With 214bhp on tap, the Ducati Streetfighter V4 S is the most powerful supernaked money can buy. More to the point, it’s one of the most powerful motorcycles on sale, full stop, with only a few full-on superbikes (most notably the BMW M 1000 RR and Ducati’s own Panigale V4 S) in the same territory. It’s a staggering tour de force of performance engineering, and Ducati’s insistence on presenting it to the media on the racetrack tells you all you need to know about the extreme nature of this unfaired superbike.
For someone who has been around the block a few times, I find it almost unimaginable that road-legal, Euro5-plus compliant naked superbikes are making 214bhp. I've ridden fairly recent British Superbike racers with less power.
Straight away I was reminded how quick the Streetfighter is. Even on the opening lap this lighter and even more powerful 2025 bike desperately wanted to wheelie over crests, the wheelie control suppressing its excitement smoothly. The long back straight quickly reminded my neck and shoulders what 200+ horsepower feels like with no bodywork installed.
The Ducati Quick Shift 2.0 is as fast and smooth as a race set up, and rapid gear changes allow the revs to stay buried in the top quarter of the rev range. The 1103cc V4 loves to rev up to the redline at 15,000rpm, which is crazy. As soon as the shift lights illuminate, you tap another gear, and you’re back to the redline again.
The Andalucía circuit has lots of undulations and heavy braking sections, which is a true test of the suspension, but the EC3 system from Öhlins was up for the job. It’s built using the same components as the Ducati Panigale's, but with different settings as the bike is a fraction heavier and the rider is sat more upright, in a different position. During the first session, the set up was faultless, and there was immense feedback and grip.
Stability was also excellent. Ducati claims the twin biplane wings deliver 17kg more downforce than the 2024 bike (making 45kg total) at 270 kph (167mph), which we were just about hitting on the back straight. Getting a powerful naked bike to remain stable at speed is hard work as the rider is pulling on the ‘bars – hanging on for dear life, basically – and in turn pulling the forks out of their stanchions, shifting weight to the rear.
One way to rectify this is with a longer wheelbase, but Ducati have barely tweaked this, meaning this stability must largely be down to the wings.
With the V4 S sitting relatively flat and level on the straights, there isn’t that excessive and destabilising dive from extended forks you sometimes get with a naked bike when you hit the brakes from high speed. Instead, braking is smooth and secure, with incredible power and efficiency. Such is the system’s subtlety, I could play with the lever on the entry to the final turn, inducing a slight slide at the rear.
By the end of session two, it was time to pay attention and start exploring the plethora of rider aids. Power delivery and throttle response are stunning in Sport but I wanted to try Race mode, complete with Dynamic Ride By Wire and, in Active Track mode, more support from the EC3 suspension, especially on the rear.
Instantly, Sport makes a difference. The chassis is much tighter, and there's more support from corner entry to exit, while the throttle response is even more lively. I felt confident in faster turns, letting off the brakes early, carrying corner speed and even trying one gear higher.
Again, mid-corner the stability, grip, and feedback are first class while ground clearance, hardly an issue in any riding mode, feels even greater in the Active Track mode. Despite the obvious wide ‘bars, the supportive shape of the fuel tank allows you to hang off naturally mid-corner. Ducati claims they have added extra comfort to the seat, but only a back-to-back road test will tell us for sure.
As much as I loved the Race mode with its specific Active Track mode suspension (set up by Ducati for the purposes of our test), the sheer ferocity of the Desmosedici Stradale's power was almost too much in its Full mode. In Sport mode I could use all the revs, now I was short-shifting, trying to give my arms and body an easier time.
Andalucia is a physical track, and although I’d say I’m race fit and still compete at a decent level, it was hard work trying to contain the V4 beastie. It's great fun and a good workout, but I wasn’t using all the revs in the first three gears, especially towards the end of a long riding session.
