Swing a leg over the 2025 Ducati Streetfighter V2 S and it’s instantly clear this isn’t just a stripped back Panigale. It’s narrow, nimble, and upright with wide, one-piece handlebars that give a commanding, open riding position. The large TFT dash is crystal clear, with riding modes (Race, Sport, Road, Wet) all tweakable on the fly. It’s Ducati’s entry into the heavily contested naked middleweight class, so needs to be good to cut it against such tough competition.
The Streetfighter V2 is the third in a trilogy of new-for-2025 models featuring their all-new, non-Desmo, V-twin powerplant. We’ve already tried out the Panigale and Multistrada flavoured models, and now it’s the turn of the aggressively styled (and named) Streetfighter.
Like those other models, the latest Streetfighter V2 is actually less powerful than the bike it replaces, but like the other members of the family it’s been on a pretty severe diet too.
Sure, it’s down 33 horses on the old V2 (delivering a claimed peak power of 120bhp), but it’s also 18kg lighter—and that shows. Put them in a drag race and the old one might edge it. In the bends, where the fun is to be had, this latest V2 S feels alive and featherlight. Think of it as a supermoto with a master’s degree in handling.
Unlike the semi-active V4 S, the V2 S sticks to manual Öhlins suspension. It’s good quality gear, proper stuff you can dial in yourself. Rider aids? You name it, it’s got it: traction control, wheelie control, cornering ABS, engine brake control, and Ducati’s excellent Quick Shift 2.0. Each can be adjusted on the fly and without a fuss. Heated grips and cruise control were also fitted to our test bike. They’re optional, although they do feel like must-haves on an expensive bike like this.
Essentially the Streetfighter is a naked version of the Panigale supersport machine. Despite its DNA, the Streetfighter V2 is surprisingly relaxed around town. The Öhlins forks are plush rather than punishing, and the throttle is creamy smooth—at least above 2,000rpm. Below that, it’s still a bit lumpy, but hey, it’s an 890cc V-twin, not a sewing machine. Ducatis are famed for their character and there’s still plenty of it.
Unleashed on open roads, the engine is a joy. Below midrange, it pulls like a big single. Above it, the twin surges with torque, the twin silencers adding their own snarling soundtrack. And toward the redline? It revs like it wants to be a triple. The previous 955cc ‘Superquadro’ version was nothing like as smooth.
We rode the V2 S on track and road, and an empty stretch of second and third gear sweepers revealed the brilliance of the conventional Öhlins setup in the real world. It’s plush in day-to-day riding but composed when pushed. It holds the chassis taut without drama—no pogo-ing, no wallowing. Just confidence.
The bike eggs you on and encourage big lean angles without complaint. It rolls out of the factory wearing Pirelli’s Rosso IV and although they’re not the absolute stickiest rubber out there, they give plenty of grip and feedback. It all inspires plenty of confidence and has loads of ground clearance. In fact, no matter how hard I tried to get the pegs down I couldn’t.
There are three engine modes (High, Medium and Low) although they don’t make as dramatic an effect on the overall feeling or fun factor as they do on the more powerful V4. There are, at the end of the day, ‘only’ 120 friendly horses on tap, and the ride modes also don’t affect the chassis setup on the way they would on a bike with electronic suspenders (such as the big brother V4 S).
It's all accessible and friendly. Most will choose settings based on road conditions, not performance. I turned off the wheelie control and left traction control on. It was, for me, a perfect combination. The cornering ABS also changes in conjunction with the pre-selected riding mode although, unlike the wheelie control, you cannot turn off the system entirely.
You can opt to deactivate the rear though, so the skids (and wheelies) are possible (on closed roads of course!). Realistically, there’s no need to want to deactivate the ABS anyway. The Brembo M50 calipers provide excellent feel and the electronics mean the anti-locking system is very unobtrusive.
The very name ‘Streetfighter’ sums up the bike’s attitude but, despite the hooligan vibes, there’s a practical side as well. The mirrors work and the riding position is roomy. You can even add a pillion seat, although your ideal passenger will be both brave and small. With the (optional) cruise control and decent fuel economy (50–60mpg), 200-mile days are doable, though your backside may start protesting after 150.
Where the V4 S is a fiery handful, the V2 S is all about usable thrills. It’s a Ducati you could ride every day, and still tear up your favourite backroad or trackday with a grin. It’s tame enough at everyday speeds for newbies, rewarding for veterans, and packed with Ducati soul.
All this being said, rivals like Triumph’s Street Triple RS, Yamaha’s MT-09 SP, and KTM’s 990 Duke are also brilliant. I love them as well, and they are significantly cheaper too. And that will ultimately be the rub for many buyers because, at £15,990, the V2 S is the most expensive bike in the category by quite a distance.
That said, for a two grand saving you can get the ‘base’ Streetfighter V2, which has more basic suspension (with a set of Marzocchi forks up front and a Kayaba rear shock), a less comprehensive suite of electronics and a few more kilos to carry around. The standard bike does, however, has exactly the same engine spec and comes with a dual seat as standard.
We haven’t had the chance to try out the standard version yet, although it’s fair to assume that it’ll still be a banger – even if it’s still a grand more expensive than the aforementioned rivals.
Verdict
Without the older Superquadro-powered V2 around for a side-by-side showdown, it’s tricky to say exactly how much the drop in power is felt—but honestly, the new V2 doesn’t leave you wanting. Its lighter engine pulls strong from the get-go and keeps that pep all the way to the top. And it weighs 18kg less? That’s seriously impressive engineering.
Taken in isolation, the new V2 is light, friendly and seriously fun. It’s easy to get along with, sporty enough to keep things exciting, and totally confidence-inspiring, even for newer riders. But don’t let that fool you, put an experienced rider in the saddle and chances are they’ll be laughing like a kid who just got away with something. It is a Ducati Streetfighter, after all.
It’s closely related to the Panigale V2, so it’s no surprise it feels right at home on a twisty track. The rider aids are top tier for this middleweight class, and yeah… I actually really like the styling — even the under-seat exhaust, which sounds properly cheeky too.
It’s a hotly contested category and, for me, it’s the most tempting option out there, though it doesn’t come cheap.
The Streetfighter V2 definitely put a grin on my face. It’s the bike I’d want waiting for me in the garage. But the real question is ‘would I fork over the extra cash?’ At £16k it should be better than its middleweight rivals and I don’t think I could answer properly without riding all the competition back-to-back.
2025 Ducati Streetfighter V2 S specification
Price: £15,990
Engine: 890cc V-twin, DOHC, four valves per cylinder, liquid cooled
Power: 120bhp (88kW) @ 10,750rpm
Torque: 93Nm @ 8250rpm
Transmission: Six-speed manual, quickshifter (up and down), chain drive
Frame: Monocoque aluminium
Suspension: (F) 43mm USD forks with rebound and compression damping adjustment (R) preload, compression and rebound adjustable single shock absorber.
Wheels: Cast aluminium, (F) 17” x 3.5”/ (R) 17” x 5.5”
Tyres: Pirelli Diablo Rosso IV (F) 120/70 x 17 (R) 190/55 x 17
Brakes: (F) 320mm disc, Brembo M50 four-piston radial caliper, (R) 245mm disc, Brembo two-piston caliper. Cornering ABS
Weight: 175kg (wet, no fuel)
Wheelbase: 1,493mm
Seat height: 838mm
Fuel tank: 15 litres
Fuel consumption: 53.3mpg
Service intervals: 9,000 miles/24 months
Warranty: 24 months unlimited mileage
Contact: www.ducati.com
Words: Adam Child ‘Chad’
Photography: Alex Photo
