Ducati Streetfighter

Video: Ducati Streetfighter 848 longterm trip report

2012-11-10T08:00:00.002-08:00

Senior Road Tester Michael Neeves recently took some time off to ride his longterm Ducati Streetfighter 848 on the beautiful roads of France and Italy. Here he shares his trip.

Source: http://www.motorcyclenews.com/MCN/News/newsresults/videos/2012/September/sep1312-video-streetfighter-848-trip-report/

2012 Ducati Streetfighter 848 Launch

2012-08-11T01:21:00.001-07:00

An introduction to the new Ducati Streetfighter 848, filmed during its international press launch in Modena, Italy.

Motorfreaks tests Ducati Streetfighter 848

2012-03-04T02:06:00.001-08:00

PBQNA45U7R9C

Ducati Streetfighter 848

2012-03-04T02:04:00.001-08:00

2012 Ducati Streetfighter 848 New Photos

2012-03-04T00:07:00.002-08:00

2012 Ducati Streetfighter 848 First Ride

2012-03-03T23:58:00.000-08:00

In the motorcycle world we thrive on excess, damn the consequences if it’s not in our best interests. We crave the fastest, nastiest and sexiest machines we can get our mitts on. The trouble is that this approach in life usually ends in some sort of pain, be it buyer’s remorse or even worse, getting in over your head. Ducati’s Streetfighter is a perfect example. It’s sexy as hell, goes like a scalded cat and is razor sharp. The only thing is you need to be just as sharp to use it to its full potential. Thankfully Ducati has recognized this and brought forth a Streetfighter for us mere mortals in the form of the 2012 Streetfighter 848.

During the marketing and technical presentation the Ducati team stressed the focus on the concept of a friendlier, easier to ride Streetfighter. The target consumer for the 848 is a rider that is not as extreme and is looking for more usability, someone who needs a more confidence inspiring ride. Ducati set out to make that happen with an all new, smaller displacement Streetfighter that would satisfy these criteria and still be a high-performing naked bike.

A 849.4cc version of the Testastretta engine powers the Streetfighter 848. Ducati's DTC system and non-ABS Brembo brakes keep things under control.

The cornerstone of this new Streetfighter is of course the 849.4cc L-Twin Testastretta 11 powerplant. Sharing the same basic configuration with the 848 EVO Superbike, the 11 degrees of valve overlap is designed to give a smoother engine character which is more suited to the street duty the Streetfighter 848 will most often be used for. The most notable difference between the Superbike and Streetfighter’s engine is the camshaft profiles tuned to deliver a more street-friendly punch. The bore, stroke and compression ratio are identical, with a service interval of 15,000 miles.

A new superbike-derived frame is similar to the 1098 Steetfighter, but has less rake and trail for more stable and confidence inspiring steering traits. The wheelbase is the same as the 1098 at 58.07 inches, but longer than the 848 EVO’s 56.3-inch wheelbase. Attached to the rear of the trellis frame is a new one piece cast aluminum swingarm sprung by a fully adjustable Sachs shock set up for a comfortable ride. Up front 43mm Marzocchi forks with full adjustability handle the imperfect road surfaces that the Streetfighter 848 is expected to see. Both the front and rear are set up softer in spring rate and damping than its 1098 sibling.

As with every Ducati as of late, the Streetfighter 848 comes standard with the Ducati Traction Control system, offering eight levels of adjustment. A full Brembo brake system sans ABS slows the whole kit down with 320mm discs squeezed by radial mounted 4-piston calipers with soft-feel pads in the front. Braking duties in the rear are handled by a single 245mm disc and a 2-piston caliper. We find it a bit interesting that the bike that is aimed at being more usable on the roads doesn’t have ABS as standard equipment.

Ducati set us up just down the road from its headquarters and a stones throw from Ferrari’s factory and testing facilities at the newly constructed Autodromo di Modena. Consisting of 11 turns, the track is ultra-tight with more than its fair share of decreasing-radius second-gear corners that would challenge and even frustrate during the short track sessions. We also rode through the hills above Modena so we could gauge the Streetfighter 848’s performance in the real world. If you can call the picturesque landscape painted with an ever undulating and curving ribbon of asphalt the real world. To me it was more like a dream.

A fully adjustable Sachs shock handles the suspension duties at the rear of the streefighter. Pirelli Diablo Rosso Corsa tires provide grip suitable for street and track usage.

