2020 Ducati Streetfighter V4 S First Ride Review

[Hugh Janus]

A combination of simplicity and ruthlessness is what makes super-naked motorcycles so tempting. They blend the lines of edgy and utilitarian, usually in the form of a bare-bones open-class supersport machine with a meaty powerband and top-tier electronics, but with a (more) comfortable riding position. It’s a category where manufacturers can express their true potential on platforms attractive to mortals. And not to mention, super nakeds are just wickedly entertaining.

So it's no surprise then that Ducati stripped most of the bodywork off its premium superbike offering, the Panigale V4, adjusted the ergonomics package, and cut it loose as the 2020 Ducati Streetfighter V4 and V4 S.

The Ducati Streetfighter enters the market as a bareboned, stripped down Panigale V4 with revised ergonomics and engine mapping. (Jeff Allen /)

Like the Panigale on which it is based, the Streetfighter is powered by the 1,103cc Desmosedici Stradale 90-degree V-4 engine, but tuned with dedicated engine mapping and given shorter final drive gearing (via subtraction of one tooth on the countershaft sprocket and addition of one tooth on the rear). The result of the revisions is a powerplant that Ducati says is worthy of 208 hp at 12,750 rpm and 90.4 pound-feet of torque at 11,500 rpm—just shy of the 214 hp claimed for the Panigale. But considering the last Panigale V4 we had on our in-house dyno belted out 186 hp, presume the Streetfighter to rip high 170s to low 180s at the rear wheel. Heck, Ducati’s World Superbike homologation-special Panigale V4 R ripped 203 hp on our dyno. It’s proof of how remarkable the Streetfighter’s powerplant is in stock form, and that there is serious potential.

Absolute confidence in the Streetfighter V4 allowed traction- and wheelie-control settings to be minimized. (Jeff Allen /)

It's a delightful engine to ride at any pace, but a monster if you want it to be. Ducati struck gold in balancing its power characteristics, finding an impressive medium between rowdy performance and rideability—even more so than the Panigale. At first touch of the throttle, the Streetfighter offers a crisp and tractable power delivery as it comfortably transfers weight rearward for supreme confidence at corner exit. But hit the 7,000 rpm mark, and you’ll witness the V4 in all its glory as it lofts the front end skyward and sends your glutes into the rear cowling under hard acceleration.

The Streetfighter’s electronic rider aid suite is accessed via this 5-inch TFT display. (Jeff Allen /)

The engine is so tractable that I preferred deactivating a number of the Streetfighter’s rider aids, including the Ducati Traction Control (DTC) EVO 2 system—interestingly derived from Ducati’s Desmosedici GP18 MotoGP racer and employed on the superbike homologation-special Panigale V4 R—and Ducati Wheelie Control (DWC) EVO to experience the bike’s raw capability and maximum fun factor. And while I enjoyed riding it raw, so to speak, the rider aids are superb. Toggling to level 3 of DTC and level 2 of DWC was my preferred means of electronic assistance for heavy-fisted riding, offering impressive corner exit speed and steadfast control, while allowing epic low-trajectory wheelie action. Radness. And heck, the Streetfighter even has a Ducati Power Launch (DPL) system for race starts and a lap timer function, which will rightfully prove their worth at the racetrack.

A sticky set of Pirelli Diablo Rosso Corsa II tires glue the Streetfighter to the road with superb grip and feel. (Jeff Allen /)

It has a chassis that will handle the racetrack too. Our testbike is the $23,995 V4 S model, with semi-active Öhlins NIX 30 fork and TTX 36 rear shock, Öhlins steering damper, and forged-aluminum Marchesini wheels, versus the fully adjustable, non-active 43mm Showa Big Piston Fork (BPF) and Sachs monoshock and cast-aluminum five-spoke wheels on the $19,995 standard model. The chassis is impeccably planted from midcorner onward, ridding itself of any sort of uneasiness and rear-end chassis pump that was familiar on the last Panigale I tested, while confidently ripping side-to-side transitions.

Top-shelf Brembo Stylema brake calipers bring the Streetfighter to a quick halt, aided by seamless intervention of the Cornering ABS EVO system. (Jeff Allen /)

Each of the Streetfighter’s Street, Sport, and Race ride modes has unique semi-active Öhlins Smart EC 2.0 parameters aimed at different riding habits and conditions. After systematically sampling each, I found Sport mode revealed the best compromise of support for aggressive riding and comfort on less-than-ideal road conditions, while quickly and unnoticeably compensating for changing tarmac. Race mode created a more visceral, harsh feeling in the suspension’s damping, and I see its place at a trackday, but as a current racer looking for lap-to-lap consistency and no surprises, I’d likely enter the fixed setting, in which damping characteristics are non-active.

