound damping, but the overall damping is inadequate and the adjusters are an all-or-nothing affair. Also, while the monobloc radial-mount brake calipers are plenty powerful, the stock Dunlop D214 tires delivery very little road feel for hard stops or aggressive cornering.

2. The FZ-09’s trapezoidal headlight and dummy air intakes create a distinctive face. However, the bike really needs a windshield for extended freeway riding.

3. The seat is thin, flat and leans forward too much for best long-term comfort, but its 31.5" height will be welcomed by shorter riders, and its narrow forward section makes reaching the ground easier. The passenger’s portion isn’t too bad.

4. The sleek offset instru-ment setup offers plenty of information including a gear position indicator, fuel gauge, two tripmeters, a clock and an easy to read digital speedom-eter. However, we found the LCD bar-type tachometer too hard to read at a glance. The handlebars are tapered alu-minum and aid the machine’s very light 417-lb. wet weight.

5. The FZ-09’s compact 847cc triple promised to be a fantas-tic motor but our first example didn’t live up to our expecta-tions. Its vicious on-throttle snap and constantly surging fuel injection ruined the riding experience. We asked

Yamaha if our bike had a problem. They said it did and gave us another. This time, the FZ-09’s EFI was better behaved and even its brakes felt better. Although the delightful three-cylinder sound that various Triumphs have taught us to expect wasn’t there, it’s possible that the motor’s staggered length intake funnels prevent the engine from hav-ing clean, clear sound. Unlike a Triumph, it makes a grinding sound rather than a growl. Other issues: The large belly mounted muf-fler prevents the possibility of a centerstand and the alternator and clutch covers get hot, which you’ll notice when stopped in traffic.

The FZ-09—our second one, anyway—lived up to its promise

as a powerful, lightweight motorcycle at an attractive price. Sell-ing for only $7990 and weighing just 417 lbs. fully fueled, it makes 105.4 hp and delivers more performance than anyone reasonably needs on the street. It’s a lot of motorcycle for the money, but it could be even better. We think Yamaha should consider offering an uprated R-model next year. Traction control with wheelie interven-tion and ABS should be part of this package, and its suspension should also be tweaked. While we thought the standard spring rates were on the money, the damping was much too light. We’d also like to see a better seat with a wider, more level center and more anatomically correct shapes. A radial-pump master cylin-der would give its good brakes the ultimate in control feel and fitting premium tires would enable the rider to use all of its per-formance with confidence. A small rack would improve its utility, and a slim Dakar-style windshield would aid its freeway comfort. Whatever they’d need to charge for it would still be cheaper than redoing the standard model. —Dave Searle

Just when you thought the OEMs were out of surprises, here comes the FZ-09. Not only does it offer a new focus for Yamaha, it truly carves out a unique niche, not feeling anything like exist-ing naked machines (including Triumph’s naked Triples). And un-like many new Japanese machines, the FZ-09 is far from perfect. Even after we swapped bikes, its EFI is still very aggressive in A mode and the suspension is barely capable of keeping the en-gine’s power in check. In summary, the FZ is fast but flawed. But for an experienced rider, the FZ’s untamed wild side is extremely alluring—and a lot of fun—with the bike merrily bounding down the road like a hyperactive puppy off his leash.

My concern is not that the FZ-09 needs tweaking to get the most of it, because rest assured, with some tires and suspen-sion work, this thing will be stellar. No, my worry is that this price is too attractive for newer riders to pass up, especially compared to other $8k offerings on the market. Putting this much motor into the hands of a newbie is asking for trouble, and I’d hate to see anyone get hurt. —Bruce Steever

TESTERS’ LOG

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MODEL COMPARISON

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ENGINEType: Liquid-cooled, in-line tripleValvetrain: DOHC, 4 valves per cylinder,

shim-under-bucket valve adjustmentDisplacement: 847ccBore/stroke: 78.0 x 59.1mmComp. ratio: 11.5:1Fueling: Fuel Injection w/RbW throttle,

3 drive modesExhaust: 3-into-1

DRIVE TRAINTransmission: 6-speedFinal drive: chainRPM @ 65 mph/rev-limiter: 4525*/11,250

*actual, not indicated

DIMENSIONSWheelbase: 56.7"Rake/trail: 25.0°/103mm (4.06")Ground clearance: 5.1"Seat height: 31.5"GVWR: 805 lbs.Wet weight: 417 lbs.Carrying capacity: 388 lbs.