Immediately I found the cockpit to be very comfortable, especially the reach to the 20mm higher handlebars. The tapered aluminum unit allowed for a slightly more upright stance than the 1098, and kept the pressure off the wrists. Seat to footpeg height was also roomy, however my right heel was cramped by the exhaust shroud when I placed the balls of my feet on the pegs. The word is that Ducati spaced the peg mounts out 10mm from the frame to allow more clearance, but for me it still wasn’t enough. It wasn’t a huge concern on the street, and I adjusted my foot position accordingly. It was a different story on the track however. Moving the footpegs outward decreases the cornering clearance slightly and when combined with the interference from shroud, the toe slider on my new Dainese boots paid the price.

Twisting the throttle on the small Streetfighter produces a spread of very linear power from around 2500 rpm to redline. Just like a good streetfigher should the 848 wheelies easily in first and second gear, although once the limiter kicks in on a fast one, the front end will drop like a sack of potatoes. Tire twisting grunt coming out of the corner is what makes

The Streetfighter 848's Testastretta 11 powerplant had plenty of grunt with a linear power delivery.

twins a blast to ride, and this bike is no different. Throttle response was instantaneous yet not abrupt, which was perfectly suited to the tight hairpins that we encountered above Modena.The boost is just enough to be fun without getting out of hand. It really is easy to control the power, but just in case the DTC can be dialed in to help out the ham-fisted. I personally like setting Number Two for street duty. On the track I kept the same setting and never really had any problems with a loss of traction or too much interference. In fact it wasn’t really even noticeable.

The small two-lane, sometime one-lane roads in the hills had everything from billiard table smooth sections to potholes to bumps that could become jumps at the right speed. With such diverse road surfaces, the 848’s suspension would be put to the test. On the less chewed up sections the yellow Ducati handled well, with a balanced feel, but when things began to get bumpy the suspension began to show its weaknesses. Any moderate sized heave in the pavement would induce some squirm. It was most apparent when on the gas coming out of the corner, but really it was more of an annoyance than anything else. With some time to fine tune the Sachs shock and Marzocchi fork setting, mainly spring preload, I think that the squirm could be lessened if not eliminated. On the track the suspension was firmed up considerably and created a rock solid chassis, confirming my thoughts on increasing the preload.

Riding the 2012 Ducati Streetfighter on the track is a blast but the street is where it really shines.

On the street, cornering on the Streetfighter 848 was a blast. Effort on the taller bars is light, and flicking into a corner at the appropriate speed is cake. Mid-corner changes were as easy as thinking about it, and even an unexpected decreasing radius turn was not a problem. On the track I struggled with getting the bike to completely drop into the corner, especially in the tight, second-gear corners that required trail-braking all the way into the apex before squirting to the next corner. It seemed that the super-comfortable bars on the street were fighting me for that last bit of lean. The straight bars coaxed me into holding my elbows up like I was on motocross bike. Once I made an effort to drop my elbows the resistance lessened and the track began to flow. I was able to pick up the pace considerably, and the phenomenal grip from the Pirelli Diablo Rosso Corsa tire helped the bike stick like glue. When our track session came to an end, I found myself wanting more time as each lap the bond between me and the Streetfighter improved.

As expected the Brembo brakes performed with poise. The soft-feel sintered pads on the front didn’t have as much initial bite as we’ve become accustomed to, but the power and feel was stellar. Even as the laps counted down on the track, there was zero fade which was surprising on such a tight layout. The rear brake was not as powerful as I would like, and the feel was not on the same level as the front.

Ducati has a hit on its hands with the 2012 Streetfighter 848. Although it’s not the nastiest or most powerful, it is still sexy and pure Italian performance. The fact that it is more manageable for the average Joe and can still coax smiles and bench racing from the fast guys goes to show that more isn’t always better. The concept of a more controllable yet still exciting Streetfighter just makes sense, and the 2012 Streetfighter 848 is proof.

Source: http://www.motorcycle-usa.com/103/11178/Motorcycle-Article/2012-Ducati-Streetfighter-848-First-Ride.aspx

Ducati Streetfighter Performance Parts Listed

2009-04-12T02:55:00.000-07:00

We’ve just finished adding the new Ducati Performance Catalog for the 2009 Ducati Streetfighter to our website. See all of the items here: Ducati Streetfighter Performance Parts at store.commoto.com

Some items are already avilable and others won’t be until the bikes are released, but this will help you plan your modifications so you can be ready when your bike arrives!

