Ducati rolls into 2022 with a freshly updated Streetfighter V2 model that displays copious amounts of Panigale DNA, but in a more street rider-friendly package. New ergonomics strike a balance between sport-tastic handling and comfort to appeal to a wide swath of riders. Performance and ride-control electronics remain on the top shelf.
To call the Streetfighter V2 a Panigale that’s been stripped of most of the bodywork sells this bike short, methinks. While it’s true that the panels are minimal by comparison, they bring a vibe all their own to complete the ensemble and leave the Streetfighter V2 with its signature look.
It starts with the vented front fender that’s chopped down to the limits of functionality and doubles as a spoiler for the inverted front fork tubes. Also minimal is the headlight housing that borrows from the Panigale for its shape. Plus, it rocks a V-shaped DRL bar to tie in with Duc’s sportbike family. In the interest of keeping the bike looking clean for street riders, the factory held back the downforce-generating biplane-wing features, but if you’re definitely looking to hit the track, the wings are available in the accessories catalog.
The 4.5-gallon fuel tank and chin fairing are visually tied together by a narrow radiator shroud that just barely covers the ugly parts, but it’s exactly this attention to detail that has the new Streetfighter V2 weighing in with a 441-pound curb weight.
The wide aluminum handlebar comes with just a little lift for a more-upright riding posture, and the seat is bigger with thicker padding this year to give your butt a break. TFT tech drives the instrument display, while the rest of the bike rocks LED emitters for the visibility and safety they bring to the table. As for the infotainment features, the Ducati Multimedia System is available as a plug-and-play option.
Additionally, the taillight comes with the Ducati Brake Light feature that flashes the brake light when strong braking effort is exerted, and while the driver behind you may not know how to interpret the flashes, if it made them look up and see you then it’s job done.
Ducati relies on a combination of stressed-engine support and a die-cast aluminum monocoque shell on the Streetfighter V2 to reach its final structural rigidity and to minimize heft. The factory further capitalized on this construction method by incorporating the airbox, air filter, throttle bodies, and injectors.
A fresh take on the chassis geometry leaves it with a 24-degree rake, and a balance of 52-percent forward and 48-percent aft with a rider seated. Yeah, it’s a complicated design, but it leaves the Streetfighter V2 light, narrow, and oh so sporty with an eagerness in the corners and flickable nature. A single-side swingarm mounts directly to the drivetrain to complete the structure.
Showa supplies the usd, BPF front suspension with chromed, 43 mm inner tubes, 4.72 inches of travel, and the full trinity of tweaks. However, Sachs gets some business as well with its steering damper and fully-adjustable rear suspension that turns in a 5.12 inch stroke.
Cast-alloy wheels round out the rolling chassis in a 17-inch diameter with new tires this year in the Pirelli Diablo Rosso IV hoops that come with a top-shelf “Z” speed rating. Naturally, the Streetfighter V2 rocks dual front brake discs, and large ones at that with a 320 mm diameter. Brembo Monobloc M4.32 calipers bite the front discs with a two-piston anchor and 245 mm disc out back, plus it rolls with a cornering-ABS feature from Bosch that’ll let you safely get the most out of them.
Powered by a liquid-cooled Superquadro v-twin, this year the Streetfighter V2 runs a new compact muffler that visually integrates well with the rest of the underpinnings and generates minimal drag through its tucked-in design. Dual Lambda probes pair with the two catalyzers in the exhaust circuit to help the mill meet its emissions target.
Bore and stroke mic out at 100 mm and 60.8 mm respectively to give it a 955 cc displacement and fairly warm, 12.5-to-1 compression ratio that will demand high octane pusholine. It relies on ride-by-wire inputs with twin, dual-injector throttle bodies to handle the induction, but there’s an awful lot of electronics in between.
Riding Modes bundle control over the ABS, traction control, Engine Brake, and Wheelie Control for quick personality changes and a solid foundation of electronic safety goodies. Sure, it’s no substitute for skill, but it will help you keep it dirty-side down while you develop said skill.
A slipper clutch couples engine power to the six-speed transmission – to the tune of 153 horsepower at 10,750 rpm and 74.8 pound-feet of torque at 9 grand – with a chain-type final drive that turns in a top speed of 170 mph.
There’s one last gee-gaw. The Ducati Quickshift feature lets you bang your way both up and down the range without touching the clutch or even rolling off the throttle. It also limits slippage during engine-brake actions for a more natural feel on the downshifts.
You’d better like Ducati Red over blackout with silver highlights, ’cause that’s the only paint package. The new ’22 Streetfighter V2 rolls for $16,995 in the U.S. market.
There’s no shortage of competition within this liter-size naked-sport bracket, but I had to settle on something, so I went with the Honda CB1000R Black Edition.
This blackout bike from the Red Riders brings oodles of custom attitude to the table, and like its counterpart, carries a minimum of bodywork. In fact, the Honda is even more naked in that the factory left the exhaust headers visible from the lack of a chin fairing.
The headlight housing is just that, a housing for the headlight, with none of the structure the Streetfighter carries to further drive home the naked look. Honda runs a slipper clutch with a stock quickshifter and Selectable Torque Control, which is good as far as it goes, but it doesn’t go nearly as far as the Duc in the electronic department.
Power comes from a 998 cc four-banger plant with 143 ponies on tap to slide in just under the V2, and the top speed is also lower at 150 mph, which is still plentyfast enough to get the folks down at the department all excited.
The lack of higher electronics leaves the CB Black Edition in a more competitive position price wise with its $12,999 sticker that leaves quite a bit of money on the table and is sure to get the more budget-minded buyers.
Read our full review of the Honda CB1000Black.
“It’s hard to beat Ducati for curb appeal, even with so little to work with in the way of bodywork, and this is certainly no exception. The V-twin mill also sets it apart from the field with a throaty note that no four-banger can hope to match, and a performance envelope that places it among the top bikes in the genre. The only hair in the soup is the price. That’s a pretty big chunk of change, and competition from the Asian market will undoubtedly cut into the potential buyers base.”
My wife and fellow motorcycle writer, Allyn Hinton, says, “The Streetfighter V4 is an awesome beast, but a more manageable version is the Streetfighter V2. It isn’t just a stripped down Panigale V2 since the Streetfighter has better ergonomics and has more torque in the mid-to high rev range than its Panigale cousin, and delivers more than enough power for a thrilling ride. Handling is very sportbike-like, but the upright rider position makes the Streetfighter so much more comfortable for a bit of distance riding.”
Source: Ducati World Première 2022 Episode 4 | A New Fighter in Town (ENG)
2020 Ducati Streetfighter V4 / V4 S