DUCATI STREETFIGHTER V4S (2020 - on) Review

Sharing the Panigale V4 S’s Öhlins and Brembo Stylema calipers, the Streetfighter V4 S also uses the same lightweight (just 4kg) cast ali 'partial' frame that incorporates the engine as a stressed member.

The wheelbase is stretched slightly from 1469mm to 1488mm for stability, but its 24.5°/100mm rake/trail steering geometry remains. A new steel trellis subframe is used for its larger rider and pillion perches and the lower section of the fuel tank is modified to take the Streetfighter V4’s thicker seat.

• Related: How to wheelie a motorbike

Anyone who’s ridden the original Streetfighter will feel instantly at home when they hop on. With a seat 10mm taller than the superbike’s and lower pegs, you’re perched high, but slightly further back, so it isn’t as supermoto-extreme as before.

There’s lots of legroom, adjustable bars are wide, levers can be set just-so, the seat’s extra 60mm padding is a derriere’s dream and despite being canted forward, ready for action, your wrists don’t take a hammering, even after a day’s riding.

It’s the riding position Panigale V4 owners secretly dream of, but wind protection is non-existent. It’s fine up to motorway speeds, but beyond it’s hard to hang on for any length of time.

But the biggest surprise is that unlike Ducati’s super naked rivals the Streetfighter’s throttle isn’t an invisible winch-control for the front wheel. Electronics will stamp out a wheelie before its even started, but even when they’re turned off it isn’t the natural born mono-master you’d imagine.

Designed to go as fast as possible around a racetrack on two wheels, Ducati deliberately designed the Panigale V4 with a stable chassis and a counter rotating crank to prevent wheelies. With the Streetfighter V4’s wheelbase being longer still, you can even go full throttle through second gear and the front Pirelli stays pinned to the tarmac.

In fact, you almost need to trick the Streetfighter V4 S into a wheelie. You have to tease it up and dance around what almost seems like a secret layer of electronics that chime in if you clutch or pull-up too hard.

Its new wings also keep the front wheel down, produce extra stability under braking and draw heat away from the engine but only at racetrack speeds. Producing 28kg of downforce at 167mph, they’re sure to make the Ducati less flighty, flat-in-top over the hump at the end of Mugello’s start/finish straight, but on the road they do very little.

Exposed to the elements, the sensation of speed is sharper than its superbike sister, but the Streetfighter V4 S is just as well behaved in the bends. It never shakes or wallows - instead its electronic Öhlins glides over rippled road surfaces and while Brembos have the power to stop time itself, they’re never grabby or aggressive.

Sat higher and further back than a race replica, super nakeds never feel as planted at the front as a sportsbike into a corner. The Streetfighter doesn’t like being thrown hard on its side, but tease it in, loading those gold forks and Pirelli Diablo Rosso Corsa II tyre and it rails through with the best.

With its rearset pegs ground clearance is never an issue and once you’ve tapped the throttle on the way out, you’d need to be doing something really silly to unstick the rear tyre on the road.

Ducati Streetfighter V4 riding modes

There are three riding modes on the Streetfighter V4 - Street, Sport and Race. We've tried each, back to back, on road and circuit in our long-term test. We found the gulf between each mode meant it's a bit of a jack-of-all-trades, able to dash around Donington Park and then mooch up the motorway home. An impressive feat, going some way to accounting for the premium over its rivals.

2021 Ducati Streetfighter V4 S update

Nothing’s changed in the way the updated 2021 Streetfighter is laid out, but that’s fine by us. It’s still spacious and easy to manage and therefore a no-brainer for the road compared to a superbike.

They’ll crush wrists and crick necks, but the upright Ducati operates as a normal everyday motorcycle as well as a blisteringly fast one when you just want to cruise. Motorways aren’t its forte, but it’s comfier than the Panigale thanks to its extra legroom, seat padding and natural bar position. Like the 2020 model, rear cylinders cut at a standstill to keep exhaust heat down beneath you.

First seen on the £90k Superleggera V4 the 2021 Streetfighter V4 has a self-bleeding brake (and clutch) master cylinder (although they still have bleed nipples), so there’ll be no degradation in performance over time.

