Source: Cycle World
[[{“value”:”The 2024 Ducati Hypermotard 698 Mono. (Ducati/)UpsThe Hypermotard 698 Mono is the first model to use the new Superquadro Mono, the first production single-cylinder engine since the legendary Supermono.Up-spec electronics with slide-by-brake functionality.With a 333-pound claimed wet weight and a lively powerband, the Hypermotard Mono 698 is one spicy meatball.DownsVersatile it is not: see Peter Egan’s proverbial “Toy bike.”Small display makes it annoying to change rider-aid settings.Ultra-responsive handling and immediate throttle response is not a great combo for inexperienced riders.VerdictThe Hypermotard 698 Mono continues Ducati’s storied history of single-cylinder production. The Hyper Mono is all about unadulterated fun; it’s got verve, this thing. And since it’s a Ducati, it’s loaded with tech.OverviewThe 2024 Hypermotard 698 Mono is a return, a new beginning, and—as an attempt to bring in new riders to the Ducati family—an impolite gesture at conventional thinking.For the first 25 years of building engines—beginning with the Cucciolo in 1946—Ducati was synonymous with single-cylinder engines. Then, in March 1970 Ing. Fabio Taglioni made the first sketches of what would become his famous 90-degree V-twin. Off the drawing board, the result was good; very good. So good that by 1974 Ducati produced its final sporting single, the 250 Desmo. Come the end of the decade, it abandoned its maligned parallel twin (you can almost hear Taglioni saying, “I told you it was a bad idea”), and aborted its equally poor two-stroke off-road offering. It’s at this point in the story, Ducatisti can breathe a sigh of relief as the brand’s future path toward glory is placed firmly in the hands of its renowned V-twins.Until the introduction of the Desmosedici Stradale V-4, the only non-twin to leave Borgo Panigale was the spectacular Supermono. From 1993–1995, at the dawn of a golden era in Ducati’s history, the Supermono leapt from the production line to universal adoration. The Supermono used the horizontal cylinder from the 888 Corsa superbike with a doppia bielletta (double con-rod) counterbalancer system ensconced in a racy design by Pierre Terblanche. It’s since become a holy grail of collectibility. We should also mention that the Supermono was designed under the guidance of Claudio Domenicali (now Ducati’s CEO), and the first racers were tested by Davide Tardozzi (current Ducati Lenovo team manager).Since then, Ducatisti (well, some of us anyway) have been begging for a new single-cylinder desmo. It certainly didn’t escape our notice that the Superquadro was just languishing back in Borgo Panigale, as if waiting for someone to knock a cylinder off and call the day blessed.For 2024, Ducati has introduced the Superquadro Mono engine, and given it to the world in the Hypermotard 698 Mono. If ever there was a middle finger to the motorcycling establishment, this is it. Supermotard-inspired motorcycles sell in small numbers. As do singles. But if Ducati can sell, say, 3,000 units per year, it will be job done.Ducati says its target customer for the Hypermotard 698 Mono is around 25 years old—riders who are coming to the brand for the first time. What an introduction it would be. With a rowdy, high-performance engine, performance-focused rider aids like slide-by-brake (hey guys, watch this!), and an ultra-quick steering chassis setup, this single-cylinder Hyper is the spark notes of Ducati history. And it’s a wild ride. Ah, to be young again.Updates for 2024The Ducati Hypermotard 698 Mono is an all-new model based around an all-new engine platform.The 659cc single-cylinder engine produces a claimed 77.5 hp at 9,750 rpm and 46.5 lb.-ft. of torque at 8,000 rpm. In typical Ducati fashion, the Hyper Mono has a steel trellis frame and uses fully adjustable suspension and Brembo brakes. Performance-oriented rider aids, LED lighting, and an up/down quickshifter (standard on the RVE version) round out the package. With a claimed wet weight of 333 pounds and a short 56.8-inch wheelbase, the Hypermotard Mono is one sharp-edged tool. If it’s intended to give riders their first impression of Ducati, that impression certainly emphasizes performance and thrills, which we think is a great way to get riders hooked on the Borgo Panigale brand. In some ways, it’s the anti-Scrambler.Pricing and VariantsThe Hypermotard 698 Mono is priced at $12,995 for Ducati Red and $14,495 for the RVE version. The latter has a graffiti-inspired livery and a bidirectional quickshifter (which is also available in the accessory catalog).CompetitionThe Hyper Mono competes directly with the single-cylinder supermoto offerings from the Pierer Mobility Group: the KTM 690 SMC R, the Husqvarna 701 Supermoto, and the GasGas SM 700, all of which are nearly clones of one another, except in some of the details (seat heights, wheel types, etc.).On the spec sheets, there’s not a lot between them. The KTM/Husqvarna/GasGas all have lean-angle-sensitive rider aids, similar chassis geometry to the Ducati (the Hyper has 26.1 degrees of rake and 4.2 inches of trail, which is comparable to the 26.4 degrees of rake and 4.2 inches of trail on the GasGas SM 700), and similar engine output. The Ducati produces 3.5 more horsepower (claimed), but 8 fewer pound-feet of torque. The Ducati’s electronics package may have the edge, however, with loads of adjustability and a next-level slide-by-brake function.Until we do a comparison test, it’s impossible to know how the spec sheets translate to real-world performance. Even then, it all may be irrelevant to the purchase decision unless the goal is ultimate performance on the track. The ace in the Hyper’s sleeve is that, well, it’s a Ducati and that it’s the first model with the new Superquadro Mono engine.If one would like to stay within the Ducati family, the Hypermotard 950 ($15,295) is a natural step up. Compared to the Hyper Mono, think of it as a Super Hyper. It’s still wild and woolly and has that supermoto vibe, but its larger engine makes it far more practical for everyday riding.The Hypermotard 698 Mono in action. (Ducati/)Powertrain: Engine, Transmission, and PerformanceThe Hypermotard 698 Mono produces a claimed 77.5 hp at 9,750 rpm and 46.5 lb.-ft. of torque at 8,000 rpm. More than 70 percent of the max torque is available at 3,000 rpm, and more than 80 percent between 4,500 and 10,250 rpm.The Superquadro Mono’s design begins with the least expensive technology: that which is already paid for. That is the cylinder head from its 1299 Panigale, placed atop a new, compact and short front-to-back, vertically split die-cast single-cylinder crankcase. “Superquadro” is Italian for “oversquare,” and with a 116mm bore and 62.4mm stroke (for a bore/stroke ratio of 1.86) it’s more oversquare than any engine in MotoGP, in which the limit is set at 1.67. The separate cylinder liner is hard-plated aluminum, just like in Ducati’s unobtanium Superleggera.Primary balance—a hallmark of Ducati’s 90-degree cylinder arrangements—is achieved in the Superquadro Mono via a pair of gear-driven crank-speed shafts carrying eccentric weights. One is ahead of the crank; the other is behind.In-Market Editor Bradley Adams says: “The (absolutely gorgeous) single-cylinder engine has more off-bottom grunt than the numbers and talk of ‘high-revving performance’ suggests. Revs build quickly though, and you’re into the 10,250 rpm rev limiter sooner than expected. It’s a more lively, on-edge package than what we’ve experienced from the competition, and at the racetrack especially, it keeps you on your toes. There’s very little of that lumpy, big-bore single sensation down low.”Adams notes that a tall first gear and a light clutch pull means one has to pay attention to throttle inputs to prevent stalling when taking off. Road riders will appreciate those counterbalancers, which keep vibration at a respectable level.The Hypermotard is supposed to be an edgy, thrilling motorcycle. And it is. Throttle response is pretty aggressive in Sport mode, but riders who wish to tame the beast can switch it to Road mode to soften on/off throttle transitions.Given the price, it would have been nice to see Ducati include the bidirectional quickshifter on the base model, but it is available in the accessory catalog for $341.70 (plus installation—that’s where they get you…).The Superquadro Mono. What other models will it land in? (Ducati/)Chassis and HandlingThe Hypermotard 698 Mono uses a steel trellis frame with a 26.1-degree rake and 4.2-inch trail for stable yet agile steering. It uses fully adjustable suspension with a 45mm Marzocchi fork and a Sachs rear monoshock. Cast-aluminum wheels minimize unsprung mass.Adams notes: “Steering is fast as you want with a short wheelbase and heavy front-end weight bias. It feels like you can flick the bike through tight right-left-right chicanes by just sneezing on the inside bar and peg, which, more importantly, means the bike should carve through city streets with ease. It’s usually on the right side of twitchy, with enough stability to feel comfortable in faster corners. The best part is front-end feel at corner entry; it’s shocking how hard you can load the tire as you stab the brakes and pitch the bike into a turn.”He goes on to say, “Handling is not perfect though.