First Ride: 2021 SuperSport 950 S

When Ducati resurrected the SuperSport model in 2017 after a 10-year hiatus, it knew it had to heal the scars left by the terrible Pierre Terblanche SuperSport of 2004. It was vital for the name to connect the new model to the long history of very successful Ducati SuperSports.

The bike was conceived and promoted as a sport-tourer and enjoyed mixed styling strongly inspired by the Panigale 1198 with a mildly tuned 937cc Testastretta V-twin and touring-oriented components and accessories, including bags. It sat on a relatively softly sprung chassis intended to ensure comfortable rides for two. The response from the public was mild for the very simple reason that a Ducati must be a Ducati, just as a Ferrari must be a Ferrari.

Ducatis must be either sport-oriented, fast, aggressive, and as uncompromising as Ducati fans, or as flamboyant, style-conscious, and extroverted, Scrambler-style, as Ducati’s customers. Nothing in between may be allowed. When the mighty Panigale 1299 V-twin was replaced by the Panigale V4, I buckled up tight expecting that this departure from a tradition of legendary V-twins would badly damage the Borgo Panigale business. I am pleased to admit that I was too conservative; the global market immediately cheered the blinding performance of the Panigale V4, because performance is in fact Ducati’s true tradition, and Ducatisti know this.

Now comes the second edition of the new SuperSport, a dramatically new bike. At first look it might appear to be nothing more than a neat face-lift from the older bike plus the required upgrade to Euro 5 emissions standards. The engine is the only major element to receive retuning; this 937cc unit is an evolution of the 821cc Testastretta 11 engine from the 2018 Monster. It features one major change: the angular contact ball bearings which have served as main-end crankshaft bearings since the days of the Pantah 500 have been replaced by 44mm plain bearings. This evolution from the original hybrid crankshaft arrangement produces a substantial increase in crankshaft rigidity and reliability with a drastic decrease in mechanical noise.

The solidly oversquare engine (94mm bore, 67.5mm stroke) features an advanced cylinder head with a compact combustion chamber breathing through two 53mm throttle bodies to feed a 12.6:1 compression ratio. This unit uses a moderate overlap between the inlet and exhaust cam timing phases to further reduce emissions of unburned hydrocarbons, generating a fat torque curve in the process. To illustrate the excellent performance of this 937cc V-2, the 2021-edition Euro 5-compliant unit delivers a claimed 110 hp at 9,000 rpm, only 3 hp less than the previous Euro 4 version. It generates 69 pound-feet of peak torque at just 6,500 rpm, and the curve is flat, with 59 pound-feet available at a mere 3,500 rpm. To comply with the new Euro 5 norms, the auxiliary secondary air circuit has been further improved while the catalytic converter has been enlarged to team up with the advanced digital control system and related software.

The new SuperSport 950 drivetrain also gets a mechanical upgrade with the “desmo” drum gearbox selector now turning on needle bearings to ensure a much more precise action. To select neutral you need but lightly pat the shifter lever and there you are. In addition, the clutch is hydraulically actuated, with a self-purging Brembo master cylinder.

The 2021 Ducati SuperSport makes a big deal about its electronics suite, which is drastically advanced over the previous edition. The big innovation comes from the adoption of the latest Bosch six-axis inertial platform, the cornerstone on which Ducati has developed a much more sophisticated electronics suite than the much more limited unit on the previous SuperSport, bringing the bike in line with the riding and safety digital assistance systems of the top Ducati models.

The electronic suite comes complete on both SuperSport 950 and SuperSport S models, and includes Bosch cornering ABS and traction control EVO, both modulated on the basis of the SuperSport’s lean angle, wheelie control EVO, and quick-shift EVO. The parameters of intervention for each system interface with three selectable riding modes to tailor the respective action to the rider’s preferences. Riding modes are the typical three: Sport mode allows full power with direct throttle response and sets the traction control to level 3 (of 8) with ABS set on level 2 (of 4); Touring mode allows full power but with more progressive throttle response and sets traction control to level 4 and ABS to level 3; and Urban mode, in which power is limited to 75 hp, there is much milder throttle response, and traction control is set to level 6 and ABS to level 3.

All functions of the electronic assistance systems are easily selectable via specific switches on the left handlebar. Selected functions are clearly displayed on a 4.3-inch TFT display, which also acts as command post for the Ducati Multimedia connectivity system, offering complete interface capability with smartphones for both external and man-to-machine communications.

