The Ducati Streetfighter V4 is the king, emperor and admiral of the naked genre. Still, Ducati thought it was time for a dash of extra pepperoni. Here’s the Ducati Streetfighter V4 SP.
The focus was on the chassis: lightweight carbon wheels, STM EVO SBK dry clutch, track-oriented Öhlins Smart EC 2.0 suspension, Brembo Stylema R brakes, aluminum footpegs and ‘Winter Test’ livery. Ducati has left the V4 alone, which means that the SP is in line with the Streetfighter V4 and the V4 S in terms of performance. But 208 hp and 123 Nm are also enough in an exclusive SP version. Many superbikes cannot match this.
However, as with the Panigale V4 SP2, Ducati has equipped this SP with a dry clutch, which naturally evokes the necessary nostalgic feelings. Okay, the system will work better on track when downshifting, and you can get to it much faster… but we all secretly know that Ducati did it mainly because the old-fashioned chatter and chatter just sounds infinitely cool. Incidentally, there is a pleasant, dark Ducati bark from the two mufflers, provided by burly afterburning blows from the quickshifter. In short, driving away through the echoing pit lane of the Cremona circuit, I now also feel a bit SP-ecial…
Ducati kindly let us warm up on a ‘regular’ V4 S for the first three sessions before we swung the leg over the SP’s flat seat. We know by now that both nakeds share the same block and put the same 208 horsepower on the rear Pirelli, but after half a lap I could swear the SP has more power. From a reasonably low speed, the SP feels more lively, but especially when the gas is firmly on you get the feeling that it is a lot stronger. The SP takes off really fast, like a kind of superlative on the already not sick Streetfighter V4 S. Yet the difference is not in the power delivery, but in the wheels. The lightweight carbon wheels collectively save 1.4 kilos, which considerably reduces the mass (inertia) of both rims, which you notice in the extra touch of aggression with which the SP catapults out of corners.
At first you tend to shortshift somewhere in the middle of the rev range, power enough after all, until you get the trick and the SP starts chasing the red area. The SP refuses to lose even a fraction of its power in its rush to the red flickering shifters, on the contrary, the V4 continues to pull infinitely hard. The limiting factor is not the engine, but rather what you as a human being can handle physically and mentally the moment the chin piece of your helmet flattens your nose and the head and torso are about to be separated from each other for eternity. At the end of the 900 meter long straight you can just barely make out 280 km/h on the display, time for the Stylema R stoppers to throw out the lifebuoy.
At first glance, the Streetfighter SP does it with the same suspension elements as the Streetfighter V4 S. However, the semi-active Öhlins Smart EC 2.0 mainly has a street-oriented set-up, so Ducati has chosen the suspension from the 2020/21 Panigale V4 S to take over. It is a lot more sporty with heavier springs in the front, more oil and other shims. However, the spring preload has been slightly adjusted for the SP. The carbon wheels are 1.4 kilos lighter, but in total the SP puts three kilos less on the scale. Furthermore, the SP makes do with a racing seat and aluminum footrests that are placed slightly higher. The transmission, power, geometry and wheelbase are otherwise identical to the other Streetfighters.
The biggest difference is ultimately in the handling: the SP can be chased into a corner faster and it takes less physical input, which makes it easy to really go fast. Once in the bend, the bicycle section feels much more neutral and the slightly sportier seat also gives you more ground clearance. It allows you to release the brake a little earlier and direct the SP towards the apex with more speed.
Conclusion
Ducati has not messed with the power or torque of the already imposing V4. Still, under the same conditions, I was almost immediately two seconds faster on a lap than on the Streetfighter V4 S, not a choirboy in itself. Apart from the lap times, the SP is especially easier to drive fast for the simple reason that steering character, braking and pure acceleration act at a higher level.
The excellent driver assistance systems of the V4 S have remained, the only downside of the SP medal is that the comfort – for an unexpected tour around the church – has not improved; the suspension is stiffer, the clutch heavier. Nevertheless, I’d opt for the dry clutch any time of the day, if only for the sound and the extra pop of character it adds to the already exceptional SP experience. The SP is without a doubt one of the most impressive and desirable nakeds of the moment. Too bad they’re almost sold out already…
Pros and cons
+ Can’t keep up
+ Sex appeal
+ Exclusive…
– … but therefore (almost) sold out
– Comfort? (buy a car)
– Costs more than a few cents
Read the full test Motorcyclist July 2022 and KicX starts June 2022
Ducati Streetfighter V4 SP
Engine 1.103cc, 4 cl./cyl. (desmo), liquid-cooled V4
Bore x stroke 81 x 53.5 mm
max. power 208 hp @ 13,000 rpm
max. torque 123 Nm @ 9,500 rpm
Weight 177 kg (dry)
Seat height 845 mm
Tank capacity 16 l.
Price Netherlands € 37,490
Price Belgium: € 33.490,-
Text Adam Child • Photography Ducati
#Briefly #tested #Ducati #Streetfighter #Motokicx