The folks in Bologna blindsided motorcyclists when they revealed the 2024 Ducati Hypermotard 698 Mono platform, a rip-roaring street-legal supermoto that doesn’t dilute what this class offers. Nay, the Hypermotard 698 is as authentic as a supermoto can get for the road, with its highly potent Superquadro Mono single-cylinder engine delivering all the thumpy thrills we can handle in a lightweight 358-pound package—those two aspects being the core performance pillars in this category, above all else. It’s a time-honored, good-time engineering recipe for wheelies, skids, and other behaviors we approve of, but those fun sponges with flashing lights on their cars frown upon. Ah, such is life with a street-going supermoto.
The two-bike Hypermotard 698 lineup includes a base-model Hypermotard 698 ($12,995), joined by the slightly up-spec Hypermotard 698 RVE ($14,495) featuring a fitting graffiti-inspired livery and bi-directional quickshifter, the latter of which being an option on the standard machine.
Naturally, we reached for the more swish and sought to test the tech-rich 2024 Ducati Hypermotard 698 RVE on home turf in the canyons of Southern California. Now, let’s get on with the Fast Facts.
- A superbike-inspired single, Ducati’s Superquadro Mono reaches for the top step. Speaking broadly, Ducati engineers lopped a cylinder off its bygone Panigale 1299’s Superquadro V-twin powerplant and served it up as the 698’s thumping heart—much of what’s stuffed inside is derived directly from the former racetrack-ripper. Design cues such as piston and combustion chamber shapes are carried over, and so, too, is the massive 116mm bore, though the stroke is a touch longer at 62.4mm. Even the aluminum liner from the 1299 Superleggera is in play. Naturally, a desmodromic system operates the whirring valves and nets 77.5 horsepower at 9750 rpm and 46 ft-lbs of torque at 8000 rpm, which equates to the highest claimed peak ponies in class—the KTM 690 SMC-R edges out a bit more torque. It’s a spirited little hoot and a half; why don’t we dive into that?
- The single is a smooth operator. A single-line description of the Hyper Mono’s mill is that it was designed by a company that doesn’t build dirt bikes—yet. That isn’t a knock, as the dual counterbalancers do a fine job of mostly nullifying the vibratory experience one might assume comes with a high-revving, big-bore thumper. It might be a feisty little firecracker, eager and able to send the rev-counter into the upper regions in short order. There’s torque on hand, and according to Ducati, 70 percent of it is available at 3k, though its best work is done in the midrange or beyond. Twist the grip and enjoy a casual front-wheel loft during corner exits. As engaging as it is when being whacked wide open, it’s also a livable thing that doesn’t feel too high-strung for daily use, nor does it lose steam at freeway speeds.
- A six-speed gearbox and a quickshifter—what else do you want? If we’re looking at things from a sporting perspective, the answer to that question is not much. The bi-directional quickshifter works nicely, and while the stock muffler is conservative with its sound output, a hefty amount of throttle will still illicit a cheeky exhaust burble. While there’s also the perfunctory slipper clutch to ease at chatter while banging down through the gearbox, all in all, it’s pretty slick when it comes to the engine department.
- A lot of technology is stuffed into this “small” machine. Ducati’s electronic du jour leads the segment in terms of sophistication, beginning with its four fully adjustable riding modes—Sport, Road, Urban, and Wet. Sport is the liveliest, offering a snappy response and moderate aids, while the rest calm it down further. In truth, it’s the mode most users will likely default to, despite its initial throttle opening being a touch hyper The tech talk continues with IMU-assisted eight-level traction control that lets you get as rowdy as you’d like in lower settings, carefully tugging the reins when cranked up. Of course, the three-level wheelie control is a significant talking point for this hooligan; its lowest settings allow a modest power wheelie. As long as the rate of rise is consistent, it’ll let you hoist up something respectable.
- Well, we have to discuss ABS, so we might as well talk about brakes now. The trusty Brembo M4.32 four-piston caliper clamps onto a single honking 330mm disc, which just so happens to be the same diameter as what’s on the brand’s superbikes. With the svelte curb weight, having more stopping power would go to waste, as it doesn’t take much more than a one-finger pull to get it pitched on the nose. Four levels of ABS offer cornering ABS, two levels of slide-by-brake functionality to help you back it in, or you can disable rear-wheel ABS entirely. As the name suggests, slide-by-brake modulating rear brake pressure to carry a clean slide toward the apex that’s deeply satisfying on the rare occasion I got it right while also dramatically reducing the chance of sending myself ass over teakettle.
- Riders manage with those settings via the compact 3.8-inch LCD dash. The switchgear layout is inspired by many Ducati models at this point, creating some brand cohesion for those familiar. Yet, in a world where full-color TFT displays have become the norm, encountering an LCD feels like coming face-to-face with an embarrassing photo from our not-too-distant past (maybe distant, depending on your age). Navigation is a tad tricky, with limited space necessitating shorthand, though it’s ultimately difficult to reference immediately. Luckily, the bike is entertaining, so you’ll probably focus elsewhere.
