2023 DUCATI STREETFIGHTER V4 S

Ducati hasn’t made vast changes to the new Streetfighter V4 S for 2023, mainly because the planet’s most ferocious nakedbike didn’t really require any. 

Power from the immense V4 Desmosedici Stradale remains at a claimed 155kW (208hp). So hardly an issue there. Peak torque also remains capped at 123Nm, an amount that no sane human being would complain about. Top-spec Brembo Stylema brakes remain, as does the main chassis and its superbike-inspired geometry.

Ducati has, however, tweaked the ergonomics and electronics, a similar bag of tricks performed last year to the Panigale V4, to make the Streetfighter V4 faster, madder and, believe it or not, easier to ride than ever.  

To test the new 2023 updates, we headed to the tricky and challenging Circuito de Andalucía in Spain to see if we could feel the differences and experience one of the most demanding nakedbikes on the market. In fact, the Streetfighter V4 S feels like it could have even been tamed a little – like it had a few horses shaved from its brutally potent motor – and I’d have been happy because every time you ride one on track you know you are in for a serious full-body-and-brain workout – it’s a beast like no other. 

Before we get to the relative subtlety of the 2023 updates, it’s worth re-familiarising with the sledgehammer itself. I spent the early sessions of this test using the Sport mode: short-shifting on the new super-smooth two-way quickshifter, trying to re-learn the racetrack.

But despite not pushing for a fast lap and barely bothering the business end of the rev range in each gear, the V4 felt utterly up for the fight. Like barely contained fury.   

Once back into some sort of Andalucian groove, it was time to start pushing for a fast lap in the super-focused Race mode. Race mode displays the Panigale dash, which clearly highlights the active rider aids in colour down the right side, plus an unmissably large gear position indicator, huge rev counter and the (utterly addictive and optional) GPS lap timer. 

Race and Sport modes share the same peak power and torque curves, with torque limited in the lower gears, but crucially, and more on this later, the Öhlins semi-active suspension delivers a tauter ride in Race.  

With the race dash active, it’s almost impossible not to chase a lap time on the perpetually up-for-it Streetfighter, and all-too tempting to treat every lap like Superpole, especially as every facet of the Streetfighter makes it feel and behave like an unfaired factory-issued racer. 

It loves to rev and makes hard power all the way to the redline. On Andalucia’s back straight it was still accelerating in fifth gear at 250km/h. Every time I opened the throttle it tried to separate my arms from their sockets as I was shoved back onto the seat’s bum-stop. 

It’s beyond muscular but, of course, being a modern Ducati, immaculately sophisticated too. What could and should be motorcycling chaos every time the throttle is opened is actually an exercise in measured efficiency and communication. As the world disappears behind you, the Streetfighter’s suite of updated rider aids are illuminating the dash as they busily and brilliantly suppress wheelies or send the traction control into overtime (despite running soft Pirelli slicks in perfect conditions) – and keep the bike planted, gripping and driving forwards in a relentless manner.

Later in the day, with my brain sort of dialled into Streetfighter World, I selected the new full-power engine mode (Full), which sits outside the riding mode options and has to be selected manually. And the only thing it does is limit the V4’s torque fractionally in first gear; every other gear is full fat – you’re on your own, kid.  

Until that point I thought the Streetfighter was desperately quick – like few other bikes I’ve ridden in 25 years of testing and racing – but this was another step. As I’ve found with Ducati’s Panigale V4, which I’ve ridden several times on track, an unrestrained, unleashed Stradale V4 stretches your mind as much as your arms. It gives both the rider and rider aids an intense examination and an even tougher workout that demands everything in terms of commitment and concentration.

It’s shockingly good fun. In fact, selecting Full is probably one of the most exciting things you can do on a motorcycle – and some highly tuned riders may prefer it to the more managed engine strategies (High, Medium and Low) when chasing that compelling lap timer. But if I was to ride on track all day, I’d favour the limited torque strategies, which give both the rider and outstanding electronics an easier time. For normal humans that also translates to a more enjoyable and satisfying ride. Probably quicker, too. 

So yes, the new 2023 Streetfighter is certainly sporty – sporty in the way Mike Tyson could get a bit snarky sometimes – but how much sportier it is than the previous model is hard to quantify. In testing, Ducati test riders were reportedly one-second faster on the new model compared to the older, fractionally heavier bike.