… You can feel the chassis flirting with that line between predictable and on-edge, and it occasionally veers over the wrong side of that line. Things happen quickly, which makes you feel alive, but also like you’ve had a few too many Monsters [he means the energy drink, not the Ducati model] and should try to calm down a bit.”So while it may not be a 450 MX-based supermoto, the 698 trods down the supermoto path further than its twin-cylinder big brother. Find the tightest corners around, jam the brakes on to transfer weight to the front tire, slam it on its side to minimize time spent on the edge of the tire, and get on the gas…The base model, pictured here with Termignoni exhausts, sump guard, and carbon fiber headlight fairing from the accessory catalog. (Ducati/)BrakesA single 330mm front rotor is matched to a Brembo M4.32 caliper to reduce unsprung mass while delivering all the requisite stopping power. Cornering ABS compliments of Bosch comes standard.Fuel Economy and Real-World MPGWe do not have fuel economy numbers at this time.The 17-inch wheels shod in sticky Pirelli rubber, long-travel suspension, and a booming single are a recipe for fun. (Ducati/)Ergonomics: Comfort and UtilityThere are few who are going to think a single-cylinder supermoto is a practical motorcycle. In fact, it may be one of the most impractical motorcycle types around. It’s a toy—in the best possible sense.Back in 1998, Peter Egan wrote a great story called “Real Versus Toy Bikes.” In it, he writes: “No Real bike ever came with desmodromic valve actuation. How would you adjust them on the road from Kathmandu to Gorakhpur?”Egan wrote that five years before the Multistrada came out (that’s a Real bike with desmo valve actuation!). While the Hypermotard 698 Mono requires desmo servicing only every 18,000 miles—so one could definitely make it to Gorakhpur without needing to pack feeler gauges—it’s Egan’s distinction between Real and Toy bikes that matters here. The Hypermotard Mono is unabashedly a toy.As Adams says: “Fun as supermotos might be, they aren’t winning any awards for long-range comfort or versatility, and that’s especially the case with this more pointed offering.”On the plus side, supermotos’ upright ergos are a respite from a sportbike’s full tuck. Take the positives where you can.The Hyper’s LCD dash is a bit of a letdown. TFT dashes make it easy to navigate menus. The lack of one proves frustrating on the Hyper Mono. (Ducati/)ElectronicsThe Hypermotard 698 Mono has a host of rider aids to alter the bike’s performance. Four ride modes (Sport, Road, Urban, and Wet) allow control of power modes (i.e., throttle response and power output), wheelie control, traction control, engine-braking, and ABS. Each parameter can be adjusted within each mode, just like on Ducati’s range-topping offerings.Of special note is the slide-by-brake function that lets riders safely use the brake to slide the back end into corners. Adams says, “Depending on the mode (1 through 4) and bike positioning, the system adjusts ABS pressure to enable the rear tire to step out as you slide into a corner. The hard part? Granting enough trust in the system and not trying to override it with choppy inputs once a slide begins.”These days, Ducati prides itself on how much it innovates in the field of electronics, and this latest function is further evidence of how much it’s invested.Functionality aside, Adams notes it’s difficult to adjust all the electronic settings on the small 3.8-inch LCD display.Warranty and Maintenance CoverageDucati includes a two-year, unlimited-mileage warranty.QualityFit and finish is top-notch for the category. The Hypermotard 698 Mono requires servicing every 9,000 miles, or 24 months, while the desmo valves require inspection every 18,000 miles—which is a lot of miles to rack up on a supermoto.2024 Ducati Hypermotard 698 Mono Claimed Specs
MSRP:
$12,995 / $14,495 (RVE)
Engine:
Liquid-cooled, desmodromic timing single; 4 valves/cyl.