SUSPENSIONFront: 41mm fork, adjustable preload and

rebound damping 5.4" travelRear: Linkage-type monoshock, adjustable

preload and rebound damping 5.1" travel

BRAKES Front: Dual 298mm floating discs,

radial-mount four-piston monobloc calipersRear: 245mm fixed disc, single-piston,

single-action floating caliper

TIRES & WHEELSFront: 120/70ZR17 Dunlop Sportmax

D214FL M/C 58W on 3.50" x 17" 10-spoke cast wheel

Rear: 180/55ZR17 Dunlop Sportmax D214L M/C 75W on 5.50" x 17"

10-spoke cast wheel

ELECTRICSBattery: 12V, 9.1AhIgnition: DigitalAlternator Output: 415W @ 5000 rpmHeadlight: 1 x 60/55W

FUELTank capacity: 3.7 gal.Fuel grade: Premium, 91 octaneHigh/low/avg. mpg: 44.5/39.3/40.9

MISCELLANEOUSInstruments: digital speedo and bar-type

tachometer, gear position indicator, odometer, 2 trip meters, clock, fuel

gauge, engine and ambient temps, instant and average fuel consumption, ECO mode

Indicators: hi-beam, t/s, neutral, low fuel, EFI warning, oil pressure

MSRP: $7,999 as testedRoutine service interval: 4000 mi.Valve adj. interval: 26,600 mi.Warranty: 1 year/unlimited mi.Colors: Liquid Graphite, Rapid Red

PERFORMANCEMeasured top speed: 130.0 mph1⁄4 mile: 11.01 sec. @ 122.29 mph0–60 mph: 3.44 sec.0–100 mph: 7.09 sec.60–0 mph: 121.9'Power to Weight Ratio: 1:4.44Speed @ 65 mph indicated: 64.6 mph

MC RATING SYSTEMEXCELLENT ———————————— — — :::::

VERY GOOD —————— ————— — — ::::.

GOOD ———— ——————————— — — :::..

FAIR ———————————————— — — ::...

POOR ———— ——————————— — — :....

SPORT-TOUREREngine ::::.

Transmission ::::.

Suspension ::;..

Brakes ::::.

Handling ::::.

Ergonomics :::;.

Riding Impression ::::.

Instruments/Controls ::::;

Attention to Detail ::::.

Value ::::.

OVERALL RATING ::::.

STANDARD MAINTENANCE Item Time Parts Labor Oil & Filter 0.5 $12.11+20.97 $40.00 Air Filter 0.5 $34.88 $40.00 Valve Adjust 2.5 $71.22 $200.00 Battery Access 0.3 MF $24.00 Final Drive 0.3 $24.00 R/R Rear Whl. 0.5 $40.00 Change Plugs 1.5 $16.17 $120.00 Synch EFI 2.4 $192.00 Totals 8.5 $155.35 $680.00

TEST NOTESPICKS: The FZ-09 lives up to its promise of light weight: 847cc triple packs serious horsepower: Upright ergonomics give good control feel

PANS Its suspension performance leaves a lot to be desired Wind protection is needed for long freeway jaunts The seat is thin and hard, painful in less than 100 miles

SAE

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RPM, THOUSANDS

DYNAMOMETER DATA

2014 Yamaha FZ-09SPECIFICATIONS AND PERFORMANCE DATA

59.5 LB.-FT.

55 LB.-FT.

105.4 HP

93.7 HP

ERGONOMICS TEMPLATE

A

B

C

D

E

F G H I J

65.5"

42.0

"

31.5

"

12.0"

57.25"

30.75"

Horizontal (nose to) A: Passenger seat

(middle). B: Rider seat (middle). C: Handgrip (center). D: Passenger

footpeg (center). E: Rider footpeg (center).

Vertical (ground to) F: Handlebar (center). G: Rider footpeg (top).

H: Rider seat (lowest point). I: Passenger peg (top). J: Passenger seat

(middle).

52.5"

51.5"

21.5

"

34.5

"

Low end ::::;

Mid-range ::::.

Top end :::;.