ACCESSORIES
Ducati 1098, 1198, Streetfighter Slider Set Front Axle 96630808B
Ducati 1098, 1198, Streetfighter Slider Set Rear Axle 96630708B
Ducati Billet Aluminum Bar End Weights 966320AAA
Ducati Billet Aluminum Oil Fill Plug 96853208B
Ducati Streetfighter Aluminum Filler Plug Quick Turn 96782710B
Ducati Streetfighter Aluminum Number Plate Holder 96781110B

CLUTCH
Ducati Tecno Billet Aluminum Clutch Cover 968534AAA
Ducati Billet Aluminum/Carbon Clutch Cover 969943AAA
Ducati Billet Slotted Clutch Cover 96848107B
Ducati Carbon Full Clutch Cover 969023AAA Motorcycles
Ducati Carbon Half Clutch Cover 96924800B Motorcycles
Ducati Carbon Vented Clutch Cover 96982507B
Ducati Performance Billet New Style Clutch Cover 97084BAAA
Ducati Performance Complete Set of Clutch Plates 964060AAA
Ducati Folding Brake/Clutch Lever Kit 96849908B
Ducati Pressure Plate for Dry Clutch 968454AAA
Ducati Pressure Plate Radial 96857008B Motorcycles
Ducati Pressure Plate Self Venting 96856808B
Ducati Billet Clutch Slave Cylinder 96851608B
Ducati Performance Racing Slipper Clutch 968317AAB
Ducati Performance Street Slipper Clutch 968318AAB

ELECTRICAL
Ducati Automatic Battery Charger 96769508B
Ducati Bluetooth Intercom System 981553000
Ducati DDA System Marelli DP28620401B Motorcycles
Ducati Disc Locking Padlock with Alarm 96769908B
Ducati Performance Tire Warmers 96519107B Motorcycles
Ducati Powershift Electronic Shifter 966321AAA
Ducati Streetfighter AntiTheft System 96781310B
Ducati Streetfighter LED Turn Indicators 96637610B

EXHAUST SYSTEMS
Ducati Streetfighter S Termignoni Carbon Full Exhaust 96455010B
Ducati Streetfighter S Termignoni Carbon Silencers 96455210B
Ducati Streetfighter S Termignoni Titanium Silencers 96455110B
Ducati Streetfighter Termignoni Carbon Full Exhaust 96454810B
Ducati Streetfighter Termignoni Carbon Silencers 96454710B
Ducati Streetfighter Termignoni Titanium Silencers 96454610B

FINAL DRIVE
Ducati 1098/1198/Streetfighter Rear Sprocket 520 Pitch DU49411261AE
Ducati 1098/1198/Streetfighter Rear Sprocket 525 Pitch 96847807B
Ducati 520/525 14/15T Drilled Front Sprocket 96839402B
Ducati Chain Joining Tool DP887132562 Motorcycles
Ducati performance Chain in Red or Gold 968331AAA

HAND CONTROLS
Ducati Folding Brake/Clutch Lever Kit 96849908B
Ducati Streetfighter Quick Turn Throttle 96635610B

SUSPENSION
Ducati 848/1098/1198/SF Ohlins DU511 Rear Shock DU36520751A
Ducati Streetfighter Ohlins Front Fork Kit 96856210B

TOURING
Ducati Multipurpose Elastic Net 967415AAA
Ducati Streetfighter Bike Cover 96782310B Motorcycles
Ducati Streetfighter Fuel Tank Protector Carbon 96999810B
Ducati Streetfighter Fuel Tank Protector Clear 96782010B
Ducati Streetfighter Racing Seat 96999510B
Ducati Streetfighter Rear Bag for Passenger Seat 96781510B
Ducati Streetfighter Soft Tank Bag 96781610B
Ducati Tire Repair Kit 96847006B Motorcycles

WHEELS
Ducati 1098/1198/Streetfighter BST Carbon Fiber Wheels 96993708B
Ducati 1098/1198/Streetfighter Forged Aluminum Wheels 96848907B
Ducati 1098/1198/Streetfighter Forged Magnesium Wheels 96849007B

2010 Ducati Streetfighter Specs

2009-04-10T07:01:00.000-07:00

Engine: Liquid-cooled 1099cc L-Twin, 4 val. DOHC
Bore x Stroke: 104 x 64.7mm
Compression Ratio: 12.4:1
Fuel Delivery: Marelli fuel-injection
Horsepower: 155hp @ 9500 rpm (claimed)
Torque: 85 lb-ft @ 9500 rpm (claimed)
Clutch: Dry; Multi-plate; Hydraulic actuation
Transmission: 6-speed; Chain final drive
Frame: Steel-Trellis
Front Suspension: Showa 43mm inverted fork, 3-way adjustable for preload, compression and rebound; 5.0 in. travel; S Model: Ohlins 43mm inverted fork with TiN; 3-way adjustable; 4.7 in. travel
Rear Suspension: Showa gas-charged shock, 3-way adjustable for spring preload, compression and rebound; 5.0 in. travel; S Model: Ohlins gas-charged shock, 3-way adjustable; 5.0 in. travel
Front Brakes: 330mm discs with radial-mount Brembo four-piston monobloc calipers
Rear Brake: 245mm disc, twin-piston caliper
Tires: Pirelli Diablo Corsa III 120/70R17 190/55R17
Dry Weight: 373 lbs; S Model: 368 lbs. (claimed)
Wheelbase: 58.1 in.
Length: 83.5 in.
Rake: 25.6-deg,
Seat Height: 33.3 in.
Fuel Capacity: 4.4 gal.
MSRP: $14,995; S Model: $18,995
Warranty: Two year
Colors: Red, Pearl White; S Model: Red, Midnight Black