Displacement:
659cc
Bore x Stroke:
116.0 x 62.4mm
Compression Ratio:
13.1:1
Transmission/Final Drive:
6-speed/chain
Claimed Horsepower:
77.5 hp @ 9,750 rpm
Claimed Torque:
46.5 lb.-ft. @ 8,000 rpm
Fuel System:
EFI w/ 62mm throttle body; ride-by-wire
Clutch:
Wet, multiplate slipper and self-servo function; hydraulic actuation
Frame:
Tubular steel trellis
Front Suspension:
45mm Marzocchi fork; fully adjustable; 8.5 in. travel
Rear Suspension:
Sachs monoshock; fully adjustable; 9.4 in. travel
Front Brake:
Brembo M4.32 caliper, 330mm disc w/ Bosch cornering ABS
Rear Brake:
1-piston floating caliper, 245mm disc w/ Bosch cornering ABS
Wheels, Front/Rear:
Y-shaped 5-spoke alloy; 17 x 3.5 in. / 17 x 5.0 in.
Tires, Front/Rear:
Pirelli Diablo Rosso IV; 120/70ZR-17 / 160/60ZR-17
Rake/Trail:
26.1°/4.2 in.
Wheelbase:
56.8 in.
Seat Height:
35.6 in.
Fuel Capacity:
3.0 gal.
Claimed Wet Weight:
333 lb.
Contact:
ducati.com”}]]
Full Text:
[[{“value”:”
The 2024 Ducati Hypermotard 698 Mono. (Ducati/)
Ups
The Hypermotard 698 Mono is the first model to use the new Superquadro Mono, the first production single-cylinder engine since the legendary Supermono.Up-spec electronics with slide-by-brake functionality.With a 333-pound claimed wet weight and a lively powerband, the Hypermotard Mono 698 is one spicy meatball.
Downs
Versatile it is not: see Peter Egan’s proverbial “Toy bike.”Small display makes it annoying to change rider-aid settings.Ultra-responsive handling and immediate throttle response is not a great combo for inexperienced riders.
Verdict
The Hypermotard 698 Mono continues Ducati’s storied history of single-cylinder production. The Hyper Mono is all about unadulterated fun; it’s got verve, this thing. And since it’s a Ducati, it’s loaded with tech.
Overview
The 2024 Hypermotard 698 Mono is a return, a new beginning, and—as an attempt to bring in new riders to the Ducati family—an impolite gesture at conventional thinking.
For the first 25 years of building engines—beginning with the Cucciolo in 1946—Ducati was synonymous with single-cylinder engines. Then, in March 1970 Ing. Fabio Taglioni made the first sketches of what would become his famous 90-degree V-twin. Off the drawing board, the result was good; very good. So good that by 1974 Ducati produced its final sporting single, the 250 Desmo. Come the end of the decade, it abandoned its maligned parallel twin (you can almost hear Taglioni saying, “I told you it was a bad idea”), and aborted its equally poor two-stroke off-road offering. It’s at this point in the story, Ducatisti can breathe a sigh of relief as the brand’s future path toward glory is placed firmly in the hands of its renowned V-twins.
Until the introduction of the Desmosedici Stradale V-4, the only non-twin to leave Borgo Panigale was the spectacular Supermono. From 1993–1995, at the dawn of a golden era in Ducati’s history, the Supermono leapt from the production line to universal adoration. The Supermono used the horizontal cylinder from the 888 Corsa superbike with a doppia bielletta (double con-rod) counterbalancer system ensconced in a racy design by Pierre Terblanche. It’s since become a holy grail of collectibility. We should also mention that the Supermono was designed under the guidance of Claudio Domenicali (now Ducati’s CEO), and the first racers were tested by Davide Tardozzi (current Ducati Lenovo team manager).
