DUCATI STREETFIGHTER V4S (2020 - on) Review
- A full-blooded Ducati superbike with straight bars
- Crammed full of tech
- Now more exciting at road speeds
At a glance
|Owners' reliability rating:|
|Annual servicing cost:||£900|
Overall ratingNext up: Ride & brakes
The 2020 Ducati Streetfighter V4 is a premium super naked with the engine from the Panigale V4 superbike. It's seriously fast and rather expensive too, and is the speed-crazed wheelie monster you’d expect it to be, but it also has a surprisingly grown-up side.
Friendly at low speed and perfectly happy to accelerate hard with both wheels on the floor, it’s far calmer than its V-twin predecessor and its supermoto-like riding position is less extreme, too.
Some cheap plastics parts aside it’s beautifully built, finished and equipped, but it’s a heck of a lot of cash, making this a super naked for well-heeled thrill seekers only.
Ducati’s original 2009 Streetfighter 1100 was a bit of a one-trick pony – it loved to wheelie and that was about it. Some loved it for that, but most didn’t and liked its extreme, supermoto-like, dangled-over-the-front riding position even less. No surprise, then, that during its six-year life it was never a big seller... so read on to find out what the 2020 Ducati Streetfighter V4S is really like in our in-depth review.
We ran a Ducati Streetfighter V4 on the MCN long-term fleet during 2020 - we took it on track at Brands Hatch and Donington Park, plus put thousands of road miles on the bike.
Our Chief Road Tester Michael Neeves was running the bike, and said it's a hugely versatile machine thanks to its epic performance and suite of riding modes, which allow it to have multiple characters.
- Related: Ducati Panigale V4 S review
If you're keen on this bike and fancy meeting likeminded people, there's a great online community at Ducati Owners' Club GB.
2021 Ducati Streetfighter V4 S update
Less than 12 months after it was launched the Ducati Streetfighter got its first update, mainly to satisfy Euro5 regs, but also to add extra excitement lower in the revs. And if it didn’t look mean enough already, the 2021 Streetfighter V4 is also available in satin black.
It never lacked drama to begin with, but with the meat of its torque delivered at such screaming revs, the peakier 2020 Streetfighter V4 lacked the immediacy of its gruntier rivals.
It still has a voracious appetite for revs and hasn’t turned into a Super Duke or Tuono overnight, but now more if the V4’s good stuff is delivered at lower speeds, which makes it even more exciting, more of the time and the riot a bike with over 200bhp really should be.
Extra oomph aside it’s much the same as before: a hugely refined, impressively technical and blisteringly fast superbike with straight bars.
Stealth fighter: 2021 Ducati Streetfighter V4 S now available in black
First published 23 October 2020 by Ben Clarke
Ducati have announced that from 2021, the Streetfighter V4 S will be available in a Dark Stealth black painjob as well as the existing Ducati red option.
From 2021 on, the Streetfighter will also be fully Euro5-compliant. This has meant some slight changes to the way the exhaust is routed, new lamda probes (one for each cylinder) and larger catalyst internals but Ducati are still claiming the same power output.
What has changed though is that peak power now comes at 13,000rpm (250rpm higher than before) while peak torque comes a whopping 2000rpm sooner at 9500rpm. If this means more grunt at lower revs (9500rpm is well beyond legal road speed even in first gear) than it would be an improvement for road riding.
The bike also gets new front brake pumps and a self-purging clutch, both lifted from the £86,000 Superleggera V4.
The Dark Stealth paint option is available in the Ducati configurator now and costs £300 more than the standard red model.
Watch: Ducati Streetfighter V4S video review
Ride quality & brakesNext up: Engine
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.
EngineNext up: Reliability
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.
Watch Ducati Streetfight V4 dyno video
Reliability & build qualityNext up: Value
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.
We've got one Ducati Streetfighter V4 owners' review on the site, and the bike scores 3 stars out of 5. The buyer was disappointed with the ride and the noise the engine makes, but didn't report any reliability issues.
Value vs rivalsNext up: Equipment
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.
Watch: 2021's best super naked motorbikes
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.
|Engine type||16v V4|
|Frame type||Aluminium ‘front frame’. Engine stressed member|
|Fuel capacity||16 litres|
|Front suspension||Öhlins NIX 43mm forks. Semi active damping, mechanically adjustable preload|
|Rear suspension||Öhlins TTX36 shock. Semi active damping, mechanically adjustable preload|
|Front brake||2 x 330mm front discs with four-piston Brembo Stylema monobloc radial calipers. Cornering ABS|
|Rear brake||245mm rear disc with twin piston caliper. Cornering ABS|
|Front tyre size||120/70 x 17|
|Rear tyre size||200/60 x 17|
Mpg, costs & insurance
|Average fuel consumption||40 mpg|
|Annual road tax||£96|
|Annual service cost||£900|
|Used price||£17,000 - £19,000|
How much to insure?
|Warranty term||Two years|
Top speed & performance
|Max power||205 bhp|
|Max torque||90 ft-lb|
|Top speed||175 mph|
|1/4 mile acceleration||-|
|Tank range||141 miles|
Model history & versions
2020 – Ducati Streetfighter V4 S introduced. Engine, chassis and electronics taken from Panigale V4 S superbike, with shorter gearing, more midrange grunt and super naked styling and ergonomics.
