Ducati Streetfighter V4 S (2025) Review

When Ducati unveiled its seventh-generation Panigale V4 at the annual World Ducati Week event in 2024, there were some key changes including a new -sided swingarm, while the Italian brand’s superbike-class-leading aerodynamics were on full show with new integrated winglets that are full of MotoGP technology.

Now it’s the turn of the 2025 Streetfighter V4, which continues to be derived from the Panigale V4. It's closer than ever to its fully-fired sibling as the engine is exactly the same, as is the chassis and electronics package.

For this review, Isle of Man TT presenter and journalist (and trackday junkie!) Grace Webb took over the testing, while Toad was off on a double-header of launches on the other side of the Iberian Peninsula.

What’s new with the 2025 Ducati Streetfighter V4 S

Ducati says this is the first time in its history that it's transferred everything over from the Panigale V4 to a naked bike “without sparing anything”. Consisting of a power-to-weight ratio of 1.13bhp/kg, which has been made possible by a lighter engine that’s Euro5+ compliant, the new Streetfighter V4 features Ohlins Smart EC3.0 suspension and a new Race eCBS braking system, in order to make it more effective on track than ever before.

The Desmosedici Stradale engine is very closely derived from the Ducati MotoGP engine, sharing numerous technical solutions. It features a 90-degree V4 with desmodromic valves, a counter-rotating crankshaft and Twin Pulse timing, making it sound very close to the prototype racer which won 19 out of 20 MotoGP races in 2024.

Onto the figures, the Streetfighter V4 S delivers a whopping 211bhp at 13,500rpm which is just two less than the Panigale V4. That slight drop is down to differences in the intake, while it also produces 88.2Ib ft of torque at 11,250rpm. The power can rise to 226bhp if the Akrapovic racing exhaust system is added.

The alternator and oil pump are the same as those adopted on the Panigale V4 R. The gear drum is the same system that’s included on the Superleggera V4. Another first for the new 2025 Streetfighter model is the variable-length intake trumpets, amassing a value of 25mm in the short configuration and 80mm in the long one.

A completely new full-LED headlight has been introduced, giving it an aggressive look, while also retaining its iconic dual-light feature. At the rear, the full LED light is divided into two parts. Its 16-litre tank is more elongated towards the rear than the previous model, with a shorter license plate holder. The pillion seat is positioned lower than the 2024 Streetfighter V4 as well.

What’s it like to ride

I stared at those new menacing headlights, took a deep breath and hopped on board the new Ducati Streetfighter V4S, expecting to have an absolute bullfight around the Andalucia circuit in Spain - but what happened next took me by surprise. I found out that the latest Streetfighter isn’t always a fire-breathing beast; the 2025 model is something of a friendly giant.

Leading up to our riding day in March, we’d caught a succession of sunny days that kissed the Andalucia mountain bowl, meaning the track and kerbs were perfectly dry and ready to host our Pirelli slick tyres. I’ve never ridden Andalucia before, so I researched the track before we went and found out it was designed by the 2014 Moto2 World Champion, Tito Rabat. The track comprises a series of what he thought were the worst corners from tracks across the globe. Creating such a track meant that if you got quick here, that would transfer to pieces of tarmac found in different corners of the world. That didn’t quite work for Tito, who bombed spectacularly in MotoGP, but it has left the rest of us with one of the most challenging trackday venues on the Iberian Peninsula. So, tyre warmers off, Sport mode selected, and off I went.

The first five laps of session one were simply mind-boggling. We had a few cones on track as guide markers for braking and apex points, but even so, the blind crests and multiple apex corners that make up the 3-mile lap were a lot to take in. After getting some pointers from Ducati’s test riders, and another 10 laps in the bag, I was starting to feel more confident in pushing the 1,103cc bike now that I knew the flow of the track a bit better.

The Streetfighter was feeling great in Sport mode. The power was set to Medium (still the full 211bhp but with a slightly softer mapping and delivery) with a medium level of intervention from the electronics across the board. It also set the Ohlins Smart EC3 semi-active suspension in a slighter softer state than some of the more racy modes. Here, the bike felt more than powerful enough for learning the circuit, I felt I had good drive outof the corners and a nice feel at the front of the bike. I was happy with how the Ducati was responding in Sport mode but was now feeling ready to try the Race mode to see what the difference was. Switching up to the top-tier riding mode made the Streetfighter feel like two different bikes. The power moved into High mode (still 210bhp but with a much snappier delivery), and the electronic intervention was lowered across the board. It also moved the Brembo braking system into Track Mode, removing rear lift detection and switching the cornering ABS to the front wheel only.

