Top test Ducati Streetfighter S

Top test Ducati Streetfighter S

Top test Ducati Streetfighter S

Top test Ducati Streetfighter S

Top test Ducati Streetfighter S

Top test Ducati Streetfighter S

7th photos

Top test Ducati Streetfighter S

Ducati Streetfighter / S

Top test Ducati Streetfighter S

Ducati Streetfighter / S

Top test Ducati Streetfighter S

Ducati Streetfighter / S

Top test Ducati Streetfighter S

Ducati Streetfighter / S

Top test Ducati Streetfighter S

Ducati Streetfighter / S

Top test Ducati Streetfighter S

Ducati Streetfighter / S

Top test Ducati Streetfighter S

Ducati Streetfighter / S

Top test Ducati Streetfighter S

Strong street fighter

Tremendous start-up factor, made consistently, beautifully styled.

The Ducati Streetfighter is a powerful beacon in the crowd of naked bikes.

The English are doing it, the Austrians are doing it now and the Japanese are doing it anyway. Building streetfighters off the shelf. A more or less large dose of bad boy image ready-made, without having to fiddle around some scrapped street athlete into a grim street fighter. But also without any hint of end times and anarchy. Instead with the fine manners of cultivated ready-made goods. Everything is nice, but half-hearted. Like the Monster S4R. She wasn’t really angry either. It’s over, it’s the end of the day. The Bolognese have now knitted a naked bike around the sizzling V2 volcano of the superbikes that takes your breath away. The Streetfighter S crouches low over the asphalt, the head of a small lamp mask and tiny cockpit lowered as if it were just before the jump. The street fighter is a completely independent character, not an embarrassingly stripped superbike. The hammer.

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Top test Ducati Streetfighter S

Top test Ducati Streetfighter S
Strong street fighter

A helping of extra kick, please!

If this area is overcome, the punk goes away. One of the strengths of the Ducati Twins is this ultra-direct implementation of gas commands. But here, in connection with the upright sitting position, the whole thing gets an extra kick. From 3000 rpm, the torque curve snaps up to 100 Nm within 1000 revolutions and – does not return from these heights. On the contrary. The modified periphery of the 1098 with a smaller airbox, forearm-thick elbows and different mapping hits the bull’s eye over 3500 rpm. If the power and torque collapsed again afterwards at the 1098, the twin now continues to beat up mercilessly. Pushes with vehemence from the corners, robbed the speed ladder with lustful roar. Every gas opening is a celebration. And thrust, thrust, thrust. With a 35 millimeter longer swing arm, Ducati tried to put more weight on the front wheel and to reduce the tendency to wheelie. Nice try. Creamy wheelies can be done in first gear. When the gas is fully torn through, it graciously lifts the wheel even in the second. However, more than 8000 rpm rarely have to be called up in everyday life, the bull’s neck performance characteristics make turning horrors superfluous.

If you have missed a comment on top performance so far, then for good reason: Given the temperament, it is simply secondary. Just for the sake of completeness: the vehicle registration certificate promises 148 hp, the test bench attests 159 hp. Any questions? At most: where to put it? On the highway? You can try it. However, from 170 km / h it becomes really uncomfortable for the neck muscles. The V2 is of little interest, it turns until the limiter catches it in the last gear. Then that’s real 263 things. Undisguised. Thus more of an academic nature. But not the fact that the Duc itself burns super stable across the track until shortly before this limit. The changes to the chassis compared to the 1198 – in addition to said longer swing arm, a 1.1 degree flatter steering head angle and ten millimeters more caster – do not fail to have an effect in this regard. The steering damper does not allow the slightest hint of kickback. Even then, when it comes with hurray on nasty furrowed B-lanes. Whereby it works quite tightly, which also dampens sensitive steering movements at low speeds. And slow straight-ahead driving is mixed with a slight staggering and should be partly responsible for the Ducati’s longitudinal groove sensitivity. The Streetfighter pilot does not have to fear any losses in handling compared to the 1198 due to the geometry designed for stability. Thanks to the wide handlebar, the street fighter can be angled without undue effort.

Driving fun for curve hunters


Dynamism guaranteed: A record-breaking 198 kilograms with a full tank meet just under 160 hp.

However, he tends to steer a little towards the inside of the curve with the front wheel. What appears to be very manoeuvrable the first time you turn in, but always requires a little pull on the handlebars to keep the Duc on course. On the other hand, at the exit of the bend it tends to curve slightly more. The reason for this could be the rear-heavy weight distribution. This tendency increases with passengers. But this case is likely to remain the exception. Because apart from the halfway comfortably attached pegs, the backbencher sits enthroned leaned forward like on a super sports car. So the Streetfighter is not perfectly neutral. And yet: If it goes at great speed and a considerable incline in wide curves over finely leveled slopes, the world is all right. She loves that, because the average appealing spring elements – despite the 1198-like coordination with a soft fork and a rather stiff shock absorber – convey earthy, rich contact with the road. On bumpy slopes, the comfort remains rather manageable, even if the longer swing arm makes the hard spring strut – in contrast to the 1198 or even the first 1098 – work. If the faults in the asphalt become even larger and the curves narrower, the Streetfighter tends to stand up even more. In other words, the more clearly the driver has to show her where to go. However, Metzeler Racetech Interact installed on a trial basis brought a noticeable improvement. In general, the Streetfighter reacts very sensitively to setup changes – although given the wide adjustment range of the suspension elements, you can quickly go wrong.