Since then, Ducatisti (well, some of us anyway) have been begging for a new single-cylinder desmo. It certainly didn’t escape our notice that the Superquadro was just languishing back in Borgo Panigale, as if waiting for someone to knock a cylinder off and call the day blessed.
For 2024, Ducati has introduced the Superquadro Mono engine, and given it to the world in the Hypermotard 698 Mono. If ever there was a middle finger to the motorcycling establishment, this is it. Supermotard-inspired motorcycles sell in small numbers. As do singles. But if Ducati can sell, say, 3,000 units per year, it will be job done.
Ducati says its target customer for the Hypermotard 698 Mono is around 25 years old—riders who are coming to the brand for the first time. What an introduction it would be. With a rowdy, high-performance engine, performance-focused rider aids like slide-by-brake (hey guys, watch this!), and an ultra-quick steering chassis setup, this single-cylinder Hyper is the spark notes of Ducati history. And it’s a wild ride. Ah, to be young again.
Updates for 2024
The Ducati Hypermotard 698 Mono is an all-new model based around an all-new engine platform.
The 659cc single-cylinder engine produces a claimed 77.5 hp at 9,750 rpm and 46.5 lb.-ft. of torque at 8,000 rpm. In typical Ducati fashion, the Hyper Mono has a steel trellis frame and uses fully adjustable suspension and Brembo brakes. Performance-oriented rider aids, LED lighting, and an up/down quickshifter (standard on the RVE version) round out the package. With a claimed wet weight of 333 pounds and a short 56.8-inch wheelbase, the Hypermotard Mono is one sharp-edged tool. If it’s intended to give riders their first impression of Ducati, that impression certainly emphasizes performance and thrills, which we think is a great way to get riders hooked on the Borgo Panigale brand. In some ways, it’s the anti-Scrambler.
Pricing and Variants
The Hypermotard 698 Mono is priced at $12,995 for Ducati Red and $14,495 for the RVE version. The latter has a graffiti-inspired livery and a bidirectional quickshifter (which is also available in the accessory catalog).
Competition
The Hyper Mono competes directly with the single-cylinder supermoto offerings from the Pierer Mobility Group: the KTM 690 SMC R, the Husqvarna 701 Supermoto, and the GasGas SM 700, all of which are nearly clones of one another, except in some of the details (seat heights, wheel types, etc.).
On the spec sheets, there’s not a lot between them. The KTM/Husqvarna/GasGas all have lean-angle-sensitive rider aids, similar chassis geometry to the Ducati (the Hyper has 26.1 degrees of rake and 4.2 inches of trail, which is comparable to the 26.4 degrees of rake and 4.2 inches of trail on the GasGas SM 700), and similar engine output. The Ducati produces 3.5 more horsepower (claimed), but 8 fewer pound-feet of torque. The Ducati’s electronics package may have the edge, however, with loads of adjustability and a next-level slide-by-brake function.
Until we do a comparison test, it’s impossible to know how the spec sheets translate to real-world performance. Even then, it all may be irrelevant to the purchase decision unless the goal is ultimate performance on the track. The ace in the Hyper’s sleeve is that, well, it’s a Ducati and that it’s the first model with the new Superquadro Mono engine.
If one would like to stay within the Ducati family, the Hypermotard 950 ($15,295) is a natural step up. Compared to the Hyper Mono, think of it as a Super Hyper. It’s still wild and woolly and has that supermoto vibe, but its larger engine makes it far more practical for everyday riding.
The Hypermotard 698 Mono in action. (Ducati/)
Powertrain: Engine, Transmission, and Performance
The Hypermotard 698 Mono produces a claimed 77.5 hp at 9,750 rpm and 46.5 lb.-ft. of torque at 8,000 rpm. More than 70 percent of the max torque is available at 3,000 rpm, and more than 80 percent between 4,500 and 10,250 rpm.
