4 cylinders in V at 90°, 1.103 cm3, 208 HP and 123 Nm, 197,5 kg
A superlative translation of the classic motorcycle roadster, the Streetfighter is simply the naked version of Ducati’s sport bike of the moment. The first version appeared in 2008 on the basis of the 1098: 155 horsepower L-twin, 117 Nm of engine power, barely modified chassis and the devastating look of a street boxer. The problem was that it had a hard time convincing people of its demanding, not to say tricky, dynamic behavior.
At the end of 2001, the Italian company launched the stripped-down version of its 848, as lightly clad and enticing as its predecessor. The same name, but with a 3-digit code, this beautiful wild bike is easier to handle. Its 132 hp and 94 Nm of torque are better matched with a cycle part that is easier to ride. The curtain falls on the siblings in 2013 for the largest, 2015 for the 848.
The problem was no more nervous roadster at Ducati… And therefore nothing to answer the numerous competition on this market. And yet, there was enough material to create something exceptional on the new base of the Italian hyper sport: the impressive Panigale V4. The Italian brand didn’t wait long to make its new “street” weapon. Unveiled in late 2019, the bestiality retains its Streetfighter patronymic, but signs it with an even more formidable code: V4. From raging fighter, the machine becomes hyper shock mutant with its new mechanics under cybernetic control.
With the evolution of its hypersport last year, the Italian firm had to update the superlative capabilities of its Spartan athlete for 2023. Chassis, electronics, ergonomics and even comfort have been fine-tuned.
As friendly as a Terminator, as playful as a psychopathic mercenary, the Streetfighter V4S inherits this year the subtle but efficient optimizations of the Panigale, the time dancer. Her dance is Capoeira, an art as martial as it is musical. It all depends on what makes you wobble first.
Bestial, all in muscles and barely dressed, the novelty reconduces its plastic of ultra-modern gladiator, wedging its curves in a minimalist and eminently suggestive dressing. Its compact mask, inspired by the Joker’s face or a samurai helmet, flares out into fins under the lights. Above, a thin V-shaped daytime running light strip emphasizes this raptor aesthetic, all supporting the instrument cluster. This slimness contrasts violently with the V4 naked’s bodybuilder-like body. Its broad wrestler’s chest seems to be totally sheltered behind a ridged shield. These are the two vast radiators that evacuate the engine’s ample heat. At their top, 4 short bi-plane fins extended by winglets provide additional dynamic support: 28 kg at 270 km/h… (20 kg on the front wheel, 8 kg on the rear wheel). But also appreciable values at lower speeds. This equipment reduces the “floating” of the front wheel at high speed. They also give the machine a sharper, more aggressive style.
Behind them, the scoops extend to a new aluminum tank, inspired by the one on the Panigale. Its larger and more faceted volumes offer a better contact with the legs. The canister gains 1 unit (17 liters) and should clearly improve ergonomics when cornering on the track. The front part of the bike is adorned with grilled openings to hide the electronics.
The long rider’s seat is flatter and more comfortable. The seat is dominated by a soaring passenger jump seat covered by a hood and ultra-short. This makes the rear loop seem all the more compact and the wheelbase seem very long. This ultra-small stern is clad in two arches, the edges of which contain the lights.
These sporty volumes are based on a steel trellis rear frame bolted to the top of the rear cylinder heads and on the double-shell aluminum front frame (4kg), also attached to the top of the front engine cases. The structure integrates the Desmosedici Stradale V4 as a supporting element. This engineering work has a cubic capacity of 1,103 cm3 (81 x 53.5 mm) and 4 valves per cylinder driven by desmodromic control. But no belts; here, chains and sprockets drive the system to reach very high speeds. The intake is entrusted to four ovalized injection bodies connected to 70 mm long fixed height intake pipes (variable on the Panigale V4 R). A counter-rotating crankshaft limits the gyroscopic effect of the wheels and their kinetic effect. Set at 70°, the crankpins deliver a “Twin Pulse” type ignition order: 0-90-290-380. In other words, the V4 works like a double L-twin.
It’s enough to get this machine moving and to give it a lot of life. Since 2021 and its passage to Euro 5, its performance has been modified. The 208 horsepower come out at 13,000 rpm (+ 250) and the 123 Nm of torque tear up the asphalt at 9,500 rpm (2,000 units lower). All this for 197.5 kg (-1.7). Note that 70% of the torque is available from 4,000 rpm and 90% at 9,000 rpm, just to heat up the atmosphere. In fact, to heat up the atmosphere… because the V4 emits a lot of calories. We can better understand the surface of the radiators. Fortunately, the power supply to the rear cylinders is deactivated when the engine is at idle and the water temperature exceeds 75°C. Finally, the clutch is of course anti-dribble to stack the gears on track.
Such capabilities are not left to roam without a master. The mechanical arsenal of the Ducati Streetfighter V4 S is cleverly linked to an electronic arsenal. Starting with the three-axis (6-way) inertial measurement unit (IMU), the main brain that keeps an eye on your progress at all times. Artificial intelligence manages the steering assistants, which are preset differently according to four steering modes: Race, Sport, Street and new, Rain. Each profile, which can also be customized, also modulates the suspension settings and the response to acceleration, which now has four levels: Full, High, Medium and Low. Intuitive, the settings are simple to modify the many options: traction control (DTC), slip control (DSC) and anti-wheeling (DWC) at 8 levels, 3-step ABS (adjusted on the central angle by its Bosch 9.1 ME control unit) and engine braking (EBC), quick shifter up and down (DQS) and assisted start (DPL) settings on the track.
