BRUCE IN BRIEF

This bike came with added pressure – it had to perform. Not least because it is the most expensive bike in this mix, but also because the core of its DNA is based on the V4S version that topped our test last year. To say I had high expectations is an understatement, especially after hearing Johnny bang on about it following his initial road test of the model a few months back. In reality, paintjob and serialised handlebars aside, it felt and looked largely like the £7000 cheaper model, with the only blatant contrasts being the jangle of the dry clutch and the aluminium front section of the tank. Of course, and without going over the same ground that Johnny’s mentioned, there’s more to this package than that, as I soon realised when I put the Ducati’s wheels into motion. I’m a lover of Ducati electronics, but this bike’s fresh tech systems felt slicker than a dolphin covered in butter. The blipper and shifter were immense, accompanied by the bark and burble of the V4 motor that was powering my joyride. Low down, it’s not the nicest of engines, shaking more than Tim when he knows it’s his time to buy a round, but with speed, things getter better… much better. There are torquier motors out there, but the V4 is no slouch at the bottom end, with the excitement only growing as you climb higher up the revs, maxxing out at 13000rpm, although there’s another 1500rpm to go on top of that before you hit the limiter. The delivery is both potent and exciting, made all the sweeter by good fuelling. I just wish they’d put a bit more effort into smoothing things out lower in the range, because cruising at 30mph is not a nice experience.

As for the riding position, there’s lots to like. It’s a big, spacious, and welcoming bike, with a good and clean view of the fancy colour dash. Even the seat is comfy and I had no issue with vibes through the pegs or ‘bars. It boasts a decent turning circle too, but you won’t want to go steady on this thing for two long as it is inclined to overheat and roast your chestnuts given half a chance. Swiftly changing the subject, it’s only right to appraise the handling of this thing. Unlike the cheaper V4S, the SP packs saucy carbon fibre BST wheels, which saves a chunk of unsprung weight. The truth is, and without the other version to test back-to-back, I’d be lying if I could tell any difference on the road. According to the specs, this model weighs in 1kg lighter than its more affordable sibling, so its not as if the difference is hugely different… hopefully the wheels will make more sense on the track.

What is blatant to note is how planted and stable this bike feels; it actually feels better the harder you push it and the faster you go. At slower speeds, the Ducati can actually feel quite a handful, like you’d expect on a relaxed, long wheelbase bike. The brakes, on the other hand, cannot be criticised in the slightest, and the same goes for the switchgears and multitude of tech. This bike has got the easiest to adjust and digest system on the market, much akin to than found on a Panigale. It is stuff like this that makes the bike stand out from the crowd and forces you to warm to it. I certainly have.

sportsbike chassis with upright handlebars, the consequence being that it lacks the playfulness and ultimate flickability of a ‘pure bred’ naked. The electronic suspension is excellent and does everything you’d expect, but the pay-off for using a thoroughbred sportsbike as the donor is that it’s a sportsbike at its heart, so as a naked bike it’s always going to be missing something. There’s nothing wrong with it, but it’s just not very naked.

Fun: 6/10

The Streetfighter SP is a serious bike; it’s meant to be. Ducati is quite open about how it is intended for the track, so it shouldn’t be a huge surprise to learn that, as a bike for messing about on the road and painting a naughty perma-smile on your face, the Streetfighter V4SP struggles.

It’s just too intense and too focused. Fun just isn’t on the agenda for the Ducati Streetfighter V4 SP.

Comfort: 7/10

It’s not too bad. The seat is wide but hard, and the rearsets are in a good position relative to it. The tank is quite wide at the knees, that pushes them out into the breeze a bit, which is when the otherwise pointless bi-plane wings actually become useful by disturbing the airflow in front of your knees just enough to take the sting out of the pressure.

Obviously, there’s little or no wind protection for the head and shoulders; the headlight is set very low on the Streetfighter, so you’re especially exposed on the Ducati.