2023 Ducati Streetfighter V4 S First Ride

Two things you should know about the Ducati Streetfighter V4 are that it makes a claimed 208 hp and that its seat is just 10mm thinner than the cushy perch of the Multistrada. Of the bikes in Ducati’s lineup, this one walks the tightest line between performance and practicality. Mess the formula up and you have a bike that feels overly refined or unnecessarily raw.

Fortunately for Ducati—and you, dear enthusiast—significant work was already done to refine the Panigale V4 that acts as a base for the Streetfighter. Carry those updates over to this naked superbike and you have a motorcycle that’s intended to be as easy to ride as before but with more performance on tap. Ducati calls it the “enhanced Fight Formula.” You might call it having the best of both worlds. At least, that’s the intention.

This is not an all-new machine, and much of what we’ve come to love about the Streetfighter remains, including the Panigale-derived front frame and Desmosedici Stradale engine. A 90-degree V-4 rotated rearward by 42 degrees for optimized weight distribution (just as Ducati does with its MotoGP bikes). The engine differs from the Panigale’s in its use of fixed, 70mm velocity stacks, versus variable-height stacks. Output continues to be a claimed 208 hp at 13,000 rpm, and roughly 90 lb.-ft. at 9,500 rpm. Will that number differ when measured at the rear wheel? Yes. Is it still incredibly impressive? Absolutely.

That much power is extremely hard to put to the ground in a smooth manner, which led to Ducati implementing the advanced electronic strategies developed for the Panigale. In this case there are four riding modes (Race, Sport, Road, and Wet), and within each of those modes you can adjust settings for: power, traction control, wheelie control, slide control, ABS, engine-brake control, and on S models, electronic suspension.

The difference in this year’s system is that there are four power modes (Full, High, Medium, and Low), and that the two carryover modes (High and Medium) are updated with dedicated calibration for each of the six gears. Ride-by-wire maps were previously calibrated by groups of gears, meaning first and second gear shared the same logic, as did gears four through six. Given the exceptional performance of modern engines and chassis, electronic updates like this are where manufacturers find an edge.

As if we needed any convincing that the Streetfighter V4 S is an animal, the new Low power mode limits maximum power to “only” 165 hp and has a softer throttle response. Full power mode works without electronic intervention, except for in first gear. Call it “beast” mode.

Ducati’s Engine Brake Control (EBC) EVO 2 software is included for 2023 and also features gear-by-gear calibration for each of the three selectable levels. Designed to provide stability under braking but also help the bike hold a tighter line at corner entry, the system uses throttle position, gear position, wheel speed, and crankshaft speed to calculate how much torque should be applied at any given moment. Opening or closing throttle valves, the system works to provide less engine-braking during the initial braking phase, and more engine-braking as the bike rolls into the corner.

Further electronic refinement includes a new strategy for the Ducati Quick Shift (DQS), which has dedicated strategies for when the throttle is partially or fully open. In the latter of those two scenarios, the torque return phase has been refined and “gives more stability to the bike and more consistency, therefore reducing lap times,” according to Ducati. We only include that additional detail because it highlights Ducati’s intentions with the Streetfighter: absolute refinement in the name of increased performance.

Another example is the new Track EVO display for the 5-inch TFT dash, which replicates the layout used on Ducati’s MotoGP bike and puts the rider-aid settings in focus, providing real-time feedback when each system is activated.

There are fewer changes to the chassis. In fact, the only platform-wide update is a 4mm-higher swingarm pivot, which increases the swingarm’s downward angle and simultaneously shifts weight bias further forward. This change is intended to reduce on-power squat (the angle of chain pull due to the relationship between the drive sprocket and swingarm pivot keeps the rear suspension from overcompressing), which helps the bike finish a corner better. It also aids agility in on-throttle side-to-side transitions as it keeps the bike from sitting too flat.

Moving from the base-model Streetfighter V4 to the V4 S gets you a 3.7-pound-lighter lithium-ion battery, Marchesini forged aluminum wheels, and Öhlins electronic suspension. The NIX 30 fork on the S has increased compression and rebound damping for 2023, while the TTX 36 shock has increased compression damping. The base model’s Showa Big Piston Fork and Sachs shock are unchanged.

V4 and V4 S models both use a flatter seat and a fuel tank inspired by the latest-generation Panigale V4, which has a flatter top for less interference when hanging off the bike and offers more support under braking. It’s technically a quarter of a gallon larger, though that will hardly help with one of the biggest gripes people have had with the Streetfighter V4: range. Perhaps more important is the new strategy for the cooling system, which turns the fan on at a lower temperature and should help rider comfort while commuting in warmer weather. Streetfighter V4 models also use Ducati’s rear cylinder deactivation method, which on this model cuts the rear cylinders at idle for reduced heat when at a stop.