2021 – Updated with Euro5 mods including new catalysers, four lambda sensors and a rear exhaust manifold with shorter, narrower pipes. Also gets self-bleeding brakes and available in black as well as red.
Get the full story of the creation of the Ducati Streetfighter V4, from concept to spy shots to the new bike's unveiling, here.
The base model of the Streetfighter V4 (no S) is 2kg heavier and has cast ali wheels, mechanically adjustable Showa Big Piston Forks and Sachs shock. There's no word on a hardcore V4 R version at this point.
If the V4 engine seems a little bit much, you may want to consider holding on for the forthcoming Ducati Streetfighter V2.
MCN Long term test reports
MCN Fleet: A Ducati Streetfighter for less?
This is my third Ducati Streetfighter – I love ‘em. The latest V4 option is far from cheap, but there is a more affordable way to own one: get a used 1098 or 848 model. My first Streetfighter was the original 155bhp, 2009 headbanger – a non-S without Ohlins or Marchesini. It had superbike perf…
Owners' reviews for the DUCATI STREETFIGHTER V4S (2020 - on)
3 owners have reviewed their DUCATI STREETFIGHTER V4S (2020 - on) and rated it in a number of areas. Read what they have to say and what they like and dislike about the bike below.
Summary of owners' reviews
|Ride quality & brakes:|
|Reliability & build quality:|
|Value vs rivals:|
|Annual servicing cost:||£900|
Annual servicing cost: £600
Superb handling , top quality. When it came out I didn’t like the look of it, but when I saw it in the flesh I just had to have it and I still look at it in my garage with a beer in hand .
These brembo brakes really show up my last bikes brakes (Yamaha MT10SP) not snatchy really progressive with plenty of power.
I thought it would be flat in comparison to my MT10SP at low revs but if it is it’s not a lot different, still running in so can’t comment on top end power though there feels a surge when I over took a car and went slightly over the running in revs.
To early to say but I reckon it should be good because the build quality looks superb, attention to detail is just brilliant.
Estimated service costs, as I haven’t even had the first service yet though that’s estimated to be about £220
It has everything you could want , but , no cruise control which to some might say what do you need it for, once you’ve had it it’s great for giving you a rest and for long journeys , though you won’t be going to far without filling up for fuel, it does like a drink
Buying experience: I bought it from P&H motorcycles Gatwick and it was all good, I think I got a reasonable deal.
Special bike in a category filled with great options.
Sublime. Not as harsh as the KTM 1290 Super Duke or Aprilia Factory. Others say it’s the same specification equipment on the Aprilia. It’s not. Take a look. Super adjustable. There are huge advantages to being owned by a large car manufacturer (VW).
Superb. Yes it’s a compromise to fit the category but it’s the best compromise. True if you’re an imbecile and like to wheelie at high speeds up and down public streets—organ donor—Neeves is right—get the Aprilia or the Duke.
Like a fine watch. Head a shoulders above its competitors. It does use quality plastic pieces where quality plastic pieces are best to do the job. If you want jewelry buy some. Lightest bike in the category.
No more than any other bike. I’ve owned a lot of them. Oil changes cost money. Bike shops have to pay their bills too.
Best in its class by a wide margin.
Buying experience: Ducati dealers are a little full of themselves and their bikes are pricey but worth it. Not everyone can afford a bike like this and I don’t feel bad for them. There are a lot of great options in this category that provide great performance and great value.
Annual servicing cost: £1,200
Not as impressive as I thought it would be! Not having anything of the bike in your view while riding is strange for this type of bike and takes some getting used to. Bit like riding a huge supermoto but having the sluggish handling of a tourer. Maybe gone a bit to safe on the geometry to be fully involving.
Ride quality is good below 80mph, above not so good due to no wind protection. Brakes are the usual Brembo so bit too hard initially to give good contol but if you need to stop NOW will do it every time, better on track than road. Surprisingly the riding position does not feel as bad as you think at 160mph but not for long. Brakes and suspension are the same as Tuono but cost a lot more.
Why so low!! Sounds like a calving cow and the power delivery is STRANGE and a bit unreliable, its a bit like riding a 70's two stroke sometimes you turn the grip and it gives nothing and other times you have to hang on for dear life as though it has to come on the pipe two stroke style. headline figure is obviously what they were after and sod everything else but you cant argue with the unusable top end. Big mistake going big bang for a V4 when the Tuono sounds so GOOOD and is more flexible.
I have a V4S Panigale and this should be just as reliable. Top notch quality everywhere.
Tyres will be the biggest cost. Tuono is a lot less expensive and has all the same engineering, V4 engine, Ohlins V2, Brembos, Bosch electronics but costs a LOT less. Switchgear on the Ducati is infinately better but at this price it needs to be. Not briliant value but you cant argue with 200bhp.
No cruise control and no wind protection on a street bike. Menus are not as intuitive as you would want, Piaggio did a better job on the Tuono but at least you are touching better switchgear on the Ducati.
Buying experience: Good