Back in the pits, it was time to create my own setting. With engine power back in the milder full-power map – the same as in Sport mode – I still had 214 lovely horses on tap for the fast sections of the track but a softer throttle and fewer ponies in the lower gears. This is the beauty of the new electronics: you can tailor everything to how you ride.
Now, on this day at this track, I now had the perfect Streetfighter V4 S for me. It was more friendly at lower speed but delivering all its power in all the higher gears, with a supportive active chassis and rider aids near minimum. I actually lapped quicker and more consistently in this set up, opposed to the full Race set up with power on Full.
Ducati has essentially given us a naked Panigale V4S. This is good. It weighs 4kg less than before, is 6bhp up, and is now the king of its super naked class. If you want the most powerful naked bike, then you have to buy the 2025 Streetfighter V4 S. Only BMW’s M 1000 R, with a ‘mere’ 210bhp, comes close.
But this bike is not all about peak power and brutish engine performance. The new and lighter chassis and swingarm give more feel and, despite the power hike, make it easier to ride. The electronics and rider aids are some of the best on the market and able to transform the Streetfighter from gentle pussycat to hungry lion in just a few seconds. Its EC3 Öhlins suspension is unflappably brilliant, with clear feedback and staggering versatility. It too can transform the Streetfighter from an easy-going road bike to the sharpest track tool in mere moments.
This was a track-only test run in perfect conditions. We still need to try the naked V4 S on the road, where the peak power and aero wings won't have such relevance. Ducati hasn’t forgotten about the road rider: the ‘bars are 10mm closer, the pegs 10mm inwards, and seat has more support.
The suspension also has a more comfortable Road set up, and there is even a Cruise Detection Mode, which automatically softens the suspension when touring or, indeed, cruising. So it will be interesting to see if it has improved for everyday use and weekend jaunts.
But it does all come at a cost. The price is just shy of £25,000 in the UK, which is £5000 less than the £29,999 Panigale V4 S, but above similar competition in this class. The M 1000 R starts at £19,999, and Triumph’s new Speed Triple 1200RS, with the same EC3 suspension, is £17,495 – although that does come with less tech and 'only' 170bhp. The standard V4 is also available and drops the fancy suspension and lightweight wheels for a saving of a few thousand pounds.
And then you have the ‘budget’ options in the supernaked class, with the new Honda Hornet 1000SP and Yamaha’s MT-10, until recently the king of the category, costing around half what a V4 S will set you back. Sure, they’re not in the same league when it comes to power, spec and sophistication, but they still deliver plenty of performance and attitude – especially for use on public roads.
But if you want the ultimate then the Streetfighter V4 S has few equals. Even if it does come at a cost.
Ducati Streetfighter V4 S specification
Price: From £24,995
Engine: 1103cc V4, DOHC, four valves per cylinder, liquid cooled
Power: 214bhp @ 13,500rpm
Torque: 120Nm @ 11,250rpm
Transmission: Six-speed, chain final drive
Frame: Aluminium front frame
Front 43mm, Öhlins NPX 25/30 S-EC 3.0 pressurised fully adjustable, electronic compression and rebound damping 125mm travel
Rear Single rear shock, Öhlins TTX36 (SV) S-EC 3.0 unit. Fully adjustable with electronic compression and rebound damping 130mm travel.
Wheels 5-spoke forged aluminium Front 3.5 x 17 Rear 6 x 17
Tyres: (F) 120/70 x 17, (R) 200/60 x 17
Brakes: Front: Two x 330mm discs, radially mounted Brembo Monobloc Hypure four-piston calipers Rear 245mm disc, two-piston caliper
Weight: 189kg
Wheelbase: 1496mm
Seat height: 850mm
Fuel tank: 16 litres
Fuel consumption: 40mpg
Servicing First: 12,000km (7500miles) 12 Months. Valve check 24,000km (15,000miles).
Warranty 24 months unlimited mileage
Contact: www.ducati.com