Driving fast on the Duc is not something you shake off your wrist on winding roads. The exhaust cover spreads the right foot wide, which finds little support on the slippery notched knob. If the stoppers, which snap shut like bear traps, are activated too violently in an inclined position due to an obstacle or a tightening curve, the fork plunges in far, the Duc stands up to push forward again powerfully when applying the gas. Concentration and hard work are required for a clean line. On the other hand, the brakes enable monumental deceleration values, the powerful twin is frugal at the pump with 5.8 liters and the narrow headlights illuminate the road surprisingly well. The Duc is not everybody’s darling, by no means cuddly, sit on it and the rest will go by itself. She challenges the driver. I want people to gain access to it. Then she rewards you with sound, pressure, dynamics, feeling. And lots of feedback from the rear wheel. For proper acceleration out of curves, for example. For this purpose, the Streetfighter brings a traction control (DTC), which is said to be derived from the MotoGP racers, which is why Ducati is silent about the exact way of working. Just this much: by comparing the wheel speeds, the system detects slip on the rear wheel and first shifts the ignition towards “late” with gentle intervention; If that is not enough, the injection quantity is reduced and, in an emergency, completely switched off. Wheelies still allows the integrated pitch angle detection. Now no halfway life-affirming person will consciously use DTC on the open road. Nevertheless, this little helper calms down in the background. And traction control just fits the extreme character of this Ducati. Love it or leave it.

Technical specifications

Water-cooled two-cylinder four-stroke 90-degree V-engine, two overhead, toothed belt-driven camshafts, four valves per cylinder, desmodromic, wet sump lubrication, injection Ø 60 mm, regulated catalytic converter, 520 W alternator, 12 V / 12 battery Ah, hydraulically operated multi-plate dry clutch, six-speed gearbox, O-ring chain, secondary ratio 38:15.

Bore x stroke 104.0 x 64.7 mm
Displacement 1099 cm3
Compression ratio 12.5: 1
Rated output 109.0 kW (148 hp) at 9500 rpm
Max. Torque 115 Nm at 9500 rpm

landing gear
Steel tubular frame, load-bearing motor, upside-down fork, Ø 43 mm, adjustable spring base, rebound and compression damping, single-sided swing arm made of aluminum, central spring strut with lever system, adjustable spring base, rebound and compression damping, double disc brake at the front, Ø 330 mm, four-piston fixed calliper, rear disc brake, Ø 245 mm, two-piston fixed calliper.

Forged aluminum wheels 3.50 x 17; 6.00 x 17
Tires 120/70 ZR 17; 190/55 ZR 17
Tires in the test Pirelli Diablo Corsa III

Dimensions + weights
Wheelbase 1475 mm, steering head angle 64.4 degrees, caster 114 mm, spring travel f / h 120/127 mm, permissible total weight 390 kg, tank capacity 16.5 liters.

Service data
Service intervals
Oil and filter change every 12,000 km / h 3.7 l

Engine oil SAE 15 W 50
Spark plugs NGK MAR10A-J
Idle speed 1200 ± 100 / min

Two year guarantee
One year mobility guarantee

Colors red, black
Price 18 700 euros
Additional costs around 255 euros

MOTORCYCLE Comment Scoring

The Ducati Twin shows its gripping side. He carries his torque and temperament where it is needed. As exciting as this characteristic is, the behavior below 3500 rpm can be annoying, especially at slow speeds in the city. In terms of performance, the Streetfighter hardly needs to shy away from an opponent. Starting could be more spontaneous.

landing gear
This Ducati is also not one of the gifted corner weasels, but its handling is okay. Freedom of inclination and feedback leave nothing to be desired. In contrast, the Duc should behave more neutrally in an inclined position. On well-leveled slopes, however, everything fits, including the coordination of the spring elements, which by no means show the hardness (shock absorber) and softness (fork) of the first 1098. With a pillion passenger, the Streetfighter chooses the wide line even more in curves.

everyday life
What does a real street fighter care about their boring everyday life? Just. Luggage storage, windbreak, forget it. In contrast, the field of vision in the mirrors is remarkable. The light output from the small headlight is also surprisingly good. The tank size enables practical ranges, and the workmanship is quite appropriate for the price. Well, street fighters look a little bit cross-eyed at everyday life.

Bombastic to grab and a pleasure for two-finger brakes. The Brembo Monobloc pliers are really awesome. However, they should be used with feeling. Flawless: the braking stability. The non-adjustable steering damper is a bit annoying when driving slowly, but it keeps the handlebars completely still.