2010 Ducati Streetfighter First Ride

2009-04-10T06:56:00.000-07:00

For good or bad, first assumptions are an integral part of decisions. It’s why you first choose to date that girl you met at the bar and the reason why you lust after that low slung coupe resting inside the showroom. The motorcycle world is no different, thus I had already made up my mind on the all-new 2010 Ducati Streetfighter.

Based on available info, like many I presumed that the Streetfighter was nothing more than a stripped down and restyled version of the Ducati 1098 Superbike. But after a day spent flogging (and crashing) it at what’s become my No. 1 favorite racetrack of all-time, the Ascari Race Resort in southern Spain, boy was I wrong…

It’s What’s Inside that Counts

Most parents recite this and Italian folks are no different, so it’s no surprise that the heart of the Streetfighter is Ducati’s tried-and-true liquid-cooled 1099cc L-Twin engine as used in the 2008 Ducati 1098 Superbike. The Streetfighter, however, benefits from a new vacuum die-cast manufacturing process (first introduced on the 2008 Ducati 848) allowing for a lighter crankcase without compromising its strength.

The cylinders use the same 104 x 64.7mm bore/stroke dimensions as the 1098. The cylinder head is also the same, making use of four 42mm intake valves and an equal number of 34mm exhaust valves controlled via Ducati’s unique Desmodromic valve actuation system.

Fueling the engine is a pair of Marelli fuel injectors that pump fuel into elongated oval-shaped throttle bodies. The injectors receive fresh air via a modified air tract that is required due to the Streetfighter’s unique front facia design. The results is a claimed five horsepower decrease in power output.

The new Ducati Streetfighter sources a near identical liquid-cooled L-Twin as the 1098 Superbike, with the Streetfighter sporting twin shotgun-style pipes.

Combustion remnants are passed though a 1mm-thick, 2-into-1-into-2 steel exhaust system, which exits via twin stainless-steel shotgun style mufflers on the right side of the motorcycle. Within the pipes, a pair of sensors read exhaust gases to ensure proper fuel mapping. An electronically-controlled valve inside the mid-section further aids performance and also keeps noise to a reasonable level at lower RPMs. One downside to the exhaust design is it requires the removal of the mufflers before taking off the rear wheel.

If you’ve ever peeled off the side body panels on a 1098 Superbike you’ll be surprised by how many hoses and wires are hidden behind the panel. Since the Streetfigher has no side body panels it can’t afford the same luxury. Therefore, Ducati engineers devoted tremendous attention to carefully hiding potential eyesores.

In doing so, a redesigned engine cooling system was engineered specially with aesthetics in mind. Where the 1098/1198 Superbike makes use of a radiator and an oil-cooler, the Streetfighter uses twin curved black radiators stacked atop each other. Additionally, a water-to-oil heat exchanger is tucked behind the lower radiator.

Last but not least, the right-side clutch cover is now constructed from magnesium and the left-side covers are painted carbon-grey. Capping it off are stylized carbon-fiber cam belt covers that come standard on the up-spec S model (the base Streetfigher’s are black plastic).

The rest of the Streetfighter powertrain, including the close-ratio six-speed transmission, final drive gearing (sprocket sizes) and dry multi-plate hydraulic clutch remain the same as the 1098/1198 Superbikes.

The Streetfighter utlizes a steel trellis frame, Showa suspension (Ohlins on higher-spec S) and Brembo brakes.

The Streetfighter’s chassis is comprised of a black steel-Trellis frame (the S model gets a bronze painted frame) that appears identical to the 1098/1198 Superbike. The key difference, however, is the Streetfighter’s makes use of less aggressive steering geometry (25.6-degree rake compared to the 1098/1198’s 24.5-degree). The lower fork triple-clamp is also sturdier and of a unique shape while the black-anodized single-sided swingarm is 35mm longer compared to the Superbike, extending the wheelbase to 58.1 inches. Also new are the Graphite Grey 10-spoke Marchesini aluminum-alloy wheels.