The chassis remains basically unchanged in both the construction of the steel tubing trellis structure of the frame and in its basic geometry. The engine acts as a stressed member of the structure, which offers room for two thanks to the wheelbase spanning 58.2 inches. The seat height is set at a relatively moderate 32 inches, and the “ready to ride” weight is claimed as 463 pounds. The steering geometry is contemporary, with 24 degrees rake and 3.6 inches of trail.

The SuperSport rolls on cast aluminum wheels shod with 120/70-17 and 180/55-17 Pirelli Diablo Rosso III radials front and rear respectively. The braking system is all Brembo, featuring twin 320mm rotors with four-piston Monoblock 4-32 calipers at the front and a 245mm single rear rotor matched to a two-piston caliper. Both the S and standard version are fully equipped as described. The differences come into play in the suspension, with the SuperSport 950 S equipped with no less than a full set of Öhlins units, a 48mm fork and a cantilevered gas-charged monoshock attached to a single-sided rear swingarm. Both front and the rear units are fully adjustable. The standard SuperSport 950 uses a front Marzocchi 43mm fork and a gas-charged Sachs monoshock, both adjustable.

Ducati’s SuperSport 950 is a fully dressed sportbike, and here the styling department worked in combination with the aerodynamics department to refine the look and significantly improve rider comfort. The styling is racier, sharing the general inspiration that characterizes all current Ducati sportbikes and racebikes. Compared to the previous edition, the new fairing features accurately aimed air vents to manage airflow through the fairing to divert hot air from the engine compartment away from the rider. Fresh air vents also are directed at the rider for further heat management. This design is not immediately visible, because the deflectors are set inside the vents and air scoops and finished in black, but they do work. The same must be said for the adjustable windshield at the top of the fairing; it is not a big thing, but it can be lifted about 2 inches to deflect the airblast away from the top of your chest and your helmet.

Add the availability of heated handgrips and a new seat with memory padding and you know that Ducati is finally attending to your riding comfort, even on a dedicated sportbike. And at the Pirelli Test Track at Vizzola Ticino, the new SuperSport S proved that it is a capable and thoughtfully designed racer for pleasurable everyday use.

Ducati Product Communications Manager Giulio Fabbri, who handed me the bike, warned me that the Öhilins suspension was set on the “solid” side, and given the uneven surface of the track section we were allowed to use, I might find the bike a little rough. I had no problem with this, and indeed it was not a problem at all; I felt immediately at home. The clip-ons are set at the right height for comfort, but also ensure a rational sport-riding posture with plenty of load bias to the front. The relatively long wheelbase helps the bike feel stable rounding full-blast 100-mph corners, yet it remains agile in very tight maneuvers at walking speed. It’s like no other Ducati I can remember.

Steering response is always precise, neat, and neutral. Lean angles can easily exceed 45 degrees even at relatively low speeds, because the bike feels secure and has plenty of torque to keep it moving through the corner. The engine is strong; 120 mph was easily reached even with the relatively short straight at my disposal. The flexibility and density of low-rpm torque made it easy to fully exploit the bike on corner exits. Sport mode settings are perfect for everyday use on dry surfaces. For a final check on the flexibility of the 937cc Testastretta 11 engine I took a full lap, including some rather tight sections, using only sixth gear. Even when the engine was down to nearly 2,000 rpm, torque was adequate to move the bike along comfortably, with no shuddering or coughing.

And in regard to comfort, my day at the track on the Ducati SuperSport 950 S was both a total blast and completed with no joint or muscle aches at the end of the day, which should unofficially demonstrate this bike’s ergonomically friendly riding position.

The SuperSport 950 S is a joy to ride, with its rich execution including that full Öhlins suspension, which explains the price. The plain Ducati SuperSport 950, on the other hand, is a typical case of a “rational” bike, the common-sense choice rather than the emotional one. In the old days we used to say that, for some mysterious reason, rational bikes never sold. And I still believe the original mission of the Ducati SuperSport has been lost. But times have changed, and the Ducati SuperSport 950 and 950 S might receive a lot of attention from both newcomers to the brand and die-hard Ducatisti alike.

Reserve your Supersport 950 or Supersport 950 S now.