Ducati

LOS ANGELES—Ducati superbikes are focused, hardcore machines with the capability for breakneck, knee-dragging, on-track shenanigans. But their stretched out ergonomics can wear thin during street rides out in the real world. If you're not an aspiring MotoGP star, but still want a motorcycle with serious bite, Ducati's new Streetfighter aims to scratch that itch for power without leaving you with sore wrists and a hefty chiropractic bill. —Basem Wasef

The Specs
The Streetfighter's visible mechanical workings are the most striking element separating it from Ducati's fully faired 848 and 1198. Shorn of a fairing, its innards are out in the open, an intricate array of plumbing and wiring surrounding an L-twin engine, all buttressed by a steel trellis frame. The beating, barking soul of the Streetfighter is its powerplant, sourced from the previous-generation 1098 model and refitted with vacuum die-cast cases from the 1198, saving 6.5 pounds of weight. The desmodromically valved engine loses 5 hp due to revised intake lengths
but its output of 155 hp and 85 lb-ft of torque gives the Streetfighter the highest power-to-weight ratio of any naked production motorcycle. The base model ($14,995) displaces 373 pounds dry, while the S version ($18,995) drops the mass to a mere 368 pounds. The S receives carbon trim, forged Marchesini wheels, fully adjustable superbike-spec Öhlins suspension, the Ducati Data Analyzer (DDA)—a USB-based data retrieval system—and Dynamic Traction Control (DTC). DTC works by measuring lean angle and the front-to-rear-wheel speed differential, and can retard the ignition when dangerous levels of wheel spin are detected. The system can be set to one of eight sensitivity levels or switched completely off, and would-be stunters can rest assured that the system won't neuter burnouts and wheelies.

Alterations to the 1098-sourced geometry make the Streetfighter much more street-friendly. The fork rake has been relaxed from 24.5 degrees to 25.6 degrees, and the swing arm has been extended 35 mm for more stability, which also has the side effect of lessening the likelihood of front-wheel lift. The handlebar sits higher than its superbike counterparts, and a steering damper mutes wobbles. Huge dual-floating, radially mounted 330-mm four-piston Brembo monoblocs up front and two-piston units at the rear provide awesome braking power.

The Ride
With its sharklike styling and poised posture, the Streetfighter is a menacing bike. But swing a leg over the 33-inch-high seat, and you'll be surprised how easy it is to reach the ground, thanks to the narrowness of the saddle. The bike itself also feels strangely slender; tuck your legs in, and they almost line up parallel to each other.

The Streetfighter lifts easily off the side stand, and is slight enough to feel more like a middleweight than a liter-plus bike. That litheness inspires confidence before you've even pushed the starter button to fire up the big twin, which cranks for a few moments before spitting out a malevolent chatter. The engine's vibrations resonate through the thin seat, and there's little hardware to clutter the view of the road; there's no fairing or windscreen, only the tapered aluminum handlebar with mirrors framing the clutch and brake reservoirs and a small digital display. As the dry clutch rattles at idle, the bike projects an impatient desire to go.

And go it does. The clutch lets out with moderate effort, and the tall first gear shifts to second with low effort, though we encountered a few false neutrals in higher gears. The Streetfighter feels eminently obedient to rider input thanks to its relatively light weight, but it's not nearly as sensitive or twitchy as the 1198. The rider is still pitched somewhat forward, though not with the superbike's belly-on-the-tank posture. And throttle twisting sends plenty of torque to the rear wheel, lightening the front end without threatening surprise wheelstands.

Our S model's Öhlins suspension exhibited a firm ride around town but excellent control in the turns, and the Marchesini wheels felt willing to change direction with ease, with midcorner corrections coming effortlessly. Adjusting traction control settings is a somewhat awkward two-finger operation that requires the bike to be stopped, and while riding the sinuous stretches of Angeles Crest Highway connecting La Cañada to Palmdale, Calif., we only felt the system intrude once, gently cutting engine power when the bike was leaned over. It takes fairly severe dynamics to instigate traction control on the street, but the feature is confidence inspiring for track days or when riding under reduced traction conditions.

The Streetfighter's L-twin produces extreme forward thrust, but its Brembos yield equally stunning stops—a crucial feature considering a fast bike is only as good as its ability to decelerate. Initial bite is tremendous when the hand lever is pulled, and it reacts with excellent feel and feedback. All motorcycles should have brakes this good. In fact, the bike works very well as a whole; its low mass aids straight acceleration and maneuverability, lending a dynamic feel even at lower velocities. Despite its high performance, riding the Streetfighter doesn't feel taxing or uncomfortable, and its ergonomics are comfortable enough for all day rides.