2022 Ducati Streetfighter V2 - Review

Converting focused sportsbikes into performance nakeds is a trick Ducati has successfully performed many times. Now, for 2022, the Italians have extended their Streetfighter range with the launch of the Streetfighter V2, an ‘introduction to the Streetfighter brand’, they say. But this is no entry-level bike; the 153hp V2 is heavily based on the track ready Panigale V2 but now in naked format. It comes with the same engine, similar fully adjustable suspension, and excellent electronics as the Panigale V2, but now with a softer seat, lower pegs and high, wide bars. The naked version should be easier to manage and more comfortable than the Panigale V2. Only one way to find out, which is why we embarked on a full day of testing on both road and track in southern Spain.

2022 Ducati Streetfighter V2 Price

How much is the 2022 Ducati Streetfighter V2? £14,995 but it’s only available in red, just like it V4 stablemate, and as we type up this launch review there is no PCP detail available.

Power and torque

The 955cc 90-degree Superquadro V2 is taken directly from Ducati’s sporty Panigale and makes 153hp/112.3Kw @ 10,750rpm and 74.8 lbft/101.4Nm @ 9000 rpm. The Streetfighter’s peak power is 2bhp lower than the Panigale V2, and there’s slightly less peak torque too. This is due to the relative lack of ram air effect into the airbox compared to the Panigale. Internally, both engines are the same.

Ducati has shortened the gearing on the Streetfighter as a tall top gear (creating a high top speed) isn’t a requirement on a naked bike – enabling acceleration that is even more rapid than the Panigale V2. The change in gearing also means the Streetfighter hits peak torque at a lower speed than the Panigale V2.

Engine, gearbox, and exhaust

There are three riding modes to choose from – Sport, Road and Wet – and each have different power characteristics. Sport and Road are full power, with differing throttle response, whereas the Wet mode is down to ‘only’ 110hp. Not only do the modes change the power but they also interact with multiple lean-sensitive rider aids: DTC (Ducati Traction Control with 0-6 levels), DWC (Ducati Wheelie Control, 0-4), Cornering ABS and EBC Evo (Engine Brake Control, 0-3).

As we embarked on our journey on the super-smooth traffic-free roads of southern Spain, I opted for the standard Road mode, with the standard pre-set rider aids. Despite the ‘Joker Face’ of the DRLs and aggressive marketing images of the new Streetfighter, it's actually rather docile and easy to live with. The engine pulls cleanly from 2500rpm, with plenty of mid-range torque, which means you don’t need to be dancing up and down on the bi-directional quickshifter. There’s a noticeable step up in power around 6000rpm, and it will happily rev to the redline should you wish to get a little fervent. But our road ride was on the sedate side, as we negotiated the many deserted hill-top villages close to the Monteblanco circuit.

In Wet mode, selected from the switchgear on the left bar with a closed throttle, a drop in power and urgency is obvious – it feels like the throttle has more movement to it, with less reaction. Rider aid intervention levels are increased for tricky conditions, and over speed humps or during hard acceleration the electronics are working overtime – yet are still smooth and unobtrusive.

It’s pleasing to discover that the modes aren’t just techy gimmicks, and there’s a noticeable change when you switch to Sport mode, too. Power delivery is more urgent, the Ducati wants to run. Despite some intervention form the TC and anti-wheelie, the front will lift on occasions but, reassuringly for inexperienced riders, its height is limited and it’ll only cover a short distance before gently falling again. Get the photographer lined up and the Instagram shot will look ace. If you’re the kind of rider who rock climbs without ropes, then both TC and the wheelie control can be switched off.

As you might expected from a 955cc V-twin, there’s a judder when the revs drop below 2000rpm, but certainly nothing like twins of old.

