• Still a 205bhp brawler
  • New electronics package for 2023
  • Chassis and styling tweaks

At a glance

Owners' reliability rating: 4.8 out of 5 (4.8/5)
Annual servicing cost: £690
Power: 205 bhp
Seat height: Tall (33.3 in / 845 mm)
Weight: Medium (435 lbs / 198 kg)


New £22,895
Used £14,600 - £21,800

Overall rating

Next up: Ride & brakes
5 out of 5 (5/5)

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.

If you're keen on this bike and fancy meeting likeminded people, there's a great online community at Ducati Owners' Club GB.

2021-2022 Ducati Streetfighter V4 S update

2021 Ducati Streetfighter V4 S front

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: Ducati Streetfighter V4 S now available in black

First published 23 October 2020 by Ben Clarke

Ducati Streetfighter V4 S Black

Ducati have announced that from 2021, the Streetfighter V4 S will be available in a Dark Stealth black paintjob 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 lambda 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.

Ducati Streetfighter V4: Further updates for 2023

Pulling a wheelie on the 2023 Ducati Streetfighter V4 S

For 2023 Ducati have turned their focus on making the Streetfighter V4 S easier to manage with a sack-full of electronic upgrades, plus a few nips and tucks elsewhere and it’s worked. That said, a 205bhp super naked with a stiff superbike chassis is still physically and mentally challenging to ride quickly on track.

But once you’ve acclimatised to its brutality you can lean on its polished new electronic rider aids and trust them to help you go faster with a bigger safety margin. We still reckon 170-ish bhp is still the super naked sweet spot, but the Ducati is still endlessly impressive and won’t fail to make you fizz every time you open the garage door.

Watch our video review of the 2023 Ducati Streetfighter V4S right here

Ride quality & brakes

Next up: Engine
5 out of 5 (5/5)

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.

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.

Riding onboard the Ducati Streetfighter V4 S

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.

The Ducati Streetfighter V4 S uses biplane wings

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

2021 Ducati Streetfighter V4 S rear

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.

2021 Ducati Streetfighter V4 S brake lever

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

Knee down on the 2023 Ducati Streetfighter V4 S

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.


Next up: Reliability
5 out of 5 (5/5)

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.

Ducati Streetfighter V4 S engine

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

2021 Ducati Streetfighter V4 S right side

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.

2021 Ducati Streetfighter V4 S in black

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

Knee down on the 2023 Ducati Streetfighter V4 S

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

Reliability & build quality

Next up: Value
5 out of 5 (5/5)

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.

Reading the Ducati Streetfighter V4 S

Value vs rivals

Next up: Equipment
3 out of 5 (3/5)

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.

Cornering left on the Ducati Streetfighter V4 S

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.


5 out of 5 (5/5)

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.

Cornering on the Ducati Streetfighter V4 S

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.

The semi-active Öhlins rear shock on the Ducati Streetfighter V4 S

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

Fast cornering on track on the 2023 Ducati Streetfighter V4 S

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.


Engine size 1103cc
Engine type 16v V4
Frame type Aluminium ‘front frame’. Engine stressed member
Fuel capacity 17 litres
Seat height 845mm
Bike weight 198kg
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 £117
Annual service cost £690
New price £22,895
Used price £14,600 - £21,800
Insurance group -
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

Model history

  • 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.
  • 2023 - Minor updates to software, sportier SP2 version on sale. Standard bike now costs £21,095, V4 S costs £22,895 and SP2 costs £30,595.Get the full story of the creation of the Ducati Streetfighter V4, from concept to spy shots to the new bike's unveiling, here.

Other versions

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, but an SP2 version was announced for the 2023 model year.

If the V4 engine seems a little bit much, you may want to consider the Ducati Streetfighter V2 instead.

MCN Long term test reports

MCN Fleet: A Ducati Streetfighter for less?

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 performan

Read the latest report

Owners' reviews for the DUCATI STREETFIGHTER V4S (2020 - on)

6 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.

Review your DUCATI STREETFIGHTER V4S (2020 - on)

Summary of owners' reviews

Overall rating: 4.5 out of 5 (4.5/5)
Ride quality & brakes: 4.8 out of 5 (4.8/5)
Engine: 4.7 out of 5 (4.7/5)
Reliability & build quality: 4.8 out of 5 (4.8/5)
Value vs rivals: 4.3 out of 5 (4.3/5)
Equipment: 4.3 out of 5 (4.3/5)
Annual servicing cost: £690
5 out of 5 Streetfighter V4S get one
27 November 2023 by Mike A.

