Ducati Streetfighter V4 SP (2022) - Review

Let’s put this into context: Ducati’s standard £21,495 Streetfighter V4 S didn’t really need an upgrade. In my opinion, it is comfortably king of the hyper-naked market, its Desmosedici Stradale 90-degree V4 pushing out an incredible 208hp, kicking sand in the face of the competition and, on track, lapping faster than any other naked machine in history...

However, on the back of Ducati’s success with the Panigale SP, which sold out in just over a week, the factory decided to produce a naked SP version of the popular Streetfighter V4. The SP features lightweight carbon wheels that are 1.4kg lighter (and also deployed on the Superleggera), an STM-EVO SBK dry clutch, more track-focused Öhlins Smart EC 2.0 suspension, Brembo Stylema R braking, adjustable aluminium foot pegs and the stunning ‘winter test’ livery.

We flew to Italy for an exclusive ride on the limited Streetfighter V4 SP around the demanding Cremona racetrack. Back-to-back sessions against Ducati’s Streetfighter V4 S meant there should be an opportunity to spot the important differences.

Ducati Streetfighter V4 S vs SP

There might be almost eight grands’ worth of RRP difference but how does the limited-edition SP measure up to the already sensational Streetfighter V4 S?

2022 Ducati Streetfighter V4 SP Price

How much is the 2022 Ducati Streetfighter V4 SP? £28,895

There is no hiding the fact that the SP is pricy; just under £29K is a staggering amount of money for a naked bike. Ducati’s standard Streetfighter V4, with manually-adjusted suspension, is under £20k at £19,395, while the V4 S, with similar Öhlin’s semi-active suspension to the SP, is £21,495 – saving you £7400 over the SP.

Alternatively, Ducati’s standard Panigale is £21,495, and even the Panigale S is £26,595, making both cheaper than the SP.

Looking across at the competition, only MV’s Brutale can get close to the Ducati on desirability and power, the RS priced at £23,250 and the RR version at £29,300 (Read all about them here). Both have the same (quoted) 208hp output of the Ducati but makes less torque. Aprilia has the Tuono V4 Factory for £17,100 and KTM has the SuperDuke R for £16,395.

But here’s the real issue: Ducati has all but sold out of SPs already, so if you want one, you’re going to have to be quick (Ducati won’t confirm how many SPs have been produced, but I’d estimate around 1000 units).

Power and torque

Ducati has left the Desmosedici Stradale engine and fuelling alone, meaning it’s exactly the same as found on the V4 and V4 S variants. To be fair, the 1103cc V4 produces a staggering 208hp/153kw at 13,000rpm in standard form, with a whopping 90.4lb.ft (123Nm) of torque at 9500rpm, which is more than all the competition and surely enough for most.

However, like the Panigale SP, Ducati has added a dry clutch, rekindling memories of old Ducati race bikes. According to Ducati the STM-EVO SBK dry clutch ‘ensures more effective anti-hopping’ – and it’s easier to change, of course – but I think they really fitted it because its rattle sounds retro cool.

Engine, gearbox, and exhaust

If you can remember when we only had four TV channels, then the noise and rattle of the dry clutch will rekindle memories of old. I love the way it adds to the flavour and feel of the special SP.

There’s a distinctive Ducati bark from the standard exhaust, too, that’s amplified by the almost effortless quickshifter. Trundling down pit lane, clutch rattle reverberating off the garages and a few sharp blips of the throttle to add to the occasion… I’m giddy, and all too aware of the opportunity.

Ducati allowed me three sessions on the standard Streetfighter V4 S before I jumped on the SP. We already know both machines share the same engine and produce the same quoted power, but after half a lap I’d swear the SP has more. Even at a relatively slow pace, it feels livelier, sharper, and once up to speed it certainly feels like it has more grunt.

Exiting the second-gear, late apex left onto the 900-metre-long back straight, it’s throttle to the stop – rider aids busy controlling power, slide and front-wheel lift – and the SP drives ridiculously hard and feels even faster than the very fast V4S. But it’s not the engine making the difference, it’s the wheels. The lightweight carbon rims save 1.4kg, meaning significantly less inertia, and help the SP accelerate with even more crazed aggression than the Streetfighter V4 S. A bit like running in lightweight trainers as opposed to heavy Dr. Martin boots, but faster.