Suspension components including: fork, shock, adjustable rear linkage and steering damper are identical as the outgoing 1098 Superbike. Up front a Showa 43mm inverted fork is 3-way adjustable for spring preload, compression and rebound. The equally adjustable rear shock absorber is also manufactured Showa.

The up-spec S model takes things a step further by replacing the Showa pieces with equally adjustable Ohlins components as well as substituting lighter, bronze-painted 5-spoke forged aluminum Marchesini wheels. Both models utilize Pirelli’s versatile street/trackday Super Corsa III rubber in sizes 120/70-17 front and 190/55-17 rear.

Similar to Ducati’s other high-end motorcycles, the Streetfighter sources high-performance brakes from Italian partner, Brembo. Up front, a pair of radial-mount monobloc calipers latch onto 330mm rotors. A radial-mount master cylinder (with adjustable lever position) powers the set-up through stainless-steel brake lines. A 245mm braking disc with a twin-piston caliper handles rear braking duties.

Next to its chassis, perhaps the biggest difference between the Streetfighter and its Superbike brethren is in the ergonomics department. Most notable is its use of a standard aluminum handlebar, which reduces the rider's stretch from the seat to the handlebar. The seat itself is also thicker, which translates into more legroom for the rider.

Looks are Everything

Readers are no strangers to the Streetfighter's styling, the sleek-looking Ducati making its debut late last year.

Next to sheer performance, aesthetics rank high on a Ducati engineer’s list when crafting a new masterpiece. Yet again, they’ve managed to hit a homerun in the styling department. If you look closely at the front facia, the twin air intakes and LED running lights are located in the same position as the Superbike. Above, a larger halogen head light is flanked by sleek-looking stalk-mount turn signals. Also new are the stylized fluid reservoirs, and its smaller switchgear not only look cooler, they function more intuitively too.

A fresh-looking instrument display stays in theme with the slimmer handlebar-mounted switchgear. By default the display provides speed information digitally, while rpms are displayed in a bar graph style from left-to-right. Additional functionality, including time, ambient air/coolant temperature, battery voltage, and trip meters, can be accessed via the left-hand handlebar-mounted switch. The S model adds additional functionality with its standard Ducati Data Analysis (DDA) and Ducati Traction Control (DTC) feature. The dash unit also incorporates various warning lights (neutral, turn signals, high beam, rev limit, low oil pressure, fuel reserve and DTC intervention status (on S model), as well as scheduled maintenance.

Besides from some very subtle differences, the front fender, fuel tank, and rear tail section all resemble the 848/1098/1198. However, the Streetfighter makes use of LED lighting components below the main headlight and within the taillight.

The Ducati Streetfighter riding position is less agressive but still hints to its sportbike style and heritage.

Sum of its Components?

On paper, you’d think that sharing many major technical components with its Superbike lineage would translate into essentially the same performance on the Streetfighter. And while there are many similarities, especially in terms of its drivetrain, when it comes to its handling, this is where these motorcycles differ most.

Sit on the motorcycle and the first thing you notice is its racy, forward slanted riding position. It’s not nearly as aggressive as the Superbike, yet it’s still at such a level you know you’re not riding around on a cruiser. Like the Ducati Superbikes, the Streetfighter feels exceptionally slim between your legs. Roll around at parking lot speeds, however, and you’ll notice how it is much less daunting to operate compared to the Superbike—a definite plus on the street.

As you roll out of pit lane and onto Ascari’s 3.3-mile, 26-turn road course, the Streetfighter feels relaxed and less twitchy than the Superbike. As soon as you crack the throttle a tremendous wave of torque greets you. But with its slightly longer wheelbase, controlling that power wheelie feels a little friendlier.

Even with its longer wheelbase, getting the front wheel off the ground is too easy.

Stay in the power and you’ll be thrust forward with the immediate traction only a big-bore Twin can deliver. Despite its claimed five horsepower loss (due to redesigned ram-air intake tract) you won’t notice a difference. Yet, engine fueling remains both smooth and precise, while power increases in a progressive manner before the rev limiter cuts in abruptly at 10,200 rpm.

First gear is on the tall side which is great on the track but will require more clutch finesse when leaving the stoplight on the street. The remaining five gears feel especially close to one another, which work in unison with the absurd amount of engine torque to keep you accelerating forward in any gear.

Although Ascari’s surface is almost bowling-alley-lane smooth, the Streetfighter barely shows any hint of instability through the handlebars. Quite an accomplishment considering the 30-mph crosswind gusts as you motor down one of Ascari’s two straightaway sections.

I could blame it on the crosswinds, but the Streetfighter requires just a hair more effort at the turn-in point. By no means has the “relaxed” steering geometry comprised handling, it just doesn’t feel as sharp as the racetrack-oriented Superbike.

