Rennie Scaysbrook | July 8, 2021
We last rode the Ducati SuperSport back in 2017 at the world launch in Spain. We loved it then, and we love it now.
High canyon roads are the Ducati’s domain, but it’ll handle just about any riding you can throw at it just as well.
By Rennie Scaysbrook | Photography by Kit Palmer
The Ducati SuperSport was one of those odd-ball bikes when it first broke cover in 2017. Before arch-rivals Aprilia essentially copied the aesthetic with the RS 660, the SuperSport was on its own as a sportbike that could pretty much do everything, from long-distance touring to track days and the odd run to the shops.
There are subtle changes to the SuperSport S, but it is pretty much the same bike under the skin as in 2017.
In a world where everything is specialized (especially sporting motorcycles), the Ducati SuperSport stood out. I last rode the bike at the world launch on and around the hills surrounding the circuit of Monteblanco in southwest Spain, not far from the gateway of Europe to Africa of Gibraltar. Almost like a naked bike that found its clothes, the SuperSport is incredibly easy to ride at almost any pace, including thrashing around Monteblanco’s stop/start 2.76-mile layout.
Red tags on the wheels make the S go faster. It’s true, we swear it is.
However, it was more at peace in the hillsides, touring up and down the 937cc’s torque curve while being ready for whenever I decided to turn up the wick and get a little silly.
The good news is none of that has changed for 2021. What you see before you may look a little different, but they are mainly cosmetic changes to bring the SuperSport 950 (now with added 950 in the name) into line with the Panigale line, which changed considerably in 2018 with the advent of the V4 motor.
As usual, there are two models available in the base SuperSport 950 and the SuperSport 950 S, and, as usual, I’ve gone for the top shelf item S model to test because I’m a posh bastard. There’s not a lot of difference between the two aside from the S’s fully adjustable 48mm Ӧhlins fork and shock, passenger seat cover and red tagging on the wheel rims. For comparison, the base model comes with a fully adjustable 43mm Marzocchi fork and a Showa shock that gets preload and rebound damping adjustment.
You could potentially take passengers, no problem on the S but it’s best enjoyed alone.
Ducati has basically taken their old Monster 821 steel trellis frame (not the Front Frame model we tested back in April) and modified it for SuperSport use—the wheelbase is seven millimeters longer, rake is 0.3° less and there’s a 2.2mm less trail, all to give the SuperSport a bit more sportiness in its demeanor.
Under the hood sits the same 937cc L-twin found in the Hypermotard and the new Monster, which is now Euro 5 compliant. As a result, there’s been a slight drop in power and torque, with Ducati claiming 110 horsepower at 9000 rpm and 69 lb-ft of torque at 6500 rpm. That compares slightly ill-favorably with the old model, which had 113 horsepower and 71.3 lb-ft at the same rpm’s, respectively, but would piss off the emissions police in Europe like any other bike pre-2021.
The new fairing is designed the hide a lot of the wires and pipes the L-twin is famous for, They could probably have increased the white then, if that’s the case.
However, the old SuperSport didn’t come with the six-axis Bosch Inertial Measurement Unit now standard on the 2021 model. That gives you axis to the full gamut of rider aids, including three riding modes, Bosch Cornering ABS, Ducati Traction Control EVO, Ducati Wheelie Control EVO, Daytime Running Light and the up/down Ducati Quick Shifter EVO (DQS) for clutchless up and down gearshifts. This all comes as standard fitment on both the base and S models, although it’s a touch disappointing to see cruise control isn’t even in the accessories catalog for either machine. You can however throw on the anti-theft alarm system, heated grips, Ducati Multimedia System (DMS), Ӧhlins steering damper, billet parts like a tank cap and handlebar weights, plus an Akrapovic muffler and a host of carbon bits if you want to jazz things up a bit further. Or, if you want to go the other way, you can go for the Touring pack that gives a pair of semi-rigid saddlebags, a taller windscreen and heated grips.
Typical Ducati switchblock is nothing to write home about, designwise.
Aesthetically there are minor touches in comparison to the 2018 model. Starting at the face, the light has been substantially cleaned up and is now a close copy of the Panigale range; the fairing now extends down further, covering more of the exhaust collector box and the upper fairing has been crafted to help direct cool air towards the rider. It’s a look not for everyone, almost like a bike that doesn’t know what class it’s in, but once you ride it, the aesthetic begins to make sense.