Being that the Streetfighter is aimed at a stripped-down, more comfortable version of the Panigale, Ducati revised footpeg placement and seat thickness, then fitted a one-piece motocross-style handlebar. The verdict? An ergonomic package worthy of all-day comfort. A long and low reach to the handlebar gives the Streetfighter an aggressive stance, but not so much to sacrifice leverage or create an awkward pressure at the wrists on back roads. That said, if the Streetfighter were mine, I’d roll the bar back just slightly to make around-town riding a little more comfortable and an easier reach for my average 5-foot-7 stature. It is an easy adjustment, and neat that you can quickly do this. Another plus for naked bikes. Even the saddle is pleasant, and only sent my glutes searching for relief roughly 250 miles into our day with the Streetfighter. The reduced amount of bodywork significantly reduces the intense heat buildup familiar on the Panigale. Heat control isn’t great on the Streetfighter, but due simply to the fact that there are more places it can escape, coping with it is no issue.

The Ducati Streetfighter V4 puts the power to the ground and points the front wheel to the sky. (Jeff Allen /)

There is no question that it is ridiculously fun and addicting to hammer it on this motorcycle—seriously, listen to that 90-degree V-4 sing just once and you’ll understand—but we pay the price in fuel mileage. In our limited time with the Streetfighter, average fuel consumption was only 27.6 mpg, and it drops even further the harder you hit it. In fact, we burned through the fuel tank’s 4.2 gallons in just 103.5 miles and were having so much fun we literally ran it dry! But it’s hard to be mad at the Streetfighter V4 S here, only ourselves. The very definition of this motorcycle’s purpose is to wring every bit of fun out of every ounce of fuel.

We only had the Streetfighter V4 S for a short time, but we packed in a lot of miles. We weren’t able to do our normal instrumented testing or to dyno the bike, but we are working to secure a longer loan so we can perform a full test and live with the bike a bit longer.

The cost of admission? The up-spec Streetfighter V4 S is priced at $23,995, while the base model sells for $19,995. (Jeff Allen /)

This may be the most exquisite high-performance naked bike ever made. The Ducati Streetfighter V4 S combines high-level technical excellence with the sounds of a Mugello MotoGP race and puts that near your heart and in your garage for $24,000. In the world of exotic, high-performance Italian vehicles it’s an incredible value and remarkable experience. The sound alone is worth the price. The rest is just a bonus. It reminds us that high performance is a pleasure in its own right.

The Streetfighter’s “biplane” wings are said to produce 74.9 pounds of downforce at a 186 mph—or 19.4 pounds at a more reasonable 93 mph speed. (Jeff Allen /)

2020 Ducati Streetfighter V4 S Specs

MSRP:	$23,995
Engine:	1,103cc liquid-cooled V-4
Bore x Stroke:	81.0 x 53.5mm
Transmission/Final Drive:	6-speed/chain
Claimed Measured Horsepower:	208 hp @ 12,750 rpm
Claimed Measure Torque:	90.4 lb.-ft. @ 11,500 rpm
Fuel System:	Electronic fuel injection
Clutch:	Wet, multiplate
Frame:	Aluminum alloy “front frame”
Front Suspension:	43mm Öhlins NIX 30 w/ semi-active adjustable compression and rebound damping; 4.7-in. travel
Rear Suspension:	Öhlins TTX 36 w/ semi-active adjustable compression and rebound damping; 5.1-in. travel
Front Brake:	Brembo 4-piston Stylema Monoblock calipers, 330mm discs w/ Cornering ABS EVO
Rear Brake:	2-piston caliper, 245mm disc w/ Cornering ABS EVO
Wheels, Front/Rear:	3.50 x 17-in. / 6.00 x 17-in.
Tires, Front/Rear:	Pirelli Diablo Rosso Corsa II; 120/70-17 / 200/60-17
Rake/Trail:	24.5°/4.0 in.
Wheelbase:	58.6 in.
Seat Height:	33.3 in.
Fuel Capacity:	4.2 gal.
Cycle World Measured Wet Weight:	457 lb.
Availability:	Now
Contact:	ducati.com

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