DUCATI'S latest generation of superbike models give unbelievable performance and street cred. But the compromises inherent in such a design isn't for everyone. Ducati's answer for those people is to put the same performance and handling in a naked bike: compromise eliminated. Don't think the new Streetfighter is a pumped up Monster.
It's a completely new machine.

On the stand

While Ducati has moved on to the 1198, 1200cc engine, the Streetfighter uses the outgoing 1100cc, 1098 L-twin motor. Ducati now utilises the vacuum die-cast manufacturing process for the Streetfighter's crankcases, first seen on the 848 engine. The end result is both lighter and stronger cases. Bore and stroke remain the same, at 104 x 64.7mm. Valve sizes are unchanged also, 42mm inlet and 34mm exhaust, using Ducati's time honoured Desmodromic valve actuation system. Marelli fuel injection gets the fuel into massive throttle bodies and air is directed via a modified air tract which had to be changed because of the different frontal design of the Streetfighter. This modified air tract accounts for the five horsepower decrease in power compared to the 1098.

Looking very trick up one side is the 2-into-1-into-2 exhaust system which exits via two mufflers situated on the right side of the bike. In keeping with the technical marvel that is modern motoring, the exhaust houses a number of sensors which help optimise fuel mapping. There's also a computer-controlled valve inside the exhaust which helps improve bottom and mid range exhaust, although the downside is the mufflers have to be removed to be able to remove the rear wheel.

Now, the modern Ducati superbike family engine isn't known for its beauty once the fairing is removed. There are pipes and hoses going in all direction, but the Streetfighter's designers have gone to great lengths to hide them as much as possible. It's obviously worked because in the main you just get an eyeful of the wonderful looking donk, rather than a myriad of hoses and the like which get the fluids going to the right places. The engineers have done this by redesigning the cooling system. Instead of using the 1098's radiator and oil-cooler, Ducati has gone for twin curved radiators stacked on top of each other and a water-to-oil heat exchanger which is positioned behind the lower radiator.

There are other styling changes, like the magnesium clutch cover and carbon grey painted nearside covers on the standard model. Carbon fibre timing belt covers are used on the Ohlins equipped 'S' model, while the standard model gets black plastic ones. Regarding the rest of the engine, it's pretty much the same as the 1098/1198 superbike, with a close ratio six-speed gearbox and the dry multi-plate non-slipper clutch. Ducati has gone with a Trellis frame for the Streetfighter. It looks essentially the same as the 1098's chassis but has a less aggressive steering head angle. Whereas the 1098 and 1198 uses 24.5 degrees, the Streetfighter has 25.6. The other notable chassis differences is a 35mm longer swingarm which is also single sided.

Two models are available, standard and 'S'. On the standard model, Showa suspension is used. It's fully adjustable at both ends, 43mm forks up front and the single shock with an adjustable linkage at the rear. Ten spoke Marchesini alloy wheels get the nod as standard equipment on the standard.

The 'S' uses top line Ohlins forks and shock, both fully adjustable. Lightweight five-spoke forged alloy Marchesini wheels are used on the 'S', both the standard and 'S' models use Pirelli's Super Corsa III rubber in 120/70-17 and 190/55-17 sizes. Brakes are the same on both models, Brembo radially-mounted four-piston monobloc calipers on 330mm discs at the business end and a twin-piston single caliper grabbing a 245mm disc at the rear.

Ducati's Traction Control System (DTA) was introduced on the 1098R and the 1198S when it was released. We've spoken about it before but the two systems are different, the 'R' relying essentially on cutting fuel to reduce wheel spin, whereas the 1198S' system alters both ignition timing and fuel to do the job, resulting in a softer feeling system.

The Streetfighter 'S' gets the same DTC as the 1198S and it also gets the Ducati Data Analysis system (DDA) which allows the rider to download lap times and a host of other machine info. Realistically it's aimed at track use, so you can see where the DTC cut in, what revs were used where and so on. Price wise, the Streetfighter will cost you $24,990 and the Streetfighter S $30,990. Both prices are plus on road costs.

On the road

For a naked bike the Streetfighter has an aggressive riding position. The stretch to the one piece alloy ’bars is more sportsbike than sports-tourer, you feel as though you are right over the front wheel. Of course this isn't the case but you get the drift. That said, there's loads of room for the rider, the seat to footpeg ratio feels right and the seat itself is plush enough to not cause any numb bum after a couple of hours riding. In front of the top triple clamp is a superbike style dash which has all the usual bells and whistles, including a lap timer. The lap timer was a fun tool, when I remembered to use it, and it was fun comparing lap times with a couple of other journos later at Eastern Creek, all tongue in cheek of course.

Even though there's similar power to its sportier brethren, the Streetfighter is easier to ride on the road. Obviously the riding position helps here. Gearing is quite tall and if you need any more power than this on the road you must be in the middle of a dream. We sampled the Streetfighter in commuter traffic, through the middle of town and enjoyed a number of passes up and down a mountain pass. Both models were sampled but for the pace we were doing on the road it was hard to notice a difference between the Showa and Ohlins suspended bikes.

On the track

Make no mistake, the Streetfighter likes to wheelstand (check out our video of the Streetfighter at www.cycletorque.com.au), although it's a little more controllable for the average rider because of the longer swingarm. Don't discount the Streetfighter as a track day blaster because it doesn't have a fairing. It's a ball of fun and easy to ride fast. Brakes are great, handling is great and the power is, well, great. To be honest it's hard to find fault with the bike, it does everything extremely well. It's only at the track we could notice any real differences between the standard and 'S' models. On the 'S' the Ohlins suspension seemed to cope better at speed with direction changes and steering into corners, but this could be partially put down to the lighter wheels. We only had limited time on the bike so a longer test should give more feedback regarding the differences.

Initially we had the DTC set at position six on the road but never felt it cut in. On the track it was set at position four and if you couldn't feel it you knew it was working by the tell-tale lights on the dash. The two outside lights come on when ignition is altered and the big red light in the middle of the dash is illuminated when the fuel is cut. Every lap on a number of corners you would get the DTC working at its lower levels, but wheelstanding onto the straight or out of some corners would get the fuel cut also, not that it was that noticeable. On one occasion through turn eight (Corporate Hill at Eastern Creek) we had it really kick in, and for a moment we thought we'd run out of fuel, quickly realising though, it was the DTC working its safety magic. On the road the ’bars positioning may have felt aggressive, on the track they were spot on. But if we owned one we would put a higher bend of handlebars on. It's entirely a personal thing.

The real deal

The pure sporting nature of the 1198 is hard to top. On the track it's awesome, on the right road it's equally so. But in traffic and on poor roads it's, in reality, hard work. Many buyers will put up with that to have a bike which is very special. That's where the Streetfighter steps in, there is no hard work.