The rest of the braking hardware is unchanged, wearing the same brutally powerful Brembo Stylema calipers, monster 330mm twin discs and braking electronics as the Panigale V4.

It has cornering ABS, the ability to disable the rear ABS for the track and slide control – a clever system that lets you skid on the back brake, letting it off if you get too sideways with too much lean.

2023 Streetfighter V4 ridden on track

For 2023 Ducati have raised the swingarm pivot by 4mm to reduce squat on the throttle. It helps keep a line exiting corners and loads the front for extra straight-line stability.

Other than that, the stiff superbike-derived chassis is much the same as before and still hard for all but the most talented to get anywhere near its limits. Most riders would find a Street Triple RS or even the Streetfighter V2 easier and more fun on track, but the Streetfighter V4S will reward the committed.

Put simply the Streetfighter V4 S is a Panigale V4 S in a short red dress and uses the same 1103cc Desmosedici Stradale 90° V4, derived from the 2014 MotoGP Desmosedici GP14 racer.

Its twin-pulse firing order sounds more like a thudding V-twin than a howling V4, but the gaps between 'bangs' help the rear tyre scrabble for grip under load. It also features a counter-rotating crank that cancels out the gyro effect from its wheels, making the Streetfighter V4 S easier to turn, especially at high speed. It also keeps a lid on wheelies, stops the front pushing wide when you tap the throttle mid-corner and pulls the back wheel down under hard braking.

Mapped for more low-down shove, the Streetfighter V4 makes 70% of its torque between 4000-9000rpm and 90% from 9000-13,000rpm. Peak power is just 6bhp down on the Panigale V4’s and delivered 250rpm lower in the revs. Maximum torque is 1.5ftlb less, produced 1500rpm higher up the revs, but Ducati has shortened the overall gearing from the superbike’s 16/41 to 15/42, amounting to 10% more torque at the rear wheel.

Electronics are also the same as the superbike’s - traction control, ABS, quickshifter, suspension, anti-wheelie and engine braking control are all lean-sensitive.

It isn’t all crossed-up wheelies and skids because, like all of us the new Streetfighter V4 S has grown more mellow in its old age. Once you’re past the V-twin-like clatter at very low revs the V4 is tractable with a deliciously smooth and long spread of power. Slow speed throttle manners are a honeyed example of how ride-by-wire should be done.

Fans of the original will be pleased to hear the Streetfighter V4’s newfound civility is a mere side dish. It’s everything you’d imagine it would be with so much power pushing along 199kg of fully fuelled super naked (178kg dry, for what it’s worth).

It’s an unapologetic speed monster that won’t think twice about ripping your head off when you reach the naughty end of the tacho. Unleashing over 200bhp to the back wheel is an unrelenting assault on the body and mind, but even more impressive is the Ducati’s dark, pounding midrange.

By far the fastest and smoothest way to attack any corner is to go through a gear higher than seems right and ride the addictive wave of industrial Bologna torque, while your ears are treated to the kind of demented bumble bee bass that would make a superclub’s sub woofers sound tinny.

Riding it as Mr Domenicali intended, the new Ducati Streetfighter V4 isn’t exactly frugal. We got just 27mpg during our test with the fuel light coming on around 60 miles. That’s a theoretical 95-mile range from its 16-litre tank but expect around 40mpg for more gentile riding – around our MCN250 test route the 2020 Ducati Panigale V4 returns 42mpg.

2021 Ducati Streetfighter V4 S update

For the 2021 model claimed peak power remains at 205bhp, but its produced 250rpm further up the revs at 13,000rpm.

That’s something you’re not going to feel unless you’re revving the dingleberries off it on a racetrack, but the Desmosedici Stradale V4 now makes its 90ftlb of torque (the same as before) at just 9500rpm instead of a head-banging 11,500rpm, which is a big change.

So, while the meat of the Ducati’s immense power is still kept on the top shelf you now get to it slightly sooner. Now it feels more alive and urgent at road speeds, compared to the peakier 2020 model.

Its underslung exhaust can may look identical, but inside the catalysts are 10mm longer. The exhaust manifold to the rear cylinders is 100mm shorter, pipes are narrower (down from 42mm to 38mm), there are now four lambda sensors and new engine maps.