But for me, the real story is that the new machine is simply easier to ride fast.

Chassis-wise, the S model’s suspension remains Öhlins Smart EC 2.0 semi-active (spring preload is manually adjustable as before) but Ducati has raised the swingarm pivot to reduce squat (up 4mm) and moved weight forward, too, while tweaking the S model’s NIX30 fork to create a ‘sportier’, firmer feel, more like the Panigale. The bike’s weight is down by 1.7kg thanks to a new lithium-ion battery, but all other components and dimensions remain the same.

The suspension settings in Sport mode are nicely judged, with the bike relatively soft on track and easy to live with, and clearly made for a brisk ride up your favourite road. Up the tempo to the sharp end of the fast group though, and it becomes apparent that you need to opt for Race mode. As noted, power, torque and throttle remain the same, but the semi-active suspension makes a dramatic shift from road to track. The weight of the bike is more supported, the chassis feels livelier, easier to turn and ground clearance is improved. Within half a lap you are carrying even more corner speed and confidence.

So while it’s true that the Streetfighter is a demanding and physical beast to ride hard, it is discernibly less demanding to ride fast – if that makes sense. Until you go for an absolute lap time, the sheer brilliance of the suspension and electronics help you drive early off turns, using as many of those 208 Ducati horses as conditions allow – and help you do it lap after lap.  

Although unchanged for 2023, the feel and bite from the Brembo Stylema brakes are simply sublime. Stability is excellent, stopping power is absolutely stupendous and the new, one-litre larger fuel tank allows you to stay seated in the saddle with less effort.  

The brakes are backed up by excellent Cornering ABS EVO and the new Engine Brake Control EVO 2, which has three levels, and now engine braking is controlled whilst monitoring lean angle, gear and throttle. When you hit the brakes, there is very little traction on the rear, therefore less engine braking; as you release the brake and approach the corner apex, there is more engine braking, depending on speed, gear and lean angle.

As mentioned, the track dash display gives live readouts of the rider-aid intervention, clearly showing in full colour which ones you are using. Once back in the pits, you can scroll through your lap data, scrutinise lap times, discover your maximum lean and revs, top speed and even your maximum yaw, which is the measurement of the slide.  

Just to see what the beast would do, I removed the Ducati Wheelie Control (DWC) and predictably enough the Streetfighter raised its lightweight three-spoke alloy front wheel in first, second and third gears on a mere whiff of throttle over crests. It’s far easier and faster to lap with DWC active. Same story for the Ducati Traction Control (DTC) and Ducati Slide Control (DSC). 

The rider aids and new track dash make it all so easy, helping turn the Streetfighter into a supremely quick and fluent track device beyond the dreams of trackday regulars of just a couple of years ago. Rider aids aren’t for everyone but chasing lap times, trimming the electronics to suit, and watching the lap times fall can become wonderfully consuming.

This was a track-only test, therefore we can’t test fuel range, but the new 17-litre tank should give a slightly greater range. Quoted fuel economy stays the same at 7.6L/100km and, if the fuel tank provides more support on track, it should do the same on the road. 

There is a new Wet riding mode that limits power to a mere (123kW) 165hp, while throttle response and rider aids also reconfigure accordingly. As is often the case, this wet-weather mode might also be useful as a town mode or to save on fuel consumption.

Ridden in isolation it is difficult to quantify how much faster or better the 2023 updates have made the Ducati Streetfighter V4 S, especially as the key components – Desmosedici Stradale V4, chassis and brakes – are virtually unchanged from the 2022 machine. 

The tweaks have, however, made for a sportier setup. The new Panigale V4 dash isn’t just functional and visually appealing, it also helps turn the Streetfighter into an even sharper trackday tool than before. Yes, the bike is a beast that has to be ridden to be believed but it is also notably more refined and responsive – and easier to ride at a good pace. 

With the price of the base model set at $34,900 (ride away) and the price of the S at $39,000, this is a bike for the seriously committed.

But on track you will own a bike capable of taking it directly to the superbike squad and, as the 2022 bike has proved, one that also offers a comfortable ride home afterwards.  

Test  Adam Child  + Photography Alex Photo