2025-on Ducati Streetfighter V2 S: One of, if not the most ‘fun’ road bike ever with a Ducati badge

Ducati have adopted or more road-focussed ethos for the new Streetfighter V2, and it works a treat. Thanks to a whole host of changes, the 2025 model is a whopping 18kg lighter than the previous generation, sharing much of its architecture with the newly updated Panigale V2.

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Utilising the same monocoque frame and Öhlins components as its faired brother, the Streetfighter V2S has a slightly altered rake, trail and steering angle, alongside some softer spring rates and slightly different damping set-ups to be more compliant on the road.

The result is a machine that is devastatingly sharp and accurate, yet not too poised and focussed to be over poor surfaces and undulations. The sheer lack of weight makes the new V2 an absolute treat to throw about, with the agility of a supermoto that eats up corners and changes of direction with ease. It’s agile, yet not unstable.

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The riding position has also been altered slightly with wider ‘bars and a different shaped tank, which fits perfectly for any frame under six foot. If you’re much taller than that, it will be a little bit cramped.

Although the Streetfighter V2 offers an incredibly engaging ride, it’s not quite perfect. The seat, although shaped well is incredibly firm, and after a full day of riding it’s brutal on your read end. It’s also worth noting that even though the engine is quiet at motorway speeds, it is a little bit vibey through the ‘pegs.

You might be disappointed that Ducati have downsized their Streetfighter V2 in terms of capacity and performance – but don’t fret, as the riding experience is actually far better for it, at road speeds. At just 54.4kg (9.5kg less than the previous model), it’s impressively small and light too.

Although the V2 handles excellently, the is a gem in the new model is just how the motor delivers its power. Whereas the previous generation 955cc engine was a bit sharp and serious, the new V2 feels like it’s built for the road, thanks to a crisp throttle and a friendly, but feisty shove of torque. From 3000rpm it pulls like a train as 80% of torque is available all the way from 4000rpm-11000rpm, yet it does so with a sense of urgency and spice that the previous V2s have always just slightly missed out on; now, it feels like a proper spicy, sub-litre naked.

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Sure, it’s on acceleration and firing from corner-to-corner where the V2 feels most at home, it’s also able to perform on the motorway too, sitting at just over 5000rpm at 70mph.

That oversquare motor has already impressed in the (slightly altered) Multistrada V2 and worked wonders in the sporty, Panigale V2, but it works just as well, if not better in the naked guise of the Streetfighter.

Although the V2 platform is new for 2025, there’s nothing to suggest that there any major issues in terms of reliability. The same goes for the componentry, which is tried and tested from the likes of Brembo, Öhlins and Bosch.

The new Streetfighter is entirely different to the previous model, but you can still get an idea of how modern Ducati ownership is by looking at the owners reviews for the 2022-2024 Streetfighter V2.

Although the Streetfighter V2 S is as good looking as it is impressive, one thing that it isn’t is cheap – especially when pitched against its sub-litre naked rivals.

Where the V2 S will set you back £15,990, Yamaha’s MT-09SP is £11,810, KTM’s 990 Duke is £10,999, Kawasaki’s Z900 Performance is £10,199 and Triumph’s Street Triple 765 RS is £11,995. However, the base model Streetfighter V2 (which comes with a standard battery, no launch control or pit limiter, Marzocchi forks and a Kayaba shock) is £13,990.

The Streetfighter V2 S is stacked with technology and equipment. A six-axis IMU powers Ducati’s mighty traction control, ABS and wheelie control systems which are some of the best and least intrusive in the business, while the ‘S’ model also comes with a pit limiter and launch control as standard. There are four rider modes and a new 5” TFT dash and switchgear set-up, which is not only on the easy on the eyes in all conditions, but is also incredibly easy to navigate and play with, even on the fly.

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Although its rider aids are incredible, the quickshifter has been set for a softer road riding style and because of that it’s not as sharp on fast up and down shifts too, while it also loses the ability to shift down while on the throttle (which is handy for dropping a cog for an overtake). The launch control isn’t particularly scintillating to use, while the one gripe with those new, easy-to-use switchgears comes in the form of the cruise control button, which is located to high up to adjust without moving your hand quite a distance – and that’s after you’ve had to pay an additional cost for the software to run it, along with the heated grips.