The Panigale V4 gets the same mods for 2021. It still emits a delicious, ground-shaking rumble, but it’s no louder than before, so all but the quietest trackdays shouldn’t be a problem. Despite now conforming to Euro5 regs fuel economy is still poor. We managed 34mpg and 79 miles to the reserve light (and a theoretical 120-mile range).

Its fatter midrange makes the 2021 Streetfighter V4 S more playful than before, but like the Panigale V4 S it’s potential is way beyond what mere mortals can tap into on the road or track.

Its stiff ali monocoque chassis, semi-active Öhlins and Pirelli Diablo Rossi II tyres work better the harder you push and the V4 thrives on punishment and screaming revs. The irony, of course, is despite all that performance you’ll rarely use it being so sat up and exposed to the wind. But it’s nice knowing it’s there and impressive how Ducati have made such a speed demon so refined.

2023 Ducati Streetfighter V4 S updates

Ducati’s 205bhp Desmosedici Stradale V4 motor is such a force of nature it’s left untouched for 2023, but its brutally has been tamed with new engine mapping. Now there are maps for each gear, rather than groups of gears and that, along with larger diameter exhaust cans (to reduce back pressure), helps tame power to make it more rideable. Its slightly less of an animal, but to use everything it’s got on track is still mentally and physically demanding, compared to a lower powered naked. Its fan now kicks in earlier to keep heat down in traffic and it comes with a 1.7kg lighter lithium battery.

As well as more refined engine mapping the Streetfighter V4 S gets the same updated rider aids as the 2022 Panigale V4, launched last year. There’s a new ‘Full’ power mode that unleashes the motor’s full fury in every gear, except first. A new ‘Low’ mode clips power to ‘just’ 163bhp and for low grip situations. High and Medium modes are tweaked, too.

Engine braking is also managed gear-by-gear within three intrusion levels and new quickshift settings are smoother. The biggest compliment you can give the upgrades is you don’t notice any of the electronics intruding, just the sense that you always have the perfect amount of power in every situation.

Watch a Ducati Streetfighter V4 dyno video

As it’s basically, the same bike, minus the fairing, you have to look to the Panigale V4 S to see how the Ducati V4 Streetfighter will stand the test of time.

There are occasional reliability blips with reports of minor electronics issues. The original 2018 Panigale V4 S also had its fair share of recalls in its first year of production, but that should mean that the problems have been ironed out by now.

Our Ducati Streetfighter V4 owners' reviews show nothing concerning in reliability terms.

The Ducati Streetfighter V4 price is nearly five grand cheaper than a Panigale V4 S (2020 pricing), which is a relative bargain for what is a better riding experience on the road.

But it’s still a lot for a naked bike, whichever way you slice it and for the price you’d want its front mudguard, hugger, exhaust shroud and wings to be carbon fibre, not plastic and while there’s a heated grips button on the right switchgear, you have to pay extra for the actual grips themselves.

If the price of the top-spec Streetfighter V4 S is a step too far, there’s a base model costing just over two grand less (even then, it's still £5,293 more than a standard 2021 Yamaha MT-10). It’s 2kg heavier and has cast wheels, mechanically adjustable Showa Big Piston Forks and Sachs shock. If the Panigale V4 is anything to go by it won’t ride a million miles differently, but without semi-active damping the suspension will be a little firmer.

For that kind of money, you’re best off with a fully loaded (and slightly cheaper) Aprilia Tuono V4 1100 Factory, or on a PCP deal (25% down, annual 4000 mileage over 36 months) the Streetfighter V4 S is only a few quid a month more than the base model.

If you’re feeling really flush you can supersize your Streetfighter V4 S with official accessories: carbon and billet ali goodies, single seat conversion, dry clutch, magnesium wheels, comfort and lower seats. Or there’s a full titanium Akrapovic race exhaust that boosts power to 217bhp and saves 5.5kg.

Insurance values will reflect its power and price, but despite its screaming, supersport-like 14,500rpm redline and 15,000rpm limiter, desmo service intervals are 15,000 miles, so it won’t cost as much to run as you think. But you’ll still need to see your Ducati dealer once a year for an oil change and check over.

