Ducati expands its Streetfighter V4 range with the addition of the Sport Production “SP” model ahead of MY2022. Racing livery and wind tunnel-tested bodywork wrap up the package. Under the skin, a Desmosedici Stradale serves as the beating heart with over 200 ponies on tap. Top shelf suspension and ride-control electronics complete the package, and overall, it sits at the head of the table for the Streetfighter family.
The Streetfighter V4 SP produces 208 horsepower and 90.7 pound-feet of torque. Yeah, on a bike that weighs 432 pounds soaking-ass wet, so right away you know it’s a fun ride.
As the ingeniously clever name suggests, the engine layout is a V4 configuration, but due to the Twin Pulse firing order, it runs like a V-twin. Massively oversquare, the mill runs with an 81 mm bore and short, 53.5 mm stroke for a total displacement of 1,103 cc and a seriously-hot, 14-to-1 compression ratio. Whether you use it as a race bike on a race track with race fuel or not, you will have to accommodate the engine’s octane needs one way or another.
Ducati’s legacy of using Desmodromic valve timing persists into this Desmosedici Stradale mill, so there are no valve springs. Instead, a pull-closed cam provides positive poppet closure. This prophylactic measure eliminates the chance harmonic valve float becomes a factor since it’s prevented from forming in the first place.
Each combustion chamber carries a quartet of poppets to make this a fairly free-breathing engine, and it has to be since it will wind up to a dramatic 12,750 rpm. The dry slipper clutch is hydraulically actuated with a self-bleeder that promises consistent performance, and the six-speed transmission comes stock with Ducati’s Quick Shift feature. The DQS lets you bang your way both up and down the range without ever touching the clutch.
For the electronics, they are extensive. There’s a six-axis inertial measurement unit that informs the other systems, so everything that can be corner-sensitive is corner sensitive. The engine electronics run with traction/slide/wheelie/engine-brake controls, most of which also are “EVO 2” features, for a near-unmatched electronics suite.
A set of Riding Modes oversee all and allow for quick personality changes on the fly using the switch cubes on the handlebar switch housings. A chain-type final drive carries power to the rear wheel, and the overall drive ratio on the Streetfighter V4 SP turns out a top speed of 180 mph.
On its face, the Streetfighter V4 SP is technically a trim package added to the base-model Streetfighter V4, but the improvements cut to the bone. In one way or another, the changes both expand the performance envelope and lighten the overall weight to improve the weight-to-power ratio.
It starts out with a lightweight and tough carbon-fiber front fender cut down to the limits of functionality. Less air contact means less drag, and of course, the low unsprung weight helps the suspension responses as well.
Dual LED headlights split the night with a DRL brow, also LED, that improves your visibility to the rest of the world during daylight hours. The digital instrumentation screen handles all of the pertinent metrics along with the ride-control and safety suite from its perch atop the headlight housing.
At the entrance to the scoop, the limited bodywork presents a strong leading edge that quickly peters out toward the rear. Not only does this act as a cowling for the coolers but it supports biplane foils on both sides. The foils generate extra downforce on the front wheel at speed to keep the nose down and the front hoop planted. They come with downturned tips to prevent the drag-inducing wingtip vortices from forming to protect the overall gains garnered elsewhere.
The 4.23-gallon fuel tank comes with a broad flange ahead of a strong wane to meet the narrow seat and frame. This makes it easier to put your feet down while leaving room and knee-traction for body English moves. Still, the seat is tall at 33.3 inches off the deck, so shorter riders will draw extra benefit from the skinny waist.
A tailbone pad helps cradle the pilot’s posterior while an aerodynamic spoiler covers the rest of the tail over a stylized taillight. The dual-LED lightbars double as turn indicators and a swingarm-mount hugger completes the gear in the rear.
Ducati takes the stressed-engine concept to the Nth degree on the Streetfighter V4 SP with a bolt-on, aluminum-alloy front frame section. The 24.5-degree rake and 4 inches of trail put it deep into agile territory. An Öhlins steering damper comes stock to absorb the brunt of the kickbacks you get when you start lifting the front wheel even a little bit. Out back, a single-side swingarm articulates for the rear wheel and keeps unsprung weight down through its pared-down construction.
Öhlins supplies the suspension with a set of 43 mm NIX30 forks up front, and a TTX36 monoshock out back. Both ends are fully adjustable, but the real selling point here is the Öhlins Smart EC 2.0 system that actively delivers event-based adjustments for a superior ride.
The fandanglery continues into the brakes with the Bosch Cornering ABS on oversight at both ends. Dual four-pot calipers bite huge 330 mm front discs that deliver lots of leverage, while out back, a twin-piston anchor and 245 mm disc take care of business.
A set of lightweight, five split-spoke, carbon-fiber rims round out the rolling chassis in a 17-inch diameter, lined with Pirelli Diablo Rosso Corsa II hoops in a 120/70 ahead of a fat, 200/60. Naturally, the rubber rolls with a “Z” speed rating that will actually tolerate much greater speed than the Streetfighter V4 SP can dish out, so you are well within the performance envelope of your tires, even at top speed.
The 2022 Ducati Streetfighter V4 SP costs $35,500. It rolls in the “Winter Test” livery with red trim and brushed aluminum details.
Provided Equipment Intended for vehicles used only in closed-course circuit, the law prohibits its operation on public roads.
No doubt, the Streetfighter V4 SP is a hard act to follow. Italy’s Northern neighbor, the Austria-based KTM, may have the answer with its 1290 Super Duke R EVO.
As for looks, Ducati wins the beauty contest hands down, especially in light of the perhaps overly-edgy bodywork and extreme angular look of the KTM. Take that for what it’s worth, which is not much against the things that actually matter such as performance, for instance.
Toward that end, the KTM’s V-twin puts out 180 ponies to fall a bit short of the Ducati’s brute power. It makes up for some of that with a greater torque output of 103 pound-feet, so it’s a trade-off in the end.
Electronics are generally equal with maybe the slimmest of advantages from the Duc’s impressive suite. Electronically-controlled suspension is another constant across the board to make this Duke a worthy opponent indeed.
Unfortunately for Ducati, things go downhill fast at the checkout. Against the Super Duke’s $19,599 sticker, KTM is in an enviable position, unless you just don’t like orange.
“All joking aside, the Streetfighter V4 SP lives up to the hype and is certain to make some budding racers very happy. That said, this is not a beginner’s bike, but instead, perhaps a naked-sport trainer for the track. Even on the track, it’s intended for riders who have cut their teeth on less-noble machines.”
My wife and fellow motorcycle writer, Allyn Hinton, says, “Right off the bat, this is not a V4 S with a few bits and bobs added. This bike is designed for the track, make no mistake. It shares the engine and front frame with the V4 S, suspension from the Panigale, and wheels from the Superleggera so Ducati takes the cream of the cream and puts it all together for a bike that’s faster than the V4 S ever hoped to be.”
KTM photographer credit: Philip Platzer
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