Street fighters may have rough habits when it comes to drinking, but the Ducati is pleasantly restrained. Class: 12000 intervals for the inspections.

Well, Ducatis have never been particularly cheap, and the nobly equipped variants have not been anyway. You just have to be brave when it comes to the price-performance ratio.


+ The tire pressure control is easily possible due to the cranked valve at the front and the single-sided swing arm at the rear.

+ Tensioning the chain is also made much easier by the single-sided swing arm and the eccentric of the rear wheel.

+ Refueling is not a game of patience thanks to the good ventilation of the tank, but rather takes place quickly.

+ Cockpits that can be operated from the handlebars are no longer uncommon, but with the Ducati the functions can be called up easily and clearly.

– The cockpit glass is not resistant to gasoline splashes.

– The left switch unit is beautifully compact, but ergonomically it is not particularly sophisticated.

– The scope of the on-board tools is rather measly overall. It is also under the pillion cushion. If you drive with the passenger seat cover, it only contains a three-millimeter Allen key to adjust the fork.



Street fighter on the hunt for points: Ducati Streetfighter S.

The Streetfighter lives up to its name. Raw power, a dash of individuality, in design and driving. Brutal brakes, crisp spring elements. A bike that turns on and wants to be tackled. A character with rough edges.


Top speed * 250 km / h

0-100 km / h 3.2 sec
0-140 km / h 4.9 sec
0 200 km / h 8.8 sec

60-100 km / h 3.8 sec
100-140 km / h 3.3 sec
140-180 km / h 4.5 sec

Speedometer deviation
Effective (display 50/100) 48/95 km / h

Tachometer deviation
Display red area 10500 rpm
Effective 10400 rpm

at 130 km / h 5.2 l / 100 km
Country road 5.2 l / 100 km
Theor. Range road 317 km
Fuel type super

Dimensions + weights
L / W / H2140 / 925/1135 mm
Seat height 825 mm
Handlebar height 960 mm
Turning circle 6800 mm
Weight with a full tank 198 kg
Payload 192 kg
Wheel load distribution f / r48 / 52%

The comparison with the performance curve of the 1098 clearly shows the more balanced power output with practically the same peak performance. Up to 3500 rpm, however, the 1098 grabs more energetically. Your engine set-up fits much better there. The fact that the V2 generates slightly less power in the Streetfighter trim above 6000 rpm is irrelevant in practice.

The Streetfighter can be circled unusually quickly through the fast slalom. At the reversal point, however, the clutch must be used, as the motor does not respond well at low speeds. That takes time.

The Ducati wants to drive wide lines and is therefore difficult to keep on course. It has to be driven with a lot of pull on the rear wheel. The tendency to tip the front wheel inwards, so that a counter-steering impulse has to be given, does not make choosing a line easier. Here, too, the turning point can only be mastered with a slipping clutch.

The Streetfighter is absolutely stable when braking. The fork compresses fully, but does not bottom out. The braking effect is easy to dose so that you can decelerate to the point at the physical limit. The rear wheel loses contact with the ground.

Technology News – The Foundation

Since the beginning of the four-valve era at Ducati, the stability of the engine housing has been an issue. It is not uncommon for the cases of the Renn-851 and -888 to tear due to the high loads. Of course, the cases became more and more stable, but they also got heavier. So far, Ducati has manufactured them using the die-casting process, in which cavities and material weakening due to air inclusions cannot be ruled out. These reduce the strength and prevent the heat treatment of die-cast parts, because the enclosed gases expand during the heat treatment and form cavities, which is why there is always some “air” at critical points. was planned for the wall thickness. These safety reserves make the vacural casting process largely superfluous.

With vacural casting, the pure and degassed, molten aluminum is removed from directly below the bath surface, so that fewer oxides are introduced into the mold. It is injected into the mold under a defined vacuum, which prevents inclusions. This eliminates the need for safety reserves and the walls can be thinner. In addition, the melt oxidizes less during the casting process, and the alloy forms a finer structure. The downside: Since the mold has to be placed under vacuum before and during casting and held while the melt is sucked into the mold via a heated riser pipe, it makes the manufacturing process more expensive.

The competition

Benelli TnT Sport
Three-cylinder, six-speed, 129 hp, weight 220 kg, 0 100 km / h: 3.0 seconds, vmax: 260 km / h, consumption 7.1 liters, price: 13,490 euros.

KTM Super Duke R.
Two-cylinder, six-speed, 132 hp, weight 203 kg, 0 100 km / h: 3.2 seconds, vmax: 240 km / h, consumption 5.8 liters, price: 13,795 euros.

Triumph Speed ​​Triple
Three-cylinder, six-speed, 132 hp, weight 221 kg, 0 100 km / h: 3.3 seconds, vmax: 240 km / h, consumption 5.0 liters, price: 11 890 euros.

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