“These go to 11.” The famous Spinal Tap scene goes through my head as I look down at a nearly wide-screen ratio 6.9-inch TFT screen and adjust the 2025 Ducati Streetfighter V4 S’ riding mode from Sport to Race. Moments later, the acceleration down Andalucia Circuit’s backstraight builds from a massive second-gear shove in the back to a ridiculously fast pull through fifth gear and another quote from Ducati’s Streetfighter V4 S product manager Marco Cicuto pops into my head: “This is very much a Panigale V4 S without a fairing.” And at 150 mph, I wish just for a split second it was a Panigale. But during the highest speed achieved here in Spain I say to myself, “Yeah, this one does go up to 11.”A Naked Panigale V4 SSince its inception Ducati’s Streetfighter has been one of the most extreme examples in the naked bike class. But now in 2025, it reaches a level that is just a tick off the Superbike Panigale it’s based on. Developed nearly in parallel with the Panigale, the Streetfighter has the same frame, suspension, electronics, and potent Desmosedici Stradale V-4 engine. You can count the differences on both hands: rake and trail, gear ratios, final gearing, rear suspension linkage, larger radiator, and a naked configuration.

Perhaps “naked” is a stretch, but in place of an upper fairing is a headlight pod attached to the Öhlins Smart EC3 suspension-equipped front end and vertical shrouds hold a pair of biplane winglets. And it’s not only obvious visually but viscerally as you blast through fifth and sixth gear. Without that full fairing, the windblast is tremendous, further emphasizing the potency of the Streetfighter V4 S. Every corner, straightway, and braking zone also showcases the Panigale-Streetfighter connection. It’s every bit a superbike without clothes.

Desmosedici Stradale EngineThe very same Desmosedici Stradale V-4 that is found in the Painagle V4 is used in the Streetfighter. A MotoGP-required 81.0mm bore is paired with a 53.5mm stroke four times to achieve a 1103cc displacement. Valve actuation is via Ducati’s desmodromic system, as it has always been for Ducati’s highest-powered engines. A counterrotating crankshaft (spinning opposite of the wheels) is also MotoGP derived, meant to reduce inertial resistance to direction changes. Fuel delivery is via a variable intake system that is 25mm at the shortest and 80mm at the longest. This is the first time the Streetfighter gets this Panigale-proven intake.

At this launch Ducati European-spec V4 S models corral a claimed 214 hp, but the US bikes will get “just” 205 hp. It achieves that peak power at 12,650 rpm instead of the higher 13,500 rpm on the EU models. Peak torque is 0.2 lb.-ft. less than the EU model with 88.3 lb.-ft. at 11,500 rpm. It’s just 4 hp off the peak number put out by the Panigale in US trim.First, second, and sixth gear are shorter on the Streetfighter than the Panigale for more down-low grunt. Shorter 15/42 (16/41 on the Panigale) final gearing also increases the voracity of the V4 S leaving an apex. A new Quickshifter 2.0 moves the shift sensor from the gear selection linkage to the shift drum for more direct and solid shifts.On the track, the Streetfighter’s V-4 engine pulls hard right right off the bottom and builds with a rush that never runs out of steam until just before the rev limiter. As powerful as it is, the V-4 engine is civilized thanks to the most advanced Ducati Adaptive Vehicle Control suite ever. There are four ride modes (Wet, Road, Sport, and Race) preset with 1 of 8 lean-sensitive Ducati Traction Control (DTC) settings, 1 of 3 available engine power settings (High, Medium, Low), 1 of 8 levels of Ducati Wheelie Control (DWC), 1 of 2 Ducati Slide Control settings, and 1 of 3 Engine Brake Control (EBC) levels. DTC, DWC, DSC can be tailored to your liking including shutting them off completely. Both DTC and DWC are controlled by the powerful and predictive Ducati Vehicle Control (DVO) system.Taking on one of Europe’s most difficult tracks on the most powerful Streetfighter ever is a daunting task, but with the host of rider aids, the copious amounts of power and torque are easy to control. Right out of the gate, even on the track, it’s clear there’s a controllable and usable character available in the V4 S that would make road use as mild or wild as you want it to be.

Select Race, and you have a motorcycle that warps space and time. Long straights become short, braking zones arrive in a hurry, and apexes are clipped in a flash. Without those biplane wings adding up to 99 pounds of downforce at 168 mph and DWC, Ducati’s engineers and test riders say the Streetfighter would be nearly unrideable. With just the DWC turned off, the front wheel lifts toward the sky with just a crack of the throttle. Passing the 150-mph mark, those wings keep the Streetfighter V4 S from becoming flighty and unstable as the wind pressure on the rider attempts to unload the front wheel.Chassis“For the first time ever, we have a Streetfighter that is the closest bike ever to a Panigale,” Giulio Fabbri, Ducati’s head of product communications, says. “Not only because it has 6 hp more than the previous bike (EU model) and that it weighs 4 kilos [8.8 pounds] less, it is because of the whole package. It blows our minds.”Just as there are few changes to the engine, the chassis is nearly one-for-one from the Panigale. The aluminum front frame is identical to that used on the superbike and attached to the engine, which acts as a stressed member and is effectively the largest “piece” of the frame. Only the bushings that house the steering head bearings are different—they push the head angle out another half of a degree to 24.5. Trail was in turn increased by 1mm, for a 3.9-inch measurement.Just like the Panigale, the Streetfighter gets a new double-sided swingarm. Lateral stiffness has been reduced 43% from the previous single-sided design for increased grip during acceleration and better stability when exiting corners. It’s also 6.4 pounds lighter than the 2024 swingarm. Overall, the total weight reduction is 9 pounds; the V4 now tips the scales at a claimed 417 pounds wet, with no fuel.