Much of this is due to the handlebar position. Raised above the top triple clamp, the ride position is the most relaxed of any machine that could be considered a sportbike. It’s a bit like the Kawasaki Concours 14, just smaller in every dimension, with the adjustable screen offering excellent wind protection for highway riding.
Gold Ӧhlins fully adjustable shock and accompanying spring shine like diamonds.
At constant speed, the mirrors are pretty much useless. They vibrate their brains out, and you have to pull the clutch lever in to stop the vibrations and actually see what’s behind you. It seems a little odd Ducati would overlook something as basic as this, as I know many other testers around the world have had the same issue.
Out of the freeway and into the canyons, this is close to all the motorcycle you’ll ever need. The SuperSport 950 may only have 100 hp give or take, but it’ll happily stay with bikes nearly twice as powerful when the road gets really twisty. It’s not exactly a featherweight at a claimed 463 pounds ready to ride, but it’s not a beast, either. The SuperSport changes direction on a whim, allowing you to dart from corner to corner with the kind of speed and agility that made us fall in love with performance naked bikes a decade ago. The Ӧhlins shock is not overly stiff but gives good support throughout the corner and enough support for my 190-pound frame not to wallow wide on corner exit when I get back on the gas. Conversely, it’s excellent on the freeway, soaking up plenty of the rough potholes I encounter on the 405 freeway.
Ducati has stuck a near perfect balance between street comfort and sporting prowess with the SuperSport’s ride position.
Ducati should get a pat on the back for giving the SuperSport 950 the DQS as standard fitment. The auto-blip rev-match on the downshift is near perfect, keeping the chassis nicely planted for the bend now rushing up towards you.
It’s interesting how adaptable the SuperSport 950 is to almost any kind of riding. In the two weeks I had it, I was on it every day running errands or riding to lunch or sneaking out for a sunset ride to Laguna Beach. Everything I did on the SuperSport, it just lapped it up far better than I would have anticipated. Even the dreaded L-twin heat issue that dogged Ducati faired bikes for years wasn’t as big a deal as I remember, proving the new fairing design does its job.
As a street sportbike, this is a really good interpretation. Ducati really has created a jack of all trades motorcycle with the SuperSport 950. CN
2021 Ducati SuperSport 950 S Specifications
| MSRP: |
$13,495-$15,795 |
| Engine: |
Testastretta 11° L-twin, 4-stroke |
| Valvetrain: |
4 valves per cylinder, Desmodromic |
| Displacement: |
937cc |
| Bore x stroke: |
94 x 67.5mm |
| Cooling system: |
Liquid |
| Fuel injection: |
Electronic fuel-injection system, 53mm throttle bodies, ride-by-wire throttle, fixed length intake system |
| Compression ratio: |
12.6:1 |
| Power (claimed): |
110 hp at 9000 rpm |
| Torque (claimed): |
69 lb-ft at 6500 rpm |
| Exhaust: |
2-2 |
| Transmission: |
6-speed with bi-directional Quick Shift System |
| Clutch: |
Wet, multi-plate, slipper type |
| Electronics: |
Riding Modes, Power Modes, Cornering ABS, Ducati Traction Control, Ducati Wheelie Control, Daytime Running Light, Ducati Quick Shift, 4.3-in. TFT color display, Full LED headlight and lighting system, self-canceling turn indicators, USB power socket |
| Chassis: |
Aluminum front frame |
| Front suspension: |
48mm Ӧhlins fork, fully adjustable |
| Rear suspension: |
Ӧhlins Monoshock, fully adjustable |
| Front brake: |
Dual 320mm semi-floating discs, radially mounted Brembo M4.32 monobloc 4-piston calipers, radial master-cylinder, Cornering ABS |
| Rear brake: |
245mm disc, single-piston caliper, Cornering ABS |
| Front tire: |
Pirelli Diablo Rosso III 120/70 ZR17 in. |
| Rear tire: |
Pirelli Diablo Rosso III 180/55 ZR17 in. |
| Wheelbase: |
58.3 in. |
| Seat height: |
31.9 in. |
| Fuel capacity: |
4.2 gal. |
| Weight (curb, claimed): |
463 lbs. |
| Colors: |
Ducati Red, Arctic White Silk |