With the Ohlin’s components, the Streetfighter settles quickly into the corner. It feels balanced and delivers considerable amount of feel despite the relatively stiff construction of the Pirelli Corsa III rubber. It also has an adequate amount of adjustment to compensate for riders unique size and skill level.

The higher-spec Ohlins suspension components found on the Streetfighter S were well-suited to track work.

For some, (myself included) slowing down is one of the most entertaining elements of a ride. And with the voracious stopping power of the brakes, you’ll find yourself dive bombing into corners faster than you probably should. Fortunately, that speed-shedding power comes with an absurd amount of lever feel which makes it that much easier. One aspect that can still be improved on however is the rear tire’s tendency to chatter when slowing aggressively. Working the clutch smoothly can mask the problem; nonetheless a slipper-clutch would cure the issue for good.

Perhaps one of the most exciting features of the new Streetfighter S model is its employment of Ducati’s proprietary traction control system. Engineered based on technology used within Ducati Corse’s world-wide racing efforts, the DTC system uses independent wheel speed sensors to determine if the rear wheel is spinning, signifying a loss in traction. If a loss of traction is detected, the ECU then reduces engine power until traction is restored. Eight separate rider-adjustable profiles (1 being the lowest, 8 the highest) instruct the ECU on how much tire spin is tolerated.

Road Test Editor Waheed tests the abrasion resistance of his Alpinestars gear... And it passed.

Ducati had set our bike with a DTC baseline setting of six. On the warm-up lap, if you looked at the dash, you’d notice the red traction control activation light, yet you wouldn’t notice any rough engine running or pause in acceleration like you would on a non-wheel speed sensor equipped traction control system. The system also has logic to allow you to still pull wheelies without any intervention—another big plus.

In fact, with the system enabled, we didn’t notice the rear tire spin at all, which in itself is a testament to its effectiveness, especially when you consider how much power it puts down (approximately 135 at the wheel). Now if Ducati could just somehow discover a way to prevent the front wheel from losing traction…

So Is the Streetfighter for You?

Despite not actually riding the Streetfighter on the street (Ducati cited safety reasons, and after driving around in Europe

The Ducati Streetfighter may not be a true track motorcycle but it is still fun to fly though the corners - at Ascari or any circuit for that matter.

for the last few days you can’t blame them), for me I’d still take a 1098/1198 Superbike.

However, based on its more inviting ergonomics and kinder parking-lot speed manners, we think it will be much better suited for life in the city and will allow riders wishing to experience the unadulterated joy of Ducati Superbike ownership without all the associated flash of a “crotch-rocket”.

Nonetheless, its tall first-gear and slightly grabby clutch might dissuade potential riders from use on the streets. Yet it’s what makes this motorcycle feel like a true Ducati racebike, and the primary reason many continue to gravitate towards the brand.

It’s also important to note that at $14,995 in base trim, the Streetfighter costs $1505 less than its Superbike equivalent. Better yet, the $18,995 Streetfigther S costs $2800 less than an 1198 S. And still you get all the trick goodies (Ohlins suspension, lighter wheels, DDA, DTC, carbon fiber front fender and belt covers), making it quite a bargain for a motorcycle packed with that much performance and technology. Thus, if you’re looking for the fastest, most high-performance streetfighter motorcycle, without a doubt the Ducati Streetfighter is it. Interested in making one yours? Within the U.S. the bike should arrive in your local dealership circa mid-May 2009.

2009 Ducati Streetfighter Review

2009-04-10T06:51:00.000-07:00

“Spanish bombs in Andalucía, oh mi corazon.” – The Clash, Spanish Bombs

With apologies to one of the greatest bands ever, this time around in Andalucía it was an Italian bombshell that was stealing hearts. Ducati’s new Superbike-based Streetfighter truly is the bomb.

Unlike nearly every naked bike we can think of, Ducati has created a stripped-down, super-sporting roadster without excuses – no tuning for torque, and no dumbed-down suspension.

The Streetfighter’s engine is ripped nearly unchanged from the 1098 sportbike, differing only in shorter intake tracts that knock off a scant 5 hp. The result is a claimed 155 hp at 9500 rpm, aided by a midrange-inducing exhaust valve. The use of the 1198’s Vacural cast-aluminum crankcase shaves nearly 7 pounds from the engine.

The new Streetfighter and the lovely Marta - eye candy that works on a couple of levels.

“It’s like 100 liters of adrenaline,” Giulio Malagoli, the Streetfighter’s project leader, told Motorcycle.com about his latest creation. Malagoli is also the inspired mind behind the recently launched Monster 696 and 1100 air-cooled models. The new Streetfighter is now the most radical of Ducati’s naked bikes, replacing the discontinued Monster S4RS that measures up 25 hp short of the SF’s 1099cc Testastretta Evoluzione powerplant.