We had one day to hammer the Streetfighter V4 S at the Andalucia Circuit in southern Spain, so our focus on comfort-based updates was limited. And while we wish we could’ve sampled the Streetfighter out on the street, credit to Ducati for choosing a track that would throw everything at us: A 3.1-mile track with 17 turns and tricky elevation changes, the Andalucia Circuit is nothing short of dizzying. One might even consider it an unfavorable place to spin your first laps on a bike that makes over 200 hp and requires fighter-pilot-like precision. Ducati staff laughs and says, “We brought you here because it’s difficult.”

Starting off in Sport mode helped ease our concerns, and honestly, it’s a surprise how friendly the Streetfighter feels when ridden at a modest pace. It’s easy to make overly aggressive inputs when searching for brake markers and turn-in points at a new track, yet even as the chassis is adversely loaded in these moments, the Streetfighter remains composed and willing to help you through the process. A big part of this is the well-calibrated throttle and electronic suspension on the S model that almost camouflages aggressive inputs through constant adjustments. The computer is your friend, and in this case, the computer works really well.

In Sport mode, you’re only getting a glimpse into the true potential of the Streetfighter. Toggle over to Race mode, activate the beautifully configured Track EVO display, and it’s like you’ve signed yourself up for an entirely different experience. Think of it like leveling up in a video game; you might have been the champ on Level 1, but you’re going to need to step up if you want to beat Level 2.

Ducati’s electronics are still the star of the show and should be heavily relied on as the pace picks up. This is most obvious at corner entry when control is handed over to the beautifully calibrated engine-braking system. You can actually feel it working as you grab downshifts and start leaning into the corner compared to the engine-braking software we’ve experienced on other modern production bikes; this one seems to have an extra level of control and makes near instantaneous adjustments as load changes. It’s a truly beautiful sensation that gives you incredible confidence at corner entry.

Traction and slide control systems feel equally as advanced and do an admirable job of keeping the Streetfighter’s wheels in line. Turning them off almost doesn’t feel like an option, and that’s OK, as there’s little in the way of abrupt cuts. Power feeds seamlessly to the ground and, once again, it’s all about just trusting the big brains who programmed the systems.

Wheelie control is harder to get used to as it lets the front come up relatively high in the lower settings or cuts too abruptly in anything above Level 3 (of eight). Admittedly, this is made worse by human input: Roll off the throttle or grab a gear to manage the wheelie yourself and you throw the computer for a loop, causing it to work less efficiently than if you’d just stayed in the throttle. Old habits die hard. Even still, we’d prefer if the system worked better at keeping the front wheel at a lower level and allowed you to carry a small wheelie for a while longer at corner exit.

Wheelie management is obviously not an easy task when working with an engine as potent as the Streetfighter’s. And indeed, this V4 is potent. More than 70 percent of its torque is available at just 4,000 rpm, and at anything above 7,000 rpm this motorcycle feels like it’s bending time and space. Power builds seamlessly through the second half of the rev range, and it never feels like the bike is done pulling but then the tach sweeps past 14,000 rpm and it’s time to grab another gear. Final gearing is shorter compared to the Panigale, and that helps with jumping off of tight corners. Presumably, it’ll help in around town riding too.

You’ll notice a small difference when toggling over to the Full power mode, though admittedly, we remember there being a more noticeable difference between Full and High when testing a Panigale. Perhaps the difference here is the lack of wind protection, and that, at peak speeds, you’re more concentrated on hanging on than a slight bump in engine performance. In fact, we should mention that, while the Streetfighter is capable of such high-speed antics, the wind blasts do make it an incredibly demanding motorcycle to ride on a track with long straights. Trust that your neck will be sore after a full day in the saddle at speed.

In every other way the Streetfighter feels nearly as capable as its superbike counterpart. There’s an incredible amount of chassis feel when the bike is leaned over, and the only handling concerns we had were a result of braking bumps around the Andalucia Circuit, which caused the front to pump on braking. When compared to a traditional chassis, the front frame has a slightly different sensation under extreme load, though it’s overall balanced and easy to adjust to. Could you go faster on a superbike with clip-on handlebars? Maybe. Well, definitely. And yet the Streetfighter is plenty capable around a racetrack, and would be an absolute treat on a winding canyon road.

The other benefit is that the Streetfighter is more comfortable and overall easier to ride. Whereas the Panigale is an absolute handful on the brakes, thanks to its sloped seat and sportbike-high footpeg position that has you up over the front of the bike, the Streetfighter feels relaxed and manageable. The footpegs only drag at the most extreme lean and the tall handlebar helps you brace yourself under braking. For the average trackday rider, this could be a much more enjoyable ride, made even more fun by the increased performance of this latest update.

You could argue, of course, that Ducati didn’t even need to update the Streetfighter V4. The previous generation was exceptionally good and already more motorcycle than the average enthusiast needs. But the reality is that Ducati didn’t just make this motorcycle more capable around a racetrack. Through electronic updates and platform-wide refinements, it has also made a motorcycle that’s more refined and easier to ride. Consider it one of the best formulas in the hyper-naked category.

Helmet: Arai Corsair-X

Race suit: Alpinestars GP Tech V4

Gloves: Alpinestars GP Tech V2

Boots: Alpinestars Supertech R