The FZ-09’s 847cc triple is very muscular and wheelies with ease. It’s also smooth-running at high rpm and delivers good gas mileage. But, its on/off abruptness is still sub-par, and its rough sound surprised us. There’s still room to improve.

A & Std. MODES nB MODE n


The Hyperstrada’s good seat, roomy ergonomics, large capac-ity saddlebags and small windshield should make it an effective mid-displacement sport tourer. However, you should know that if two-up trips are your habit, its short 56.7" wheelbase doesn’t leave much room for a passenger. Also, while the bike’s respon-sive handling and tactile road feel, together with the stirring sound from its hot L-twin, make it a real treat to ride when the roads are fast and stops are rare, its behavior in traffic is so aggravating that I couldn’t stand to own one in stock condition. And unfortunately, its two serious flaws may not be inexpen-sive to fix. This wouldn’t be the first Ducati that needed a very expensive new engine control unit or Power Commander instal-lation and dyno tuning to run properly. And its APTC clutch’s engagement point is so narrow that if stiffer springs wouldn’t fix it, you’d have to buy a whole new clutch with a different design. When a bike sells for $13,295, it shouldn’t require you to spend thousands more to make it run correctly.

—Dave Searle

I’d been looking forward to testing one of the new 821cc Duca-tis all year, but the bundle of issues we found on our test bike wasn’t nearly what I was expecting. Based upon my previous ex-periences with the air-cooled 1100cc Hypermotard, I was looking forward to a smooth, torquey engine combined with fun stuff-it-in-on-the-brakes supermotard steering.

Instead, even ignoring the surging issues, the Hyperstrada was much more staid than my expectations. It certainly provid-ed exciting engine performance and feisty handling, especially in tight urban riding, but the chassis felt heavier than its specs might otherwise suggest, and the lack of cornering clearance was a big surprise. It’s a shame we didn’t get the sportier Hyper-motard SP for this test, as it might have brought the aggressive naked performance I was hoping to experience.

At the end of the day, even if its clutch and fueling issues were fixed, the Hyperstrada loses too much of its sporting heritage in the transformation to the light-duty tourer you see here.

—Bruce Steever

TESTERS’ LOG

1. The Hyperstrada’s restyled front fender doesn’t look quite so bizarre as before, the turnsignals are now inte-grated into the handguards and the mirrors are in a conventional position. The narrow windshield helps high-speed comfort but would be more effective if it were wider and taller.

2. The new 821cc Testastretta makes 18% more power from 30% less displacement than the old air-cooled

two-valve and gets better gas mileage, too. It sounds great but its terrible fuel injection performance ruins the riding experience at anything but sustained high speeds. Also, its centrifugally assisted clutch makes han-dling stop and go traffic a nightmare.

3. The seats are well-shaped for comfort. The soft-shell saddlebags hold 50L each and have a solid mounting arrangement, but they are wide, 39.25" from side-to-side.

4. An ingenious system for adjusting the two ABS settings (plus off), eight traction control settings and three engine modes allows you to quickly customize your own defaults. The gauges are easy to read with the exception of the bar-type tach, which isn’t finely grad-uated. Also, we found the digital speedo quite optimistic.

5. The mirrors don’t affect stability the way the older bar-end types did, but the stylists have made their ends too small for the best rear view.

6. The Hyperstrada’s fork is not adjustable but we were satisfied with its setup. The radial-mount Brembo calipers give strong stopping, good lever feel and the ABS is very effective, giving short stops. Plus, the Pirelli Scorpion Trail tires give excellent feedback for confident handling.

1

2

4

5

MODEL COMPARISON

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6

3


ENGINEType: Liquid-cooled 90° L-twinValvetrain: DOHC, 4 valves per cylinder,

desmodromic valve actuationDisplacement: 821.1ccBore/stroke: 88.0 x 67.5mmComp. ratio: 12.8:1Fueling: Magneti Marelli fuel injection

w/RbW throttleExhaust: 2-into-1

DRIVE TRAINTransmission: 6-speedFinal drive: chainRPM @ 65 mph/rev-limiter: 4550*/10,300

*actual, not indicated

DIMENSIONSWheelbase: 56.7"Rake/trail: 25.5°/4.1"Ground clearance: 6.1"Seat height: 33.25"GVWR: 895 lbs.Wet weight: 468 lbs.Carrying capacity: 427 lbs.