When Neevesy tested this bike against its main rivals on the MCN250, he concluded that "Ducati’s new Streetfighter V4 S is impressive in every area from finish, design, speed, handling, technology and ‘passione’, but it’s such a serious piece of kit only the most hardened and well-healed of sports riders need apply."

We've done an in-depth article on the Streetfighter's running costs in our long-term test.

We pit the KTM 1390 Super Duke Evo R against the Ducati Streetfighter V4 S and the Aprilia Tuono V4 Factory in our super naked group test.

Watch: 2021's best super naked motorbikes

2023 rivals explored

Ducati’s 2023 Streetfighter V4 S is unapologetically decadent and pricey. It’s £3415 more expensive than the 207bhp BMW M1000R and a whopping £8695 more than a Yamaha MT-10. It does the same job as every other super naked, but the Ducati goes a long way to justify its lofty price tag with its quality components, impeccable build quality, speed, tech and all-round specialness.

In its transformation from Panigale V4 S to super naked it’s lost none of the superbike’s goodies and comes loaded with the kind of electronics the old 1099cc V-twin Streetfighter could have only dreamed of: slide, traction, wheelie, launch and engine braking control, three customisable riding modes (Street/Sport/ Race), cornering ABS, quickshifter, autoblipper and 'backing-in' control.

On top of all that, the LEDs, colour dash from the Panigale V4, fancy switchgear buttons and rear cylinders that cut at tickover to reduce heat under the seat, the S model also has semi-active Öhlins forks, steering damper and shock and Marchesini forged ali wheels.

Few machines look quite so purposeful in the flesh. It could easily be Dovi’s Desmo mid-strip and for the tiny amount of bodywork it has, it’s a riot of shiny blood red curves, creases, scoops, nips and tucks. Its stubby tail accentuates the size of its cartoon-ishly huge 200/60 rear tyre and even though you can see it with your own eyes, it’s hard or believe how they’ve squeezed that monstrous 1103cc V4 motor into such a tiny space between the wheels.

Faired-in to hide its wiring and connectors, Ducati’s second-generation 5" TFT colour dash is taken from the current Panigale V4 (and first seen on the Panigale V4 R). Crammed with functions the tacho pulses orange and red past 8000rpm.

Twin 330mm discs and Brembo four-piston Stylema monobloc radial calipers are coupled with the latest electronics. You can choose between full cornering ABS, front-only ABS, or front ABS with slide control that lets you hold a 'backing it in' drift when you hit the rear brake.

Like its superbike sister the rear Diablo Rosso Corsa II is a 200/60 x 17, the same bulbous size as Pirelli’s superbike slick. This fast road rubber works better in lower temperatures and last longer than the Panigale V4’s Super Corsa SPs.

The Öhlins NIX-30 43mm forks and TTX36 shock on the S model can be adjusted via the dash either like a virtual screwdriver to set damping control, or you can go semi-active and let the suspension change automatically depending on conditions.

2023 Streetfighter V4 S explored

For 2023 new dash graphics including a race mode, derived from Ducati’s MotoGP bike. Revs, gear position and lap times are displayed prominently, but what sets it apart from its rivals is the way the each of the four main rider aids (traction, wheelie, slide and engine braking) are clearly laid out.

They flash when called into action, so you can see when you’re leaning on them and adjust them up or down on the move to suit. For our test at the ’23 model’s launch at the Andalucia circuit in southern Spain, we stiffened the semi-active Öhlins electronic suspension, dialled in minimal intrusion from all the rider aids, except anti-wheelie…which we needed a lot of.

Like the 2022 Panigale V4 the ’23 Streetfighter’s fuel tank size goes up a litre to 17l. It’s reshaped with smoother top edges to make it comfortable for your outside arm to rest on when hanging off and wider around the bottom to help your knees to grip on to under hard braking. It also has a flatter seat, new tank side panels, a matt black radiator cover and footrest hangers and comes with a single seat, rather than it be an optional extra. The pillion seat and pegs are supplied in a box.

Accessories include a 5kg lighter Akrapovic titanium exhaust, boosting power to 217bhp. Yours for £7040.52. It comes in red or for an extra £300, matt grey and black.