2022 Ducati Streetfighter V2 - On Track

Around the demanding Circuito Monteblanco, I was unsure how this ‘introduction’ to the Streetfighter line up might fare, especially given the track’s fast sections and one-kilometre straight. But, of course, the 955cc Superquadro still pushes out over 150hp, which is more than Carl Fogarty had when he took his first WSBK championship for Ducati. At the end of the main straight the V2 was indicating 255kph/158mph before I was forced to focus on my braking point.

This is a rapid motorcycle, whose low-gearing promotes startling acceleration. But it’s also far less intimidating than Ducati’s mind-blowing V4 Streetfighter; you have more time to think, pick a line and focus. The V2 delivers a combination of mid-range torque and free-revving power that gives great drive out of corners and is equally happy holding on to its revs as it charges clockwise towards its limiter. It doesn’t try to rip your arms from their sockets, but it is quick enough to give your upper body a thorough workout during a 20-min track session in the Spanish sunshine. It’s a neat and carefully blended balance, one that neither overwhelms nor leaves you wishing for more on a trackday.

Handling, suspension, and weight

The Streetfighter shares the same monocoque frame as the Panigale V2, using the Superquadro engine as a stressed member. The suspension is similar, too, with fully adjustable 43mm Showa Big Piston Forks and a fully adjustable side-mounted Sachs unit on the rear. The non-adjustable steering damper is also by Sachs. Does that mean one day we’ll see an ‘S’ model with full Öhlins? Maybe. You guess would be as good as mine.

Outwardly, the forks appear the same as the Panigale’s but carry more open settings for road riding and comfort. The rear Sachs’ set up is close to the Panigale’s, too, but now the shock has more movement because the swing-arm is 16mm longer. Ducati has lengthened the swing-arm to improve stability, as naked bikes are inherently more unstable than fully faired bikes due to the lack of aerodynamics and the upright position of the rider.

The road test was split into two sections – road and track – running the same Pirelli Diablo Rosso 4 rubber for both elements. On the road steering is light and fluid. It’s satisfying to sit tight in the Streetfighter’s comfortable saddle and simply point and steer with minimal effort. High and wide bars, a roomy riding position and the lack of bulk from this 178-kilo naked all contribute to a bike that is easy to manage and enjoy. Even when I upped the pace, it was hard to criticise the bike. The suspension remained pliant yet was able to take on some aggressive riding without any loss of control. Feedback from the Pirelli rubber was excellent, ground clearance wasn’t an issue, and at no time did I feel the need to fiddle with the suspension’s damping adjusters either.

For the track element we tickled the suspension, adding 4mm of spring pre-load front and rear to give the chassis more support and increase ground clearance as the V2 ‘Fighter has lower pegs than the Panigale V2. Despite using road-focused rubber the Streetfighter continued to impress. Steering remained accurate and sharp, ground clearance, with that added pre-load, meant only my toe sliders touched on the odd occasion, and feedback from both ends was excellent.

As the pace increased to race speeds, the Diablos reached their limit. But even while releasing the powerful Brembo stoppers at the apex with lean, when the front tyre is working overtime, there was still so much feedback although I felt its limit was close.

 The rear tyre was better behaved, only complaining a few times. But again, you can feel the movement, feel the limit (on a slippery track) approaching – and always that lean-sensitive TC was working seamlessly in the background. Back in the real world, I think a commute, Sunday fun day or trip to town should be ok on the Pirelli’s.

I thoroughly enjoyed riding the V2 on track, arguably more so than its big brother, the V4. The limitations of the test were not the chassis, but the grip level of the track and the road-biased Pirellis which were asked to work outside their design parameters. I’d love to try the Streetfighter again on Pirelli slicks or SC1 race rubber as I believe there is more to come from this chassis, and even more fun to be had. Though I appreciate the relevance to road riding where 99.9% of this bike’s owners will be, is minimal.