The Superquadro Mono’s design begins with the least expensive technology: that which is already paid for. That is the cylinder head from its 1299 Panigale, placed atop a new, compact and short front-to-back, vertically split die-cast single-cylinder crankcase. “Superquadro” is Italian for “oversquare,” and with a 116mm bore and 62.4mm stroke (for a bore/stroke ratio of 1.86) it’s more oversquare than any engine in MotoGP, in which the limit is set at 1.67. The separate cylinder liner is hard-plated aluminum, just like in Ducati’s unobtanium Superleggera.
Primary balance—a hallmark of Ducati’s 90-degree cylinder arrangements—is achieved in the Superquadro Mono via a pair of gear-driven crank-speed shafts carrying eccentric weights. One is ahead of the crank; the other is behind.
In-Market Editor Bradley Adams says: “The (absolutely gorgeous) single-cylinder engine has more off-bottom grunt than the numbers and talk of ‘high-revving performance’ suggests. Revs build quickly though, and you’re into the 10,250 rpm rev limiter sooner than expected. It’s a more lively, on-edge package than what we’ve experienced from the competition, and at the racetrack especially, it keeps you on your toes. There’s very little of that lumpy, big-bore single sensation down low.”
Adams notes that a tall first gear and a light clutch pull means one has to pay attention to throttle inputs to prevent stalling when taking off. Road riders will appreciate those counterbalancers, which keep vibration at a respectable level.
The Hypermotard is supposed to be an edgy, thrilling motorcycle. And it is. Throttle response is pretty aggressive in Sport mode, but riders who wish to tame the beast can switch it to Road mode to soften on/off throttle transitions.
Given the price, it would have been nice to see Ducati include the bidirectional quickshifter on the base model, but it is available in the accessory catalog for $341.70 (plus installation—that’s where they get you…).
The Superquadro Mono. What other models will it land in? (Ducati/)
Chassis and Handling
The Hypermotard 698 Mono uses a steel trellis frame with a 26.1-degree rake and 4.2-inch trail for stable yet agile steering. It uses fully adjustable suspension with a 45mm Marzocchi fork and a Sachs rear monoshock. Cast-aluminum wheels minimize unsprung mass.
Adams notes: “Steering is fast as you want with a short wheelbase and heavy front-end weight bias. It feels like you can flick the bike through tight right-left-right chicanes by just sneezing on the inside bar and peg, which, more importantly, means the bike should carve through city streets with ease. It’s usually on the right side of twitchy, with enough stability to feel comfortable in faster corners. The best part is front-end feel at corner entry; it’s shocking how hard you can load the tire as you stab the brakes and pitch the bike into a turn.”
He goes on to say, “Handling is not perfect though.… You can feel the chassis flirting with that line between predictable and on-edge, and it occasionally veers over the wrong side of that line. Things happen quickly, which makes you feel alive, but also like you’ve had a few too many Monsters [he means the energy drink, not the Ducati model] and should try to calm down a bit.”
So while it may not be a 450 MX-based supermoto, the 698 trods down the supermoto path further than its twin-cylinder big brother. Find the tightest corners around, jam the brakes on to transfer weight to the front tire, slam it on its side to minimize time spent on the edge of the tire, and get on the gas…
The base model, pictured here with Termignoni exhausts, sump guard, and carbon fiber headlight fairing from the accessory catalog. (Ducati/)
Brakes
A single 330mm front rotor is matched to a Brembo M4.32 caliper to reduce unsprung mass while delivering all the requisite stopping power. Cornering ABS compliments of Bosch comes standard.
Fuel Economy and Real-World MPG
We do not have fuel economy numbers at this time.
The 17-inch wheels shod in sticky Pirelli rubber, long-travel suspension, and a booming single are a recipe for fun. (Ducati/)
Ergonomics: Comfort and Utility
There are few who are going to think a single-cylinder supermoto is a practical motorcycle. In fact, it may be one of the most impractical motorcycle types around. It’s a toy—in the best possible sense.