This is enough to reassure the rider in front of his mercenary and to launch himself into the arena with confidence. All this in an unusual mechanical atmosphere that extends to two ultra-short, low-profile silencers.
Alongside them, the massive aluminum swingarm has its pivot axis raised by 4mm to better maintain the hypersport’s attitude under acceleration. The Öhlins components on our S model are controlled by Smart EC 2.0 electronics. The 43mm NIX30 fork is fully adjustable and features sealed pressurized cartridges to reduce oil volume and weight. It is controlled by a Swedish steering cylinder that can also be adjusted. The upper tee and the foot of the fork are made of aluminium. Multi-adjustable too, the TTX 36 piggy back shock absorber is mounted on rods. The travels are 120 and 130 mm.
In order to master the asphalt, the athlete admits to a substantial wheelbase of 1,488 mm. But its 24.5° column angle and 100 mm of clearance should keep it agile.
Mounted on 3-spoke Marchesini forged aluminum wheels (5-spoke cast wheels are standard), the Streetfighter V4 S is equipped with Brembo Stylema radial-mount, 4-piston, 30 mm monobloc front calipers. They attack 330 mm floating discs. All controlled by 18 mm radial master cylinder and reinforced braided brake hoses. The opposite retarder, a Brembo 2-piston floating caliper, grips a 245 mm disc. The whole thing is under the supervision of a Bosch 9.1 ME ABS with curve tracking. To fight, our Italian gladiator requires to be well-shod. A sort of fighting Louboutin, the Pirelli Diablo Rosso Corsa IV (120/70) and 200/60 give it the best grip to hit the asphalt with mastery. On the track, we will abuse the Supercorsa SC1.
In the standard version, the Streetfighter V4 gets more classic suspensions: a 43 mm Showa BPF fork and a fully adjustable Sachs shock absorber, a Sachs steering cylinder and 5-spoke light alloy wheels.
Impressive, rewarding, the S version sublimates its equipment with its controlled suspensions. The adjustment of the elements and the finishing touches are always at the highest level. The appearance of the V4 is flawless, except for that ugly and big hose on the left side. A covering of this tube would be welcome. The cylinder surfaces and the central crankcase have a rough finish, contrasting with the bronzed side surfaces and giving the machine a racing look. Even the aluminum side stand is contoured, held in place not by a spring, but by a jack! But the joint of the cast aluminum footrests is undignified. Models cut from the mass are required at this level and not only as an option.
The more perfectionist will go for the optional Akrapovič exhaust to gain 8 hp and up to 12 drunks with the full line. Even more interesting are the forged magnesium rims… 14% lighter and reducing inertia by 16%. Finally, adjustable aluminum footrests, carbon fins and dry racing clutch will complete the work of Bologna.
As far as maintenance is concerned, simple overhauls are carried out every 15,000 km, the “Desmo Service” is to be carried out every 30,000 km.
In the saddle
The Diva offers you to clamp its soft waist at 845 mm from the ground on a thick 60 mm foam seat. This seat offers a significant backward movement, indicating the dynamic possibilities of the machine and the speeds reached. The bending of the legs is sporty, with the boots placed on the back controls. The torso naturally swings towards the wide, almost straight handlebars with variable diameter, but the support on the wrists is not excessive.
Under the eyes, the 5-inch TFT display arranges the numerous information efficiently. Most of the information is quite small, but the display ensures excellent visibility. Even under the sun, with its white background avoiding reflections. It automatically switches to negative at night or in tunnels. The element displays speed, rev counter, odometer, engine temperature, clock, fuel level, summarizes the level of assistance chosen for the current mode, remaining autonomy, average consumption and speed for each part, air temperature and duration of the trip. On the left-hand side of the control panel, there are two buttons, one for changing the riding mode and the other for quickly changing the assistance. Efficient, complete and simple, the system also allows you to customize the whole of this hyper-extensive electronic system.
Superlative, the frame and suspensions of the Streetfighter V4 S version compose an ideal base to receive the force of the V4 Ducati. Precise guidance, ease of use and comfort, riding on it is a matter of course. Whatever the pace.
Very powerful, the Brembo Stylema front calipers deliver impressive force. Always adjustable, the attack is appreciable to stop the craziest evolutions and brings an excellent feeling of decelerations. The rear element is much more discreet, maybe a little too much.
As usual, the Streetfighter V4 S has its own definition of practicality: everything for efficiency. The elegant missile seduces by other aspects, especially dynamic ones. And its comfort is just like it… efficient for sport. The controlled vibrations of its athletic heart let the best of its mechanical life flow through.
Ducati en video
Ground attack diva, superlative wrestler, the Ducati Streetfighter V4 S is a fighting goddess. The ever-available power of its twin twin remains under full control of your begging and flawless electronics. The electronics may seem a bit invasive, but they are not castrating in any way. You can feel all the racing experience of the Italian firm here. Concentrated on the driving, we benefit from the roadster’s ease of control, a major asset for track evolutions. On this demanding track, none of us felt any fatigue while riding this 208-horsepower beast. This shows the level of technology and balance of the machine, which is enhanced by its extensive equipment. And a price to match. To bring the S version of this beast to your garage, you’ll need to spend €26,190. The standard version is priced at 24,000 $, which is the same as the in 2019! An amazing inflation and a crazy amount of money.