On Track Off Road No.184

TEST
stick even to damp winter roads. Shame the
gearbox quick-shifter, which works superbly
in both directions and is standard fitment
on the SP, is a near-£200 accessory on the
standard 950.
Drawbacks shared by both models include
the lack of fuel gauge and smaller tank’s
reduced 14.5-litre capacity, though the typical
range of about 120 miles is adequate for
a bike like this. The hand-guards offer at least
some useful wind protection on a cold day.
As a weapon for sunny-day blasting the Hypermotard’s
main drawback is arguably that
even the standard model is more expensive
(at £10,995 in the UK) than enticing alternatives
including KTM’s 790 Duke and Triumph’s
Street Triple RS.
That’s even more true of the Hypermotard
950 SP, which justifies its higher cost
(£14,295 in the UK) with Öhlins suspension
that is firmer and longer, improving ground
clearance and cornering ability in conjunction
with sportier Pirelli Supercorsa rubber.
The SP’s seat is even taller, at a lofty 890mm,
and despite the extra travel its suspension is
so well controlled that the bike feels slightly
firmer and sportier.
For track days the SP is the Hyper to go for,
but for road use most riders would probably
be better off with the standard 950 plus
accessory quick-shifter, for its lower seat as
much as for its lower price. Either way, the
950 is the most sophisticated, safest and
generally best Hypermotard yet. Equally importantly,
it’s still every bit as boisterous and
irresponsible as its predecessors – just as a
supermoto style V-twin should be.