Back in 1998, Peter Egan wrote a great story called “Real Versus Toy Bikes.” In it, he writes: “No Real bike ever came with desmodromic valve actuation. How would you adjust them on the road from Kathmandu to Gorakhpur?”
Egan wrote that five years before the Multistrada came out (that’s a Real bike with desmo valve actuation!). While the Hypermotard 698 Mono requires desmo servicing only every 18,000 miles—so one could definitely make it to Gorakhpur without needing to pack feeler gauges—it’s Egan’s distinction between Real and Toy bikes that matters here. The Hypermotard Mono is unabashedly a toy.
As Adams says: “Fun as supermotos might be, they aren’t winning any awards for long-range comfort or versatility, and that’s especially the case with this more pointed offering.”
On the plus side, supermotos’ upright ergos are a respite from a sportbike’s full tuck. Take the positives where you can.
The Hyper’s LCD dash is a bit of a letdown. TFT dashes make it easy to navigate menus. The lack of one proves frustrating on the Hyper Mono. (Ducati/)
Electronics
The Hypermotard 698 Mono has a host of rider aids to alter the bike’s performance. Four ride modes (Sport, Road, Urban, and Wet) allow control of power modes (i.e., throttle response and power output), wheelie control, traction control, engine-braking, and ABS. Each parameter can be adjusted within each mode, just like on Ducati’s range-topping offerings.
Of special note is the slide-by-brake function that lets riders safely use the brake to slide the back end into corners. Adams says, “Depending on the mode (1 through 4) and bike positioning, the system adjusts ABS pressure to enable the rear tire to step out as you slide into a corner. The hard part? Granting enough trust in the system and not trying to override it with choppy inputs once a slide begins.”
These days, Ducati prides itself on how much it innovates in the field of electronics, and this latest function is further evidence of how much it’s invested.
Functionality aside, Adams notes it’s difficult to adjust all the electronic settings on the small 3.8-inch LCD display.
Warranty and Maintenance Coverage
Ducati includes a two-year, unlimited-mileage warranty.
Quality
Fit and finish is top-notch for the category. The Hypermotard 698 Mono requires servicing every 9,000 miles, or 24 months, while the desmo valves require inspection every 18,000 miles—which is a lot of miles to rack up on a supermoto.
2024 Ducati Hypermotard 698 Mono Claimed Specs
MSRP:
$12,995 / $14,495 (RVE)
Engine:
Liquid-cooled, desmodromic timing single; 4 valves/cyl.
Displacement:
659cc
Bore x Stroke:
116.0 x 62.4mm
Compression Ratio:
13.1:1
Transmission/Final Drive:
6-speed/chain
Claimed Horsepower:
77.5 hp @ 9,750 rpm
Claimed Torque:
46.5 lb.-ft. @ 8,000 rpm
Fuel System:
EFI w/ 62mm throttle body; ride-by-wire
Clutch:
Wet, multiplate slipper and self-servo function; hydraulic actuation
Frame:
Tubular steel trellis
Front Suspension:
45mm Marzocchi fork; fully adjustable; 8.5 in. travel
Rear Suspension:
Sachs monoshock; fully adjustable; 9.4 in. travel
Front Brake:
Brembo M4.32 caliper, 330mm disc w/ Bosch cornering ABS
Rear Brake:
1-piston floating caliper, 245mm disc w/ Bosch cornering ABS
Wheels, Front/Rear:
Y-shaped 5-spoke alloy; 17 x 3.5 in. / 17 x 5.0 in.
Tires, Front/Rear:
Pirelli Diablo Rosso IV; 120/70ZR-17 / 160/60ZR-17
Rake/Trail:
26.1°/4.2 in.
Wheelbase:
56.8 in.
Seat Height:
35.6 in.
Fuel Capacity:
3.0 gal.
Claimed Wet Weight:
333 lb.
Contact:
ducati.com
“}]]
