Motorcycle specifications Ducati1100 Streetfighter V4 2023 Heating magma

As strong as a Hypersport, the Streetfighter V4 rivals it in terms of electronics. The 2023 version reformulates the power modes for an even more rider-friendly experience. A "Wet" riding mode makes its debut, for a character more in tune with nasty weather or surfaces. Ducati also revises the dashboard display, shifter management, adjustable engine braking (upgraded to Evo 2) and cooling fan operation.

Ducati is fervent about improving chassis efficiency. The swingarm pivot has been repositioned 4 mm higher to increase the front-end load, bleed through corner entries, and provide greater precision and stability on exits... The V4 really pushes.
Let's briefly mention a few small adjustments for its benefit, following the new muffler drain; better rider restraint thanks to the new tank; an extra liter of fuel in its belly; more discreet radiator surrounds; blackened foot controls and brackets; and a few big euros more in the price. But given the way the Streetfighter V4 illustrates how to take the lead, it's easy to understand that it's a blast on every level

However, this hyper-roadster takes us to the next level. The one where reason is no more than a vague memory, when instinct is no longer even functional. Once you've crossed that threshold, you can grab the handlebars of the craziest roadster Ducati has ever created: the Streetfighter V4.

Is such a machine even allowed on the road? Doubts are legitimate. But when we look in the rear-view mirror, what do we see? There was a time when big roadsters with 100 horsepower were considered mean... around 150 horsepower, the worry began... Then the Tuono V4 and 1290 Superduke built a bridge to insanity. In Bologna, we took a huge bowling ball and swept it all away with one strike.

Their supercharged ball of nerves instantly frightened and impressed. Let's stop waiting, let's wear out the anxiety: there's 208 horses. 208 HORSES!!! Gentlemen, forget the jackets and sliders; opt for an anti-G combarde.

bestiality! There's no other word to describe this bike. By stripping the Panigale V4, the factory allows the Streetfighter V4 to show off essential mechanical parts. We can appreciate the crankcases and a few hoses, like a partially flayed muscle. Although undressed, the bike retains a number of lines designed to maintain its affiliation with the sportbike, with its set of shoulders joining the tank, or its eyes hidden at the bottom of the fork head. An aggressive block with an evocative light signature. Between the wheels, the entire mechanical system seems to have been shoehorned in and then compressed by an industrial press, so explosive does the force seem, right down to the end of the materials. Is that an understatement? It's beyond!

Most of the time, to design a very sporty roadster, a brand takes its big pistarde and then removes a good series of nags in favor of more low- and mid-range availability. Usually between 25 and 40 horsepower. What's left is already enough to crease the road. As for the Streetfighter V4, it only returns... 6 horsepower to the Panigale. 3% less power, in other words, an almost insignificant difference. Torque? Barely less. 12.5 mkg, obtained at 9,500 rpm.
OK, the Streetfighter V4 isn't the first to unleash so many watts. The new-generation MV-Agusta Brutale spits out just as much with its 1000 4-cylinder. Except that MV is closer to the high-end craftsman than to the classic manufacturer. Ducati, a premium generalist, offers its demented machine in larger series.

Barely touched up, the 1103 cm3 will be as impressive in this roadster as it is in the sports bike. It does, however, offer some comfort, thanks to an interesting trick. At idle, when the cooling circuit temperature exceeds 75°, the system deactivates the rear cylinder bank. As a result, less heat is generated when you stop at a red light.
Fans of engine technology will have just as much fun as with the Panigale. The Desmosedici Stradale isn't just insanely powerful. It also showcases the benefits of a counter-rotating crankshaft, for greater agility. Its "Twin Pulse" timing promotes a gravelly sound signature and improved traction. At the heart of this engine are cylinders with a bore identical to that of the MotoGP (81 mm), 52 mm oval throttle bodies, a battery of dual injectors, 16 steel valves controlled by the inevitable desmodromic process, and a little bonus in the final drive. Its ratio, shorter than on the Panigale V4, transmits 10% more torque. The result is even better acceleration... as if the 208 engines weren't enough.

