2025 Ducati Streetfighter V4 and V4 S First Look

After debuting the new-generation Panigale V4 superbike earlier this year, we expected an updated Streetfighter V4 would soon follow, but rather than wait another model year to let the anticipation build, Ducati is giving the goods right away. Featuring many of the same updates the Panigale V4 received, the 2025 Streetfighter V4 and V4 S are more identical to their superbike siblings than ever. At the same time, rider-centric updates like revised ergos and more adaptable electronic suspension make them more approachable for road riders than could otherwise be expected of a 205 hp fire-breather.

Ducati says, “The Streetfighter V4 engine derives from the Panigale V4, with an even more direct link than the previous model.” Not that there was that huge of a difference to begin with. Compared to the outgoing model, this latest version of the 1,103cc Desmosedici Stradale uses higher-lift cams (+0.75mm for the intake cam and +0.45mm for the exhaust cam) with altered profiles. While it feels like name-dropping to mention its celebrity relatives, it’s worth pointing out it uses the same alternator and oil pump as the Panigale V4 R homologation special, and the same gear drum as the Superleggera V4 halo superbike. For the first time, it uses variable-length intake trumpets (25mm to 80mm)—the same as the Panigale V4. The Desmosedici Stradale’s signature features—90-degree layout, a counterrotating crankshaft, twin-pulse firing order, and desmodromic valve actuation—are all present and accounted for.

Compared to the Panigale V4, the Streetfighter has a shorter final drive via subtraction of one tooth on the countershaft sprocket and addition of one tooth on the rear. For better cooling, the radiator has a 17 percent larger effective cooling area; the oil cooler is also revised.

Ducati claims the Streetfighter V4 produces 205 hp at 12,650 rpm and 88.3 lb.-ft. of torque at 11,500 rpm. That’s just 4 hp less than the US-spec Panigale V4; the difference is down to different intakes. Should 205 hp (and volume levels approved by the Man) not be enough for you, an Akrapovič exhaust, available through Ducati’s performance catalog, increases output to a zesty 226 hp.

Like the ‘25 Panigale, the Streetfighter V4 uses an all-new frame and double-sided swingarm. The spartan-looking “front frame” weighs just 7.5 pounds—2.2 pounds less than the previous version—and has a 40 percent reduction in lateral rigidity to improve front-end feel in corners. Considering how communicative and responsive the previous model was, we can’t wait to sample the new version.

The “Ducati Hollow Symmetrical Swingarm” (that’s “double-sided swingarm” to you and me) reduces lateral stiffness by 43 percent compared to the previous gen’s single-sider. The only change from the Panigale V4 is slightly relaxed geometry (0.5 degree greater steering angle and 1mm greater trail). Like the Panigale, the Streetfighter uses Brembo’s new Hypure Monoblock calipers.

Ducati claims the Streetfighter V4 S weighs 417 pounds without fuel—just 5 pounds more than the superbike. The base model Streetfighter weighs 421 pounds.

While the base model Streetfighter V4 uses 43mm Showa Big Piston Forks and a Sachs monoshock, the S model uses the third-generation Öhlins NIX/TTX electronically controlled suspension. Ducati says the system has a wider range of adjustment than before, which should pay dividends on rough public roads. It adds, “the increased speed of the hydraulic valves offers a more precise and accurate response in every riding situation.” Unique to the Streetfighter, the rear suspension link is “more progressive” for greater comfort on the road. The design saves roughly 1.3 pounds and reduces the overall length of the shock. It’s mounted on bearings rather than sliding bushings. The shock also has a feature called “Cruise Detection,” which automatically softens suspension when the motorcycle is moving at a constant speed. Ironically, we don’t, ahem, “detect” any mention of cruise control in the release, which would be a welcome addition for a motorcycle with such a high-end electronics package.

Speaking of electronics, the Streetfighter has a host of of electronic rider aids, including Race eCBS combined braking system, Ducati Traction Control DVO, Ducati Slide Control, Ducati Wheelie Control DVO, Ducati Power Launch DVO, Engine Brake Control, and Ducati Quick Shift 2.0. Of note, the quickshifter ditches the microswitch (that little black box you typically see on the shifter linkage), and instead uses a gear drum position sensor for more precise shifter action.

By the way, that “DVO” suffix tacked on the end of some of those rider aid functions stands for “Ducati Vehicle Observer,” the same headlining feature that debuted on the Panigale V4.

In his first ride review of the Panigale V4, Bradley Adams says DVO, “estimates how much torque can be applied given known and predicted dynamics of the motorcycle…and none of this is accomplished with an abundance of physical sensors, rather through a program that ‘acts like 70 sensors’ and works with IMU data to analyze the behavior of the motorcycle.

“How about what it does? The best answer we have is that the system doesn’t wait for the rider to make an input before working, so much as it expects something from the motorcycle based on available data, then starts to move in this direction. Once the rider does what the system expects it would based on its understanding of the situation, the system gets to work, condensing the time it takes to manage a wheelie or any loss in grip.”

Advanced vehicle electronic control is esoteric to begin with, but Ducati’s latest innovation sounds like some sort of dark art. However, DVO was developed by Ducati Corse’s MotoGP effort, so we can be assured it offers measured benefits. Whether the average rider can take advantage of those benefits on the street is maybe a moot point—we’re talking about a 200-plus horsepower motorcycle with turn signals and a license plate bracket, after all.

With such a complex array of rider aids, the Streetfighter will no doubt make the most of its new 6.9-inch TFT display, which can be configured in various layout modes.

The Streetfighter’s new looks reflect the changes made to the Panigale, including better integrated, more effective aerodynamic winglets. Overall, the design changes were adopted to improve rider mobility, comfort, and control. Ergonomically, the Streetfighter benefits from a repositioned handlebar (10mm/0.4 inch closer to the rider than the previous model) and footpegs, which are lower, more forward, and 10mm closer together.

From what we can glean from the press release, the Streetfighter V4′s first major redesign is all about improving rider control. There’s no doubt that Ducati can extrapolate tremendous performance from its internal combustion engines, but the foremost challenge for designers and engineers is helping riders to harness that performance. Whether it’s by improving ergonomics, chassis feel, or electronic intervention, Ducati took a highly detailed approach to refining the way the rider interfaces with the machine. In the end, it’s all to serve a great balancing act.

The previous-generation Streetfighter V4 was such a success because it deftly balanced the competing priorities of street/track and practicality/performance. The danger of any new development is that it veers too far in one direction. From the looks of the 2025 Streetfighter V4, however, Ducati endeavored to improve on both fronts. It’s balancing on a higher wire with a longer pole: The stakes are higher for the tricky follow-up album, but higher performance and more practicality will hopefully balance out.

The new Streetfighter V4s will arrive in US dealerships in April 2025. The base model has an MSRP of $23,395. The S model, featuring Öhlins electronic suspension, lightweight forged alloy wheels, and a lithium battery, has an MSRP of $29,295.