2025 Ducati Streetfighter V4 Review – First Ride

Easy, breezy

I remember the first time I laid eyes on one. Intimidating, titillating, confusing even. There were so many thoughts and feelings running through my young corn-fed midwestern body back then. I wasn’t sure what to think. It was like nothing I had ever seen. Nothing like the townies strafing main street back and forth. Once I got a bit older, I went to college, got a loan and decided I should spend some of that loan on one of these two-wheeled thirst traps. The first time I mounted up on a naked bike, something had changed. I was now a man. That first Triumph Speed Triple 955i would go on to spark a lifelong love of motorcycles in the buff.

2025 Ducati Streetfighter V4

VIDEO: 2025 Ducati Streetfighter V4 S

I’ve ridden many a fairing-less machine since. Heck, my first big shootout after joining the MO team was an open-class “Supernaked Streetfighter” test. Superbike technology and performance baked into a machine with more comfortable ergos makes for a thrilling and practical package capable of handling a wide swath of duties. Over the years we’ve seen manufacturers swap clip-ons for a handlebar and call it good, we’ve also seen poor excuses for watered down performance in packages that just don’t move the needle. For 2025, we’re back to something closer to the former with Ducati’s latest disrobed Panigale: the 2025 Streetfighter V4.

What goes up must come down, and while Ducati have skyrocketed up through the ranks of racing paddocks worldwide in recent years, what’s coming down is the technology and engineering that got them there. This latest model is based directly off of the 2025 Panigale and all the refinements and enhancements that landed it as our Best Sportbike of 2024 after Troy’s First Ride this past September. “The 2025 version absolutely blows the doors off anything that came before it,” mentions Siahaan. Pull some fairings off of that bad boy, add a handlebar, and you’re speaking my language. Despite not being our resident elbow dragger, I was eager to get the Streetfighter V4 S out on the track to push the limit (mine) in a controlled environment.

Being flexible

Ducati has a history of creating the most brutal engines possible and then building a chassis to try to wrangle the burly beating heart of the machine while also incorporating cutting edge electronics in later years to help tame the monster within. The Streetfighter V4 – and Panigale V4 – is no different in that regard. The SF V4’s 1,110cc Desmosedici Stradale engine is rated at 205 hp at 12,650 rpm (the Euro spec puts out an extra 9 ponies). Torque is said to peak at 11,500 rpm with 88.3 lb-ft. For 2025, the Streetfighter gets the same treatment its fully-faired sibling got; higher valve lift, variable-length intake trumpets (Variable Intake System or VIS in Ducati speak), an alternator and oil pump inherited from the Panigale V4 R, and the gear drum from the Superleggera V4.

As in the past, the engine continues to mirror Robert Louis Stevenson’s Strange Case. It’s incredible just how docile and gentlemanly the mill can be in the low- to mid-range given the full Mr. Hyde manners that make themselves known at the upper portion – thanks in a large part to the VIS. Aside from the long back straight at the Circuito Nuevo Andalucía, my apprehension in pulling the SF V4’s tail had kept me in Sport mode for the first part of our trackday, mulling about the middle of the rpm range. The engine is strong there, and power delivery is smooth. Sport mode gives access to all 214 horses (in our EU-spec test steeds), but sets the throttle response at “smooth” to deliver, well, smooth torque. As the day progressed and I became more comfortable, it was easy to find myself in the upper portion of the revs tapping into the VIS as the shorter 25mm trumpets came into play with an audible change in intake roar and a notable push in acceleration.

Swapping into Race mode, everything starts happening at a much more rapid pace. The “dynamic” throttle map unleashes the herd much more quickly with the direct throttle response ramping power and torque up much faster. In the track environment, fueling felt spot on and throttle response was precise and predictable. Throttle maps can also be customized within the modes to rider preference. That of course doesn’t mean much as to how this winged beast performs around town, but in the past, the SF V4 managed to handle both well.

Clutch pull is somewhat heavy on the SF V4, but that doesn’t matter thanks to the Quick Shift 2.0, right? Well, not so much. The quickshift function on the bikes we tested on was one of the worst so far out of the recent onslaught of V2 models sharing the similar 2.0 system. Despite trying all sorts of different approaches to shifting, long cut times were frequent but seemingly not consistent. Murmurs were heard throughout the day, which tells me the issues weren’t confined to any specific tester. Senior Editor Nic de Sena mentions the potential of this being caused by a transmission safety strategy employed by Ducati in his First Ride of the Panigale V2, but what it translates to in practice seems like a step backwards from the slick shifting previous-gen units.

