2025 · Naked Bike · Buyer's Guide
Beautiful V2, Lighter Than Air
Ducati's middleweight naked is built around an 890 cc L-twin making 120 hp at 10,750 rpm and 69 lb-ft at 8,250, though the number that matters most is where the pull starts. Roughly seventy percent of peak torque is already there at 3,000 rpm, so the engine works with you at road speeds instead of asking for revs first. Wet weight is 392 lb, and that figure shapes everything else. Suspension is adjustable at both ends and tuned for compliance on real pavement, with Brembo M50 calipers, a steering damper, and a full rider-aid package covering cornering ABS, traction control, wheelie control, and ride modes.
On the road it feels smaller and lighter than any spec sheet suggests, and that is the whole appeal. Direction changes cost almost nothing in effort, the front keeps you informed about what the tire is doing, and it stays composed when the road opens up. This is the kind of Ducati you use on a Tuesday, not one you save for perfect weather. It suits the rider who wants Italian presence and genuine pace without a machine that demands payment for every mile. The honest caveat: a 4.0 gal tank at 44 mpg keeps range modest, and several comfort extras riders assume are included cost extra here.
Spec sheets don't ride bikes, but they set the baseline.
| Power | 120 hp (88 kW) @ 10,750 rpm |
|---|---|
| Torque | 69 lb-ft (93 Nm) @ 8,250 rpm |
| Displacement | 890 cc |
| Engine | L-twin |
| Cooling | Liquid-cooled |
| Gearbox | 6-speed |
| Final drive | Chain |
| Fork | Upside-down (USD) |
| Front brake | 320 mm |
| Front tire | 120/70-17 |
| Rear tire | 190/55-17 |
| Seat height | 33.0 in (838 mm) |
| Wet weight | 392 lb (178 kg) |
| Fuel capacity | 4.0 gal (15 L) |
| Fuel economy | 44 mpg (US) |
Equipment check
Chassis
Connectivity
Drivetrain
Lighting
Safety
The named systems that set this bike apart — and what each one does for you.
Braking
Rider aids
Thumb the starter and the L-twin settles into a hard, uneven beat you feel through the pegs before you really hear it. It gets better the harder you work it, and by the middle of the rev range the intake and exhaust are doing exactly what you pay a Ducati for. The riding position is roomier than the silhouette suggests: wide bars, a tank your knees lock into, and space to move around without feeling folded up. At 33.0 in the seat is tall, so shorter riders will be on tiptoe at lights. Wind pressure builds around 60 mph and does what it should on a naked bike, making a legal pace feel like an occasion. The TFT stays readable on the move, and gears go in cleanly in both directions with barely any foot movement.
This part is the riders' verdict, not mine. It comes from years of listening: paddock talk at race weekends, conversations at club nights, and the notes owners send me once they have lived with a bike. What comes back here is consistent: enthusiasm for the way it moves, reservations that surface once the ride gets long.
Handling dominates the conversation. Owners describe a bike that has shed weight against the one it replaced and falls into a corner the moment they ask. The engine earns as much praise: strong from low in the range, pulling cleanly to the ceiling, and better company on a public road than the motor before it. Braking gets steady credit for force and for feel. The riding position suits a range of builds, though tall owners say space runs short.
The lost peak power is the complaint that repeats most, raised hardest by owners who knew the previous engine and miss the rush at the top. The seat is next: hard enough that a few hours in it becomes the limiting factor on a long day. A smaller number of riders mention buzzing through the pegs once they settle into a steady highway pace.
ABS fuse reversal safety recall
On units produced between March 31 and June 12, 2025, the supplier may have reversed the 10A and 25A ABS fuses. This can cause the 10A fuse to blow during prolonged ABS activation, disabling the ABS pump and risking wheel lock. A warning message and light appear if the fuse blows.
Where this Ducati Streetfighter V2 pulls ahead of — or falls behind — its rivals on the numbers, and the typical bike in its class on character.
Power
Torque
Displacement
Wet weight
Seat height
Forget spec-sheet bragging. Here's who the Streetfighter V2 is actually built for.
City miles during the week, Skyline on Sunday. Light enough for traffic, sharp enough for the ridge, and the one in the parking lot people walk over to look at.
Made for Bay Area Ridge Roads · San Francisco / Bay Area · Skyline Boulevard / Alice's Restaurant
You will use everything this bike gives you on a canyon road. The feedback is honest, the lean clearance is deep, and it never feels heavy when the corners come fast.
Made for Angeles Crest Highway · Coronado Trail / US 191 · Highway 1 / Big Sur
For riders working on line and precision rather than speed, this is a good tool. It changes direction with almost no effort and tells you clearly what the front tire is doing.
Made for Back of the Dragon · Blue Ridge Parkway · Cherohala Skyway
If you're cross-shopping the older generation, here's what changed.
Previous generation · 2022–2024
Panigale Soul, Street Ready
Compare to the previous model →If this one isn't quite the fit, these are the bikes worth riding back-to-back against it.
Any price note compares both bikes at the same age — the youngest age both have on the used market — against this Ducati Streetfighter V2. “cheaper/pricier” is what that bike costs second-hand, not how worn it is.
Competitor · 2023–2025
Triple That Earns Its Grin
Roughly $2,200 cheaper used than this bike at 1 yr
Competitor · 2020–2024
Sharp Enough To Draw Blood
Same Platform · 2025
Italian Middleweight, Italian Soul
Roughly $2,500 pricier used than this bike at 1 yr