2022 Ducati Streetfigher V2 - Comfort and economy

This is where the Streetfighter V2 excels. As a road bike it makes a lot more sense than the sexy Panigale V2. The riding position is obviously more upright than the Pan’, it’s even more upright than the Streetfighter V4. The seat is wider, thicker and flatter, and there is more legroom between the seat and pegs, which are a fraction further forward.

With no bodywork to hide behind, high-speed touring is going to be as much fun as playing in goal for San Marino, and pillions must be either tiny or brave – or both.

The fuel tank capacity remains at 17 litres and Ducati quote 6 litres / 100km which is about 47mpg. On a relatively steady 130km road ride, I averaged a far more economical 4.8/100km, or 59mpg, which in theory gives a tank range of 218 km (173km is claimed).

Brakes

As with the suspension, the stopping parts also transfer over from the V2 Panigale, featuring M4.32 Brembo front callipers and a set of 320mm discs and a self-bleeding master cylinder. The only difference is the pad material, which is less aggressive, and the fact the brakes must stop a couple of kilos more than the 176kg Panigale.

On the road the Brembo set up, backed up by Bosch cornering ABS, is faultless – powerful with two or single finger braking is more than enough. On track, straight line braking on smooth surfaces is shockingly good, a real eye-opener, with no fade despite punishment. It's only when pushing for lap times, whilst braking heavily over bumpy sections could I feel the ABS intervention, but again this felt reassuring and was down a combination of factors: road biased rubber at its limit, a bumpy track, and the level grip slightly lower than expected. Fit some track day rubber and I doubt you’d ever sense the clever intervention.

Rider aids, extra equipment, and accessories

The Streetfighter V2 has three riding modes – Sport, Road and Wet –each one has a different power mode, with Wet limited to 110hp. DTC Evo 2 traction control (with 0-8 levels), DWC EVO (0-4), EBC Evo (up to 3) and corning ABS with three different set ups. You can change the modes from the set-up menu at a standstill, remove the wheelie and traction control if you require, even opt for the least intrusive of the braking strategies, ‘set up 1’. Set up 1 is front ABS only, not lean sensitive with the rear ABS deactivated. All this is relatively straightforward, with the switchgear on the left bar interacting with the full colour 4.3-inch TFT dash. By modern standards, the dash is a little on the small side, and doesn’t have Bluetooth connectivity. I don’t mind not having connectivity, but I do prefer the full-colour clocks on the new Multistrada V2.

On track, Ducati fitted the optional wings, stolen from the V4. Not only do they give the V4 an aggressive edge but also increase downforce, although will set you back £237 in plastic or £1100 in carbon.

As you’d expect, an Akrapovič exhaust system is listed, but is an eye watering £4261. For that, weight is reduced by 7kg, and power increases from 153bhp to 157bhp, while torque also increases by 2.2 lb/ft. Practically, there are heated grips (£263), a tank bag (£251) and both a lower and higher seat (£182).

Rivals

Here’s a high-level comparison chart of the Streetfighter V2’s main competition in terms of price, power and goodies:

2022 Ducati Streetfighter V2 - Verdict

The new Streetfighter V2 is far easier to ride and manage than Ducati’s Streetfighter V4, and in many ways a better road bike than Ducati’s Panigale V2. It’s roomier, comfier and cheaper, yet has almost the same power, rider aids and chassis. On track, with race rubber, it wouldn’t be much slower than the Panigale V2. If you mainly ride on the road, the Streetfighter makes a lot of sense with its more upright seating position, but is arguably not as desirable as the Panigale.

There’s no hiding the fact that as a premium product it comes with a premium price tag but, as a versatile road bike, it’s not just impressive against the race-ready V2 but sits confidently in that enjoyable gap just between track-focused, arm-ripping super nakeds and the easier, more compliant, road-focused middleweight naked machines. Road or track, it won’t disappoint.

2022 Ducati Streetfighter V2 - Technical Specification

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Photos: Ducati - ALEX PHOTO (Cavadini-Barbanti-Puig)

Video editing: Too Fast Media

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