As mentioned previously, Ducati has managed to build yet another confidence inspiring chassis with the 2025 Streetfighter V4. As has become common with modern sporting Ducatis, the SF V4 utilizes the engine to tie together the front frame, subframe, and swingarm. The new front frame follows in the Panigale’s steps with a reduction in lateral rigidity of 40% while dropping weight by 17% compared to the previous version. This, combined with a 43% reduction in lateral stiffness from the doubled-sided “hollow” swingarm, aids massively when the bike is really cranked over where the suspension can do little to absorb impacts and give feedback.

Speaking of suspension, we were saddled up on the Streetfighter V4 S for our day at Andalucía which meant we had the Ohlins EC 3.0 software to control the Ohlins NIX30 fork and TTX36 shock. While the suspension does have base settings tied to the ride modes, it is also semi-active and adapts based on what all is going on with the motorcycle. That said, you can also lock it into manual mode if you prefer. All parameters can be changed via the switchgear and 6.9-inch TFT display. The shock’s progressive linkage and mounting bracket are also trick bits with Ducati claiming increased mechanical grip out of the system.

Adding to the quickness with which the Streetfighter changes direction are the lightweight forged wheels which Ducati says saves nearly five pounds compared to cast ones. Naturally, less spinning inertia helps the SF change direction nearly effortlessly without feeling flighty. Ducati also offers carbon wheels as an accessory which shave an extra two pounds compared to the forged wheels. Stock rubber is unsurprisingly supplied by Pirelli with its Diablo Rosso 4 Corsa tires as your first line of defense with the tarmac. For our trackday, the S models were fitted with Pirelli Diablo Superbike SC1 slicks wrapped in warmers in order to ensure maximum grip for our test.

Since all of the suspension settings are adjustable, Ducati had bumped up the braking and acceleration support in Race mode for our test bikes and, for a rider of my skill level, it felt very well planted. Whether burying the excellent Brembo Hypure calipers at the end of the back straight or trailing off of them toward the apex, the chassis performed flawlessly. Then there’s Ducati’s Race eCBS, which limits the front load transfer and automatically applies rear brake pressure, if needed, to help maintain direction on corner exit, all made possible by the use of four pressure sensors and the Bosch ECU. When the rider applies the front brake with the eCBS setting, the system activates the rear brake and then maintains rear caliper pressure, even after the front brake has been released. This can also be overridden should the rider apply rear brake pressure themselves.

As a rider who does the fewest trackdays around these parts, the ability to feel comfortable immediately on a bike with north of 200 horses is a massive testament to the package as a whole. From our sighting lap to the last session of the day, I only became more comfortable as the day progressed. Even the wind blast at 150 mph down the back straight wasn’t enough to wipe the smile off of my face all the way to the last session.

Ergonomically, the cockpit is nearly unchanged from the previous SF V4. It’s fairly open with the wide handlebar giving the leverage to flick the bike back and forth with ease. The 33-inch seat height does feel every bit of it, especially for my 30-inch inseam, but it isn’t something that would put me off by any means should I manage to scrounge up the $29,295 that the S model retails for. Should you opt out of the S model’s trick electronic Swedish suspension, lithium-ion battery, and forged wheels, you can purchase the base model for $23,395. Ducati have also changed the shape of the 4.2-gallon tank to give riders a better area to hook their legs into whilst hanging off the bike.

While I don’t think I had been fully relying on the Ducati’s stout electronics package, I wouldn’t be surprised if it had saved me some puckering during our day. We’re seeing the same Ducati Vehicle Observer strategy used here on the Streetfighter that we saw originally debut on the Panigale V4 which the brand claims is akin to having more than 70 sensors on the bike. The full package of advanced rider aids includes:

• Race eCBS
• Ducati Traction Control (DTC) DVO
• Ducati Wheelie Control (DWC) DVO
• Ducati Slide Control (DSC)
• Ducati Power Launch (DPL) DVO
• Ducati Quick Shift (DQS) 2.0
• Engine Brake Control (EBC)
• Ducati Electronic Suspension (DES) 3.0
• Pit Limiter

As mentioned previously, what you're left with is the total package which manages to offer class-leading performance in nearly every regard, while still being approachable to those who aren’t alien in their skill level.

Life is better naked

Considering Troy’s feedback and my experience, given that this is as close as one can get to Panigale V4 while being nude, this machine is going to be able to appeal to a wide swath of riders. This is a serious motorcycle with cutting edge tech and performance that warrants a premium price tag. But hey, $30k isn't anything to sneeze at (especially for us MOrons). That said, it’s a bike that you can commute with during the week while asking it to rip your arms off during the weekend trackday. Two reasons why, again, “naked” bikes are so appealing. I’m not sure I’ve ever sampled a machine so ready and willing to do both either – but I’m so glad it exists.

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