The V4 loves to rev in all three Streetfighter variants but in the SP things happen extremely quickly. At first you instinctively fire in a quick gear change well before the redline, but soon realise you can take the SP to the redline in each gear, and it loves it. The acceleration doesn’t tail off, it just keeps driving and surging forward, the limiting factor not the bike but how much you can physically take as you contort into the smallest possible shape, helmet pressed against nose, neck muscles straining. At the end of the straight, the SP was indicating 280kph (173mph) before fear and the need to jump on the Stylema R stoppers kicked in.

The sheer rev-abilty and punch of the Desmo Stradale allows you to treat the SP like a race bike, melting tarmac as it digs in between corners, or holding onto a gear, occasionally bouncing off the rev limiter for a fraction of a second, before peeling into the next turn. Yes, you can ride conventionally using the bike’s torque and short-shifting – but for the best results, take in a deep breath, trust in Ducati’s excellent rider aids, and thrash it.

Chad rode the S and SP back-to-back

Handling, suspension, and weight

The Ducati Streetfighter V4 S is suspended on Öhlins Smart EC 2.0 semi-active suspension. This suspension was specifically designed for the V4S and to work mainly on the road but can be electronically tailored for the track. The SP uses a similar system, but one transferred from the Panigale of 2020/21, with a slight change to the spring preload, and is therefore much more track-focused than the Streetfighter V4 S. The SP has the same travel, but stiffer front springs, more oil and different shims.

As mentioned, the wheels are 1.4 kg as previously mentioned, and overall the SP is 3kg lighter. There’s a grippier track-focused seat, and the adjustable aluminium pegs are set slightly higher. But the gearing, power, chassis geometry and wheelbase are as before.

During my warm-up ride on the V4 S, I didn’t think there would be much difference between the bikes – but I was very wrong. On the same track, in the same weather conditions and with the same Pirelli slick tyres, I was two seconds a lap faster on the SP. Perhaps there was an element of getting used to the circuit on the S, but I had three 20-minute sessions on the red bike and within three laps on the SP was already one second quicker. Once familiar with the feel of the new SP that quickly became two seconds, and it was easier to ride, too.

Those lighter carbon wheels make the SP feel faster but the largest noticeable difference between the two models is the handling. Rolling into corners, the SP is easier to manage and turns with less effort. Once into the corner, the suspension holds the chassis immaculately; there’s less squat and courtesy of the slightly higher pegs, more ground clearance. On the V4 S, I’d occasionally brush my toe sliders, giving the sensation I was bordering on the limit. Now, with a stiffer chassis and more ground clearance, I was able to let off the brakes a fraction earlier, carry more corner speed and allow the bike to flow with more lean and more speed.

In the slower, flip-flop section of the Cremona circuit, the SP was also faster to change direction, taking less effort to turn, and arguably more accurate too as it went apex to apex with precision. If I felt I was slightly wide, it was easier to correct a mistake.

All these factors accounted not just for a faster lap time, but a bike that is far easier to ride on track. When pushing for a fast lap on the V4 S it was hard work, but achieving the same lap time was less fatiguing on the SP. Fast trackday riders will feel more relaxed and less drained on the SP, especially after half-a-dozen 20-minute sessions. Yes, it’s still enormously physical – how can clinging to a 208hp beast while getting smashed by the wind blast at 280kph be anything else! – but the lightness of feeling of the SP combined with its handling accuracy make the SP a superior track bike to the V4S.

Dry clutch, electronic suspension and lightweight wheels are among the upgrades

Ducati Streetfighter V4 SP (2022) Comfort and economy

This was a track-only test, performed on Pirelli slicks. Ducati even remove the number plate and mirrors.

Ducati has changed the seat for a grippier perch for track use and it’s for solo use only. The adjustable pegs are a fraction higher than the V4 S’s, but only a fraction. The semi-active suspension is more track-oriented, but in the softer Street mode should react accordingly.

But the lighter feeling on track should also be felt on the road, while low-speed fuelling should continue to be excellent, and the SP comes with excellent rider aids including quickshifter and lean-sensitive ABS and TC. The dry clutch has a heavier action than the V4S, but this is only needed to select first gear then becomes redundant.