The standard Streetfighter retails for $14,995, and it boast a fully adjustable Showa suspension and lightweight magnesium for the headlight bracket and clutch and cylinder-head covers - magnesium is about 30% costlier than aluminum but is about 20% lighter, says Malagoli. The higher-end S version’s V-Twin powerplant is in an identical state of tune, but it includes top-shelf Ohlins suspension, lighter forged-aluminum Marchesini wheels and tasty carbon fiber for the front fender and cam-belt covers.

The S version of the Streetfighter is upgraded with Ohlins suspension, special wheels and carbon fiber bits. Unseen is the S’s traction-control system.

This is quality stuff, but it’s not enough to justify the $4,000 price increase of the S model. Helping it earn its lofty $18,995 MSRP are the most sophisticated electronics offered on any sportbike. DDA is the Ducati Data Analyzer, which records various channels such as lap times, throttle and gear positions, and the speeds of the engine and bike – it’s an extra-cost option on the standard Streetfighter.

DTC thankfully doesn’t prevent wheelies or burnouts!

But the S’s piece de resistance is Ducati’s traction control as used on the recent 1198 superbike. It first softly retards ignition timing, but if slippage is still detected by the wheel-speed sensors, the fuel injection will cut out to varying degrees to inhibit wheelspin. There are eight settings on the DTC, ranging from “It’s either raining or you shouldn’t be on a bike like this” to “Let’s spin up the rear tire on our way to victory circle.”

The Test
The rain in Spain may fall mainly on the plain, but we found out the wind can howl like a banshee in the Spanish hills. We were greeted at the fabulous Ascari Race Resort near Ronda, Spain, by 50-mph gusts that shook our confidence but didn’t dampen our enthusiasm for this most potent of naked bikes.

The Streetfighter’s riding position is decidedly sporty yet fairly accommodating.

Big-time V-Twin torque is available at the flick of a wrist.

The Streetfighter’s riding position lives up to its name, with a tapered-aluminum handlebar placed sportily forward yet several inches higher than the 1098/1198 model. There’s more distance between the seat and its footpegs than the old Monster S4RS, but that’s mostly because the seat is way up at 33.1 inches. This is surprisingly tall for a bike without undertail exhaust pipes, but the Streetfighter’s lean and unfaired design forced the tailsection to contain the electronics, battery and exhaust valve servo. The SF’s fuel tank is an inch shorter than the 1198, allowing a rider to get closer to the front wheel, and its extra height isn’t a problem with the taller bars.

The handlebar is graced with new, compact switchgear. Flicking down the kill switch covers the starter button which is meant to emulate the “trigger catch” of a fighter plane. The instruments are contained in a tidy gauge pack that includes a wealth of information, including a lap timer and a low-fuel tripmeter for the 4.4-gallon tank. Its mirrors are fairly useable, even if they aren’t very pretty.

Pulling out of the pits at Ascari reminded me that the ’Fighter uses a dry clutch system, as it proved to be a bit grabby when taking off from a stop. Toggling through the transmission requires considerable effort in relation to a Japanese literbike, but gearshifts are nonetheless positive. Dialing on the throttle reveals the massive torque (a claimed 87.5 ft-lbs at the crankshaft) offered by the booming V-Twin that easily lofts the front wheel in the first two gears.

We knew, even before riding the Streetfighter, that its engine was going to impress – we fell in love with it when we first tested the 1098. And the note from the stacked twin mufflers is satisfyingly deep and soulful. The major unknown element prior to our ride was its handling qualities.

The SF uses a frame very similar to the 1098/1198 series, but it differs substantially in the steering head area. While the 1198’s fork is set at a moderately sporty 24.5-degree rake, the Streetfighter’s is kicked out at a slower-steering 25.6 degrees. The amount of trail correspondingly is lengthened from the 1098’s 94mm to 114mm. Additionally, a 35mm longer single-sided swingarm extends the wheelbase from 56.3 inches to 58.1 inches.

With these specs rolling around in our heads, we were worried this relaxed chassis geometry might result in a piggish-steering motorcycle. Not to worry.

The Streetfighter’s relaxed chassis geometry pays dividends at racetrack speeds.

The SF’s wider and taller handlebar offers much more leverage than the 1098’s low clip-ons, and this enables the ’Fighter to ably carve up the variety of corners offered up on the Ascari circuit’s 26-turn layout. And the forged-aluminum wheels on the S model we tested are a few pounds lighter than the cast-alloy rims of the standard model (and are in fact mostly responsible for the 4.5-lb reduction from the base model’s 373-lb claimed dry weight). The reduced gyro effect of the lighter wheels can readily be felt by a rider (I’ve done back-to-back testing of a similar bike), and they also have a beneficial effect on a suspension’s control of the wheels.