Version: V4S

Year: 2020

Super-bike performance from a naked

Ride quality & brakes 5 out of 5

Ride quality is amazing- so adjustable Brakes - they work extremely well lots of stopping power

Engine 5 out of 5

Very special extremely high revving and plenty of go

Reliability & build quality 5 out of 5

Second to none - previous bike was a Harley Davidson where the build quality was very poor . The reliability was also extremely poor . Ducati are only making this bike to be better every year Harley are left standing still

Value vs rivals 5 out of 5

Servicing isn’t cheap as things need to be kept on top of . I think that this is across the board with any manufacturer

Equipment 4 out of 5

Would have been a 5 but no heated grips (optional extra) and no cruise control

Buying experience: Dealer - experience was good

4 out of 5 Review of Streetfighter V4 SP (2022)
03 January 2023 by Jim Williams

Version: SP

Year: 2022

Superb bike but expensive and will not be to everyone’s tastes. Fit an aftermarket exhaust system and it becomes more of a beast yet it’s controllable.

Ride quality & brakes 5 out of 5


Engine 5 out of 5

A true piece of Ducati muscle squeezed nicely into a compatible frame.

Reliability & build quality 4 out of 5
Value vs rivals 4 out of 5

Don’t know the servicing costs on full as yet; it has only so far had its circa 600 mile service and that cost sub £200.

Equipment 4 out of 5

For the cost it would be good to have a carbon rear fender rather than plastic. Apart from a full Ti exhaust system and remap I have put on Rizoma mirrors and tail tidy and a nose cone.

Buying experience: Dealer. Completely Motorcycles in North Wales

5 out of 5 This is the way!
09 August 2022 by Jim

Year: 2021

Annual servicing cost: £260

Changed from a Panigale v2 last month. Loved the V2 but a trip to Germany this year gave me a pain in the neck and wrist at normal traffic speeds. The SF is comfortable, fast, handles well and looks beautiful. The only negative for me is the low mpg but it’s no worse than aCBR 600RR I had back in 2003/6.

Ride quality & brakes 5 out of 5

So, Road tested a 2020v4s demo on sport mode with Akras fitted. Came back underwhelmed! Had a think and went back to the dealer and took out a 2021 v4s (standard) in street mode. Felt totally at home on it! I’ve now customised the suspension in sport mode and it’s even better, giving a quality ride on Norfolk B roads. It really is a bike you can do any type of riding on, longer runs are comfortable, B road blasting power and handling or nipping out to the shops ….perfect. Brakes are spot on. No issues whatsoever.

Engine 5 out of 5

Phenomenal. Easy to ride at low speeds great mid range and a astronomical top end which I have rarely explored.

Reliability & build quality 5 out of 5

Not had it long enough really, I don’t expect any issues and will be disappointed if there are. The whole package is quality can’t fault the finish or component parts.

Value vs rivals 5 out of 5

Annual service cost is ok slightly cheaper than my v2 ( no fairing). I’ve got a 4 year warranty on it so it’ll be just servicing I pay for hopefully. As mentioned mpg is not great but a round trip at legal ish speeds returned 44.3 mpg over 124 miles before filling up with 14 litres. Generally I get 37/38 mpg.

Equipment 4 out of 5

Got to be the suspension for me, so versatile and easy to adjust on the TFT which in itself is a great piece of kit. I have the heated grips not really used them yet though. I’ve fitted an Oberon bar end mirror, EvoTech tail tidy and small screen.

Buying experience: Bought from Seastar Superbikes Norfolk, great service whenever I go there. Accommodating with multiple test rides, no pressure!

5 out of 5 Superb
27 February 2021 by Tony Pammen

Version: V4s

Year: 2020

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 .

Ride quality & brakes 5 out of 5

These brembo brakes really show up my last bikes brakes (Yamaha MT10SP) not snatchy really progressive with plenty of power.

Engine 5 out of 5

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.

Reliability & build quality 5 out of 5

To early to say but I reckon it should be good because the build quality looks superb, attention to detail is just brilliant.

Value vs rivals 4 out of 5

Estimated service costs, as I haven’t even had the first service yet though that’s estimated to be about £220

Equipment 5 out of 5

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.

5 out of 5 Sublime
20 October 2020 by Patents

Year: 2020

Special bike in a category filled with great options.

Ride quality & brakes 5 out of 5

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).

Engine 5 out of 5

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.

Reliability & build quality 5 out of 5

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.

Value vs rivals 5 out of 5

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.

Equipment 5 out of 5

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.

3 out of 5
17 June 2020 by Tripnut

Version: V4S

Year: 2020

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 & brakes 4 out of 5

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.

Engine 3 out of 5

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.

Reliability & build quality 5 out of 5

I have a V4S Panigale and this should be just as reliable. Top notch quality everywhere.

Value vs rivals 3 out of 5

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.

Equipment 4 out of 5

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

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