What I felt from the bike was that the throttle was so much more responsive, the stiffer suspension in this mode sharpened the bike on corner entry and exit, and I was able to brake just that bit later, thanks to this extra support. Now we’re on the rodeo ride of speed, and it was addictive fun on track. And just like at the fairground, you’re left wanting another go.

Two more sessions were all I had left, and I was ready to give my favourite corners more of a handful. All those 70 sensors that are at play from the Ducati Vehicle Observer were certainly doing their job as the bike remained composed while still having bags of character.

This sophisticated system has been developed through Ducati’s MotoGP project and is the wizardry that happens alongside the IMU that constantly monitors and adapts the bike to different riding conditions. You, as the rider, have the magic wand to control these sensors and tailor the levels of individual parameters such as traction control, wheelie control, slide control, engine braking and, on the V4 S at least, adjust the Öhlins Smart semi-active EC3.0 suspension settings.

The Ducati team on hand puffed their chests proudly and said, “We work hard to make these pre-set mode packages work”, and they certainly do, as I found the intervention to be quite strong, even on the lower settings and on a dry track. For road riding, I’m sure the pre-set parameters would work brilliantly, but the harder I was riding this bike, the more (or less!) I wanted in return from the system. Over the day, I adjusted the settings a little at a time, based on my feelings from the bike, in the direction I thought it needed to go.

That’s the beauty of this system, that so much can be configured; it’s not a one-size-fits-all system. With a few button clicks, even on the move, you can adjust the whole package, from the traction control, engine braking control, slide control, wheelie control and even the suspension. There is so much tech on this bike that one day of riding it only scratches the surface of what’s available, including so much that is road-specific. For example, there is a new ‘Cruise Detection’ feature that softens the suspension when the bike detects a constant pace (when on the motorway, for instance), making for a more comfortable ride. There is an incredible breadth of technology that is to be accessed on this machine.

It’s the first time in history that Ducati has transferred so many features from a Panigale V4 to a naked bike. Bar the odd tweak, the engine is exactly the same, as is the chassis and swingarm. The electronics package and the top-spec braking system, which is as high-spec as it gets in the two-wheeled world, are also directly derived from its faired sibling. The Panigale V4 is the first motorcycle in the world to be equipped with the Brembo Hypure front brake callipers, which are lighter and better at dispersing heat than the competition, and even they are transferred to the Streetfighter.

There are several corners at Andalucia where the best line was to roll in deep and fire it out on a late apex. Perfect for testing out the Hypure system. The back straight showed off the blisteringly fast performance from the engine, then squeezing the brake lever at the 200 metre marker going into the hairpin was dynamite on your arms but the brakes came into their own allowing me to head deep into the corner where I could confidently trail brake up to the apex, with the support of the cornering ABS modulating the rear brake for me.

A phenomenal braking system, along with brilliant handling, allowed me to chuck it into the corner. This, along with the new aerodynamic wings, was helping manage the load of the bike and keep it stable while carrying massive lean angle, despite the high and wide handlebars pushing back at me. The reshaped tank really helped me anchor myself through the corners, especially as my five foot four inches height meant that in some corners my outside foot would come off the peg in favour of more lean angle!

2025 Ducati  Streetfighter V4 S verdict

It’s obvious that Ducati wanted to keep the sporty prowess of the Panigale but in an option that makes it slightly easier to ride on the road. And while I only tested it on track, I don’t doubt that this would make a fantastic road bike with its more upright riding position, paired with Panigale technology and design.

It’s a bike you really need to take on track to unlock its full potential, but it would give you a brilliantly comfortable and enjoyable ride on the way to your favourite circuit, thanks to its roomy cockpit and easier-going ergonomics than a faired sports bike. Ducati wanted to create the best, resulting in a 211bhp, fire-breathing monster that would eat other supernakeds for breakfast, and Ducati are smiling at their new pet. And I am too.

The sheer presence of this bike feels provocative. The outgoing model was known for being a bit raucous at times, but features on this new model like the introduction of the new electronics, the double-sided swingarmx, the wings and the exhaust have all tamed the beast. If you want a race bike, get a Panigale, but if you want a immensly emotive road ride and the occasional blast on track, then this will do just that.

Pictures: AlexPhoto