SUSPENSIONFront: 43mm fork, non-adjustable,

5.9" travelRear: Monoshock, adjustable preload and

rebound damping 5.9" travel

BRAKES Front: Dual 320mm floating discs w/ABS,

radial-mount four-piston monobloc Brembo calipers

Rear: 245mm fixed disc, single-piston floating caliper w/ABS

TIRES & WHEELSFront: 120/70ZR17 Pirelli Scorpion Trail

M/C 58W on 3.50" x 17" 10-spoke cast wheel

Rear: 180/55ZR17 Pirelli Scorpion Trail M/C 73W on 5.50" x 17" 10-spoke

cast wheel

ELECTRICSBattery: 12V, 10AhIgnition: DigitalAlternator Output: N/A Headlight: 1 x 60/55W

FUELTank capacity: 3.7 gal.Fuel grade: Premium 91 octaneHigh/low/avg. mpg: 47.3/45.6/46.7

MISCELLANEOUSInstruments: digital dash w/LED tach,

dot-matrix speedo, gear position indicator, odometer, 2 trip meters, air and coolant

temp., maintenance meter, clock, fuel gauge, trip computer functions

Indicators: hi-beam, t/s, neutral, low fuel, EFI warning, oil pressure

MSRP: $13,295Routine service interval: 9000 mi. or 12 mo.Valve adj. interval: 18,000 mi.Warranty: 2 year/unlimited mi.Colors: Liquid Graphite, Rapid Red

PERFORMANCEMeasured top speed: 135.0 mph1⁄4 mile: 11.24 sec. @ 116.46 mph0–60 mph: 3.33 sec.0–100 mph: 8.0460–0 mph (non-ABS): 120.3'Power to Weight Ratio: 1:4.75Speed @ 65 mph indicated: 60.9 mph

MC RATING SYSTEMEXCELLENT ———————————— — — :::::

VERY GOOD —————— ————— — — ::::.

GOOD ———— ——————————— — — :::..

FAIR ———————————————— — — ::...

POOR ———— ——————————— — — :....

SPORT-TOUREREngine ::...

Transmission/Clutch ::...

Suspension ::::;

Brakes ::::;

Handling ::::;

Ergonomics ::::;

Riding Impression ::...

Instruments/Controls ::::;

Attention to Detail ::::;

Value ::...

OVERALL RATING :::;.

STANDARD MAINTENANCE Item Time Parts Labor Oil & Filter 0.5 $18.98+60.00 $40.00 Air Filter 0.5 $29.99 $40.00 Valve Adjust 4.0 $133.10 $320.00 Battery Access 0.75 MF $60.00 Final Drive 0.3 $24.00 R/R Rear Whl. 0.5 $40.00 Change Plugs 1.0 $83.98 $80.00 Synch EFI 1.0 $80.00 Totals 8.55 $326.05 $684.00

TEST NOTESPICKS: Motor has a great sound and delivers good gas mileage: Excellent tire feel, nice suspension and handling: Good ABS brakes, ergonomics and comfort

PANS Surging fuel injection ruins the riding impression Its APTC clutch is the worst we’ve tried Centerstand drags too easily, steals cornering clearance

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DYNAMOMETER DATA

2013 Ducati HyperstradaSPECIFICATIONS AND PERFORMANCE DATA

ERGONOMICS TEMPLATE

A

B

C

D

E

F GH I J

61.5"

42.5

"

33.2

5"

12.5"

56.0"

30.5"

Horizontal (nose to) A: Passenger seat

(middle). B: Rider seat (middle). C: Handgrip (center). D: Passenger

footpeg (center). E: Rider footpeg (center).

Vertical (ground to) F: Handlebar (center). G: Rider footpeg (top).

H: Rider seat (lowest point). I: Passenger peg (top). J: Passenger seat

(middle).

50.0"

47.75" 19.5

"

38.0

"

Low end ::::;

Mid-range :::;.

Top end :::..

The 821 Testastretta is great motor let down by terrible fuel management. Its power should be inspiring from low to high rpm, and its sound still is, but the motor’s stalling and inability to hold a steady speed destroy its character. We expect more.

59 LB.-FT.47.2 LB.-FT.

98 HP

70.34 HP

SPORT & TOURING MODES nURBAN MODE n

model comparison: ducati hyperstrada vs. yamaha fz-09

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