Again, fuel economy should be on par with the V4 S, which was never excellent. Ducati quote 7.6 litres/100km or 37mpg, and I’ve seen 40mpg on the V4 S, but it’s all too easy to have some fun, get the V4 revving and that fuel figure will drop to 8 litres/100km or 35mpg, or worse. If ridden hard you’ll need to start looking for fuel at 150km/93 miles. On track you’ll need to take plenty of spare fuel.

Brakes

You don’t get off the Streetfighter V4S thinking that it needs better brakes. They are very strong, don’t fade and are backed up by excellent Bosch cornering ABS EVO electronics. The SP has the same software, running new algorithms, but now the brakes have been upgraded to the Stylema R items, first featured on the Superleggera, which I tested in Mugello back in 2020.

With added cooling to stop brake fade, these stoppers are immensely strong but not overwhelming. On test, the SP went repeatedly from 173mph to second gear at the end of each lap, and even after a few sessions I was still braking too early with plenty in reserve. It’s amazing how late you can brake, and not only because the SP brakes are the next level. The lightness of the wheels reduces the stopping distance further while increasing stability, which is also aided by those huge carbon wings, which incidentally now feature a small Italian flag on the side.

Rider aids, extra equipment, and accessories

Rider aids remain the same as the V4 S but have been recalibrated with new algorithms to compensate for the change in handling and performance. Put simply, the SP accelerates faster, spins up fasters and brakes later, therefore the SP runs the same rider aids but with new parameters.

The list of rider aids is extensive: three riding modes, Bosch cornering ABS EVO, traction control, wheelie control, slide control, launch control, and engine brake control. Not forgetting the standard up and down quickshifter and Öhlins Smart EC 2.0 suspension.

The lean-sensitive rider aids are simply incredible. I rode in the standard Race mode on track and found them faultless. The Pirelli slicks provide excellent mechanical grip, giving the TC and slide control an easy time, but the wheelie control was working overtime, allowing the front to lift but still propelling you forward with severe acceleration. Ducati has wisely lowered (‘controlled’) the torque in the lower gears with one setting for first and second, and another for third and fourth. Only giving you full power from fifth gear onwards (Ed - mad isn’t it?), which makes the SP and S easier to ride on tight and twisty tracks.

You can tailor and trim the rider aids to how and where you ride, but I felt the standard Race mode was ideal, and would only need to be trimmed as tyre or physical degradation become factors, adding some TC to help me and the bike out.

Ducati Streetfighter V4 SP (2022) Rivals

Here’s a high-level comparison list of some ferocious motorcycles in a competitive sector of the market:

KTM 1290 Super Duke R

• Engine: 1301 V-Twin four stroke

• Power: 180bhp (132kW) @ 9,500rpm

• Torque: 103.2 lb-ft (140Nm) @ 8,000rpm

• Weight: 195kg (dry)

• Seat Height: 835mm

• Price: £16,349

Aprilia Tuono V4 1100 Factory

• Engine: 1077cc, 65-degree V4, four stroke, water-cooled

• Power: 173hp (129kW) @ 11,350rpm

• Torque: 89.2 lb-ft (121Nm) @ 9,000rpm

• Weight: 209kg (kerb)

• Seat Height: 837mm

• Price: £17,100

MV Agusta Brutale 1100 RR

• Engine: 998cc, four cylinder, water-cooled

• Power: 153kW / 208hp @ 13,000rpm

• Torque: 116Nm / 85.6lbft @ 11,000rpm

• Weight: 186kg (dry)

• Seat Height: 845mm

• Price: £29,300

Ducati Streetfighter V4 SP (2022) Verdict

Ducati hasn’t increased power or torque or tweaked the SP’s Desmo Stradale in any way, yet on a back-to-back test against the Ducati Streetfighter V4 S, I managed to lap two seconds a lap quicker. Ignoring the lap times, the SP is easier to ride faster as handling, stopping and acceleration have all been improved, which inevitably cuts lap times. The V4 S’s excellent rider aids remain, and the only downside to SP will be slightly less on-road comfort and a slightly heavier clutch. However, I’ll take the dry clutch every time as it sounds wonderful and adds to the already deep character of the V4.

Ducati has once again produced something very special. The SP is arguably the fastest, most exotic and most desirable naked bike on the market – it’s just a shame I can’t afford one, and even if I could they’re probably all sold out by now.

Ducati Streetfighter V4 SP (2022) Technical Specification

Photos: Alex Photo

Video editing: Too Fast Media

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