The benefit of the Streetfighter’s more conservative chassis geometry becomes apparent while riding the several fast sections of the Ascari racetrack. Unlike most streetfighter-type bikes, this new Ducati remains sure-footed at high speeds.

The absence of wind protection is the Streetfighter’s only impediment to high-speed travel.

“It’s very strange,” said Ducati test rider Vittoriano Guareschi at the bike’s launch about the SF’s stability relative to similar naked sportbikes. A non-adjustable steering damper keeps dreaded headshake at bay.

The Streetfighter’s only high-speed problem is the complete lack of wind protection. This was quite unsettling in our first track session during startling wind gusts. It wasn’t until we adjusted our riding positions by laying on top of the tank that we were able to become comfortable at highly elevated speeds. It would seem unfair to condemn an unfaired bike for the lack of a fairing, but the wind deflection offered by the small proboscis of the Aprilia Tuono is an excellent compromise for this category.

The Streetfighter’s front end sports a stylized aerodynamic headlight underlined by a pair of LED position lights that mimic the headlights on the 1198. It’s actually designer Malagoli’s favorite part of his mechanical baby.

“You can recognize this bike from its face,” the Italian told Motorcycle.com about the intended family resemblance. “Its face is wonderful,” he said proudly.

If you squint your eyes, you’ll see the face of the Ducati 1198 superbike.

The powerful Streetfighter is capable of Big Speed (Guareschi reportedly got up to an indicated 168 mph at Ascari), so it’s helpful the bike comes with the superb brakes of the 1198. Brembo radial-mount 4-piston monobloc calipers squeeze huge 330mm rotors up front and are actuated by a radial master cylinder and braided-steel brake lines. They deliver immense strength and major-league feedback. The rear brake needs a good stomp to lock the tire, which is just how we like ’em.

It was in this corner where the DTC indicator lamps regularly illuminated.

With all this high-spec, high-performance capability, it should be no surprise this bike shines when ridden hard. We’re confident there isn’t another naked that will lap a track as quick, except perhaps the MV Agusta Brutale 1078RR. MV claims 154 hp and 86.3 ft-lbs of torque for the Brutale, figures nearly identical to the Streetfighter.

On the Streetfighter S, a rider has the soothing benefit of DTC. I spent my time playing it conservative in the #6 setting, and I was surprised how often the traction control kicked in. This was especially evident in some of the banked turns at Ascari when even mild throttle application lit the gauges’ indicator lamps while leaned over. The DTC intervention is imperceptible in its initial stage of ignition timing retardation, but a rider can feel the fuel cutout when aggressively twisting the throttle that results in a lurchy response. The adjustability of the DTC system allows it to be useful for even the fastest of riders.

Style-wise, we think the Streetfighter is a hit. Ducati’s trademark trellis frame is clearly on display, and the single-sided swingarm shows off a sweet Marchesini behind the shotgun mufflers. It’s not easy to package a big liquid-cooled powerplant nearly inside an unfaired bike, and the exposed rubber hoses on the left side of the engine detract from its otherwise clean looks. The chin fairing is slightly ungainly, but it disguises awkward bits like the oil cooler and filter and the lower section of the dual radiator setup.

One area of common complaint was the bike’s too-smooth footpegs. They proved to be quite slippery, a situation made worse by the right-side heel guard that forces a rider’s foot outboard. Ducati techs filed notches into them as an improvised solution for better grip.

But this is one of our few criticisms of this exciting new expression of Italian sportbikes. We were already thrilled with the sporting balance of the new Monster 1100, and this new super-naked brings it to a higher level via a 50-horsepower surplus. The Monster, however, is nimbler and might be quicker on a really tight canyon road.

Style and performance unlike any other naked sportbike.

Ducati has created yet another lust object for sportbike pilots with a flair for Italian machinery. Well-heeled, middle-aged sportbike jockeys with bad backs are ideal candidates for Streetfighter pleasure, but there’s enough performance on tap to thrill anyone of any age.

The base Streetfighter is a relative bargain at just under $15K, although it certainly can’t be called cheap. But those with deep pockets will want to ante up for the S version. Its Ohlins suspension is exemplary, especially in conjunction with the S’s lightweight wheels, and its traction-control system is a technological leap forward in rider aids.

If you can live without wind protection from your sportbike, the Streetfighter should be at the top of your list of dream motorcycles.

Ducati Streetfighter at the Ascari Race Resort: both are worthy of your dreams.