Euro5 update. Given its modernity, there's no need to seriously redesign the engine to make it pass the standard. But a little bit anyway. Injection recalibration, integration of 4 lambda probes, rear manifold reductions, increased catalytic converters and limited consequences. The V4 block retains all its power, but requires 250 rpm more to reach it. Torque, on the other hand, is the opposite. With its maximum output at 9,500 rpm, it requires 2,000 rpm less

Perhaps because the bike is so heavy, it needs so much power? Not at all. Fully loaded, it's lighter than an 821 Monster. Once ready to ride, the twin only has to carry 201 kilos. Tripant, and déglinguos' - there's more horsepower than mass.
The simplest and most effective way to achieve this low weight, barely higher than that of the Panigale, while still offering a chassis capable of harnessing all the power, was to... use the Panigale's. If you're going to use the same engine, you might as well steal everything. Ducati has thus ensured a high level of performance on the road, and in apotheosis on the racetrack, the only place where riders can really exploit this high-handled missile.
The minimalist "Front Frame" weighs just 4 kilos and is supported by the engine crankcases for optimum rigidity. In fact, just about everything attaches to the drive unit: the rear structure, the swingarm, the footrests, the shoe and the fins. Winglets?

Yes, winglets, as we say in the business. Aerodynamics are at the forefront of Italian engineers' minds at the moment. The Panigale V4R began bringing them to the road, theAprilia RSV4 1000 RF Limited Edition followed, and the 1100 Panigale V4 and V4 S adopted them in turn. Winged appendages are now being added to the Streetfighter. The manufacturer emphasizes the need for stability at high speeds and under braking. The 4 wings are supposed to provide 28 kilos of support at 270 km/h. That's enough to counteract the strong thrust exerted by the air on the torso, helmet and shoulders at such speeds. A thought for the fork, which will have to absorb forces in all directions. An inverted 43 mm Showa BPF with large pistons, backed up by a Sachs steering damper. Sachs also supplies the rear shock absorber. The peripherals on either side are both adjustable for compression, preload and rebound.
When it comes to braking, you've got to think big. The pilot is the stone, installed in a slingshot, itself seated in a catapult. Everything has been taken care of, with large 330 mm discs, Brembo Stylema calipers (better than the M50s) and cornering-active ABS. If you're looking for something better, look no further than racing parts.
Since the 2021 model year, new master cylinders for the brakes and clutch have made their appearance. Their pumps provide a kind of natural bleed to counteract the presence of air in the circuit.

The Ducati Streetfighter V4 is packed with dynamite. But it knows how to pay attention to its rider. For starters, he's thinking of modifying the 16-liter fuel tank to install a seat that's a hair thicker than the one on his touring siblings. Secondly, he's not going to put you in charge without some serious on-board electronics. I'll let you guess where all the steering aids come from ;-).
Let's take a look:
- A 6-axis inertial unit to better analyze the bike's movements
- DTC EVO 2 traction control, with predictive analysis, optimized intervention and 8 levels of adjustment
- DQS Evo 2 Up&Down shifter, reducing gearshift times in both directions, taking into account the angle of the machine
- ABS cornering EVO, with 3 levels of more or less intrusive intervention
- 2-stage DSC glide control
- DWC EVO wheeling control
- 3-stage standing start assistant, for performance or stability
- EBC EVO 2 engine brake management, with 3 adjustment options
- Three driving modes: Race, Sport and Road.
There's no need for a dozen counters to set the parameters, follow the engine's pulse and keep track of speed. The handsome 5-inch TFT color display keeps you informed of what's needed, and what's not. Its 800x480 resolution provides a crisp, precise, condensed display; while the software offers two display themes, Track or Road.
As an option, you can have the DMS installed to connect your Smartphone, the DDA + GPS for telemetry or the DLT GPS to let the system automatically time your lap times. To think that the previous Streetfighter, the 1098, only had DTC; only on the S version.

Feel the need for an even more surreal roadster? Don't worry, Ducat supplies the optional alienation. The optional Akrapovic full-race exhaust gains you plenty of horsepower and weight, pushing the wattmeter to 220 bhp and shaving off 6 kilos.

Or are you tempted by better suspension? The S model gives you a taste of Öhlins' semi-active damping, the Smart EC 2.0. With the added bonus of forged aluminum wheels, 2 kilos less weight and even more agility.

You can also combine the two, for a Streetfighter worthy of a prototype on cocaine adrenaline.
Fun fact: there's a passenger seat and footrests. Make sure he has a defibrillator and some medical assistance. It's unusual to ride a duet on an enriched plutonium grenade.

M.B - Manufacturer's photos