A wide and flat handlebar steers revised triple clamps that hold the same Öhlins NIX 30 Smart EC3-controlled fork as the Panigale. A different rear suspension link allows for a more progressive action than the Panigale, with a shorter initial response from the Smart EC3 TTX 36 shock. As the wheel travel increases, the rate rises to increase stiffness.

Just as the power levels are assigned to riding modes, so is the suspension response. Race mode sets the suspension to its stiffest setting, and each level down gets softer. Electronics also sense when the bike is moving at a constant speed, or “cruising” as Ducati puts it, and will soften the suspension for improved comfort.On the track, the standard Sport setting of Dynamic is suited to a spirited pace, but as the pace rises, it becomes a tad too soft on large undulations in the pavement. Even so the Smart EC3 system controls brake dive and acceleration squat effectively. The chassis always remained balanced and neutral. In Race mode the ride is more taut and settled, counteracting the forces the track and rider can put on the Streetfighter V4 S while chasing a lap time or another rider.

On the V4 S, forged aluminum wheels remove 4.8 pounds from the standard model. That reduces rotational inertia by more than 20 percent at both ends. The combination of the wheels, lighter weight, and counterrotating crank lets you snap the Streetfighter from side to side quickly without expending huge amounts of effort. Even while loading the front tire during trail-braking, tightening a line requires little more than some bar pressure and rider weight shift. All the while, communication from both Pirelli slicks (standard tires are Diablo Rosso Corsa IV) is excellent, you can nearly feel every stone in the asphalt when cornering and braking.ElectronicsAdding to the handling prowess is Ducati Vehicle Observer (DVO) and Raced eCBS (combined braking). DVO is a system derived from the mountains of data gleaned from Ducati Corse’s MotoGP efforts. It is a predictive system that simulates 70 sensors to deliver the appropriate amount of power, suspension stiffness, and braking. It knows what’s needed before you do. Botched braking points, turn-ins, and exits while learning Andalucia’s 19-turn layout gave me plenty of opportunities to test how DVO can save your bacon. When the line is wrong, DVO allows you to correct with decreased worry about losing the front or rear.

Adjusting the power modes from medium to high is a pronounced change with a more immediate, snappy character. Mere mortals will find the medium more useful with a smoother response when rolling on and off the throttle. Low knocks the power to just 160 hp. That’s 40 hp more than the 2025 Streetfighter V2′s full power.Under hard braking, the Race eCBS adds rear brake pressure when the front is applied. This keeps the chassis balanced and the rear end under control as the powerful Brembo Hypure calipers squeeze the 330mm front discs and shifts weight forward. Even when the rear steps out the eCBS makes the swing cool and calm.

Navigating the new 6.9-inch TFT dash to adjust modes and settings is fairly intuitive. So much so that even drilling down far enough to turn off wheelie control for photos was simple. A well-designed UI doesn’t need instructions, and this is the case here.Sport mode with its medium power mode was the best place to start in fine-tuning the ride at Andalucia. Suspension action was bumped up to Track for a stiffer more composed ride on the track. That is the trackday sweet spot for those not chasing lap records.

ErgonomicsOf course the Streetfighter’s rider triangle is more relaxed than the Panigale’s, but the wide and flat bars do put the rider more forward than on some other nakeds in its class. While this may sacrifice some all-day comfort for those looking for long stints, it’s absolutely necessary with the speed this bike can achieve at the end of a long straight—this was the only time I thought a Panigale would be better, as the blast of air at 160 mph is fatiguing lap after lap. The seat gets 55mm (2.2 inches) more paddling in the front, setting height to 33.3 inches. Spacing between the footpegs and seat is compact as you would expect from a track-capable naked based on a superbike, but not as tight as on the Panigale.

The Streetfighter V4 S Is No JokePriced at $29,295 before add-on accessories like cruise control, the Streetfighter V4 S is one of the more expensive nakeds on the market. And while there is a $23,395 standard model featuring manually adjustable suspension from Showa and Sachs and cast aluminum wheels, the only real choice is to go to 11. Every bit of the Streetfighter V4 S works in harmony to create a wicked fast, massively powerful, and exceptional handling machine that can be ridden as fast or slow as you choose. It offers nearly all of the performance of a Panigale V4 S, but with more everyday comfort. While the reference to a classic rock-and-roll satire film is meant to be humorous, the 2025 Streetfighter V4 S is no joke.

2025 Ducati Streetfighter V4 S Specs