- Quick on its feet, the 2024 Ducati Hypermotard 698 Mono RVE knows how to boogie. Supermoto cuts out all the fat and focuses on the all-important power-to-weight ratio. Yes, I know a true 450cc supermoto would be lighter, though we’re talking about motorcycles that meet road homologation with lighting, emissions equipment, and all that. For context, it’s nearly 80 pounds less than the V-twin-powered Hypermotard 950 SP. What you get with a short wheelbase, high center of gravity, and low curb weight is undeniably reactive. A mere suggestion here goes a long way in terms of input, making it snappy and eagerly willing to be whipped into corners—the tighter, the better. While not the last word in stability, and, frankly, no supermoto-inspired bike ever is, its ferret-like energy manages to hold it together in high-speed corners without twisting itself into knots.
- A Marzocchi and Sachs suspension combo greets us aboard the spunkiest Hyper. The leggy supermoto is equipped with fully adjustable suspension, boasting a 45mm Marzocchi fork featuring tool-less damping clickers and a linkage-enhanced Sachs shock. I’m at around 185 pounds, and the Italian and German suspenders soak up rough stuff well. It is an observation that cuts both ways thanks to swinging around roughly nine inches of travel at each end. When you’ve got that stroke length, you’re bound to feel a touch of motion while on the edge of the Pirelli Diablo Rosso IV rubber. There’s a sniff of initial dive even with settings cranked up a bit, though it controls it nicely and segues into loads of front-end feel that you’d be hard-pressed to get out of a conventional sport bike—pile on the brakes, pitch it in, and enjoy.
- You ride high on the Hyper—literally. Long-travel suspension hoists motorcycles skyward, and a consequence of that is a tall seat height—35.6 inches to be exact. At 5-foot-10 with a 32-inch inseam, the suspension does have enough squish to allow my toes to plant on the deck while stopped. Though, there is no getting around it—street-legal supermotos tower over most motorcycles. Moving past that, we have an incredibly slender dirt-bikey profile with a wide handlebar and rearsets designed to accommodate knee-down or leg-out riding styles. Darting through traffic creates an excellent perch, and a few hours in the saddle is entirely tenable. However, the three-gallon fuel tank and lack of wind protection position it as a short-range, fast-attack vehicle.
- Looking for a good time? Get your hands on a 2024 Ducati Hypermotard 698 Mono RVE. Ah, supermoto, there is no other motorcycle class that is so in tune with what every budding sport rider enjoys. The almost cartoonish handling of these lightweight bikes paired with a punchy thumper is not missed with Ducati’s big thumper, which displays a level of refinement that wasn’t there—until now. The Italian brand’s little troublemaker is a bit one-dimensional in a way that describes all the class entrants because, well, touring or long days in the saddle aren’t in the cards. Riding the Mono is akin to jamming your favorite punk records. You know it’ll be short, fast, and loud—just how we like it.
Action photography by Don Williams
Static photography by Nic de Sena
RIDING STYLE
- Helmet: Alpinestars Supertech R10
- Jacket: Alpinestars GP Plus R V3
- Gloves: Alpinestars GP Pro R4
- Pants: Alpinestars Cooper V3
- Boots: Alpinestars Superfaster
2024 Ducati Hypermotard 698 Mono RVE Specs
ENGINE
- Type: Superquadro Mono single-cylinder
- Displacement: 659ccc
- Bore x stroke: 116 x 62.4mm
- Maximum power: 78 horsepower @ 9000 rpm
- Maximum torque: 46 ft-lbs @ 7250 rpm
- Compression ratio: 13.1:1
- Fueling: Ride-by-wire w/ 62mm throttle body
- Mufflers: Aluminum
- Transmission: 6-speed w/ quickshifter
- Clutch: Hydraulically actuated wet multiplate w/ assist and slipper functions
- Primary drive: Straight-cut gears
- Final drive: Chain
CHASSIS
- Frame: Tubular steel trellis
- Front suspension; travel: Fully adjustable 45mm inverted Marzocchi fork; 8.5 inches
- Rear suspension: Linkage-assisted fully adjustable Sachs shock; 9.4 inches
- Wheels: Y-shaped 5-spoke aluminum
- Front wheel: 17 x 3.5
- Rear wheel: 17 x 5.5
- Tires: Pirelli Diablo Rosso IV
- Front tire: 120/70 x 17
- Rear tire: 180/60 x 17
- Front brakes: 330mm semi-floating disc w/ radially mounted Brembo M4.32 monoblock 4-piston caliper and radial master cylinder
- Rear brake: 245mm disc w/ single-piston floating caliper
- ABS: Bosch Cornering ABS w/ supermoto-mode
DIMENSIONS and CAPACITIES
- Wheelbase: 56.8 inches
- Rake: 26.1 degrees
- Trail: 4.2 inches
- Seat height: 35.6 inches
- Fuel capacity: 3.2 gallons
- Curb weight: 352 pounds
- Color: RVE Edition
2024 Ducati Hypermotard 698 Mono RVE Price: $14,495
2024 Ducati Hypermotard 698 Mono RVE Review Photo Gallery
