2009 Ducati Streetfighter - 1st Ride

With a push on its cleverly designed starter button a familiar gurgle emits from the dual exhausts. That goosebump-inducing tone isn't the only reason your hairs will stand on end however. Pull away and the front tire will quickly end its relationship with the pavement, and the same holds true in second gear. There's no clutch needed either, and contrary to some reports of a rather tall first gear, the bike gets its groove on quickly. This sort of response to a spirited twist is exactly what we want from a streetbike, as performance up to 80 mph on the street is as crucial as performance over 130 mph at the track. There's loads of torque on demand from low in the revs, but the power doesn't fizzle out at the top. Ducati claims it's only 5 horsepower down on the 1098 sportbike due to an air induction variance, but to be honest you'd never miss it because street riding isn't about peak power anyways.

A lot of the initial hype surrounding the Streetfighter centered on the engine and chassis that were handed down directly from the 1098, but that's not entirely true. If the 1098 was simply stripped of its bodywork it wouldn't be visually appealing, nor would it perform properly. True, it'd be a wild wheelie machine, but probably to the point of annoyance over excitement. As a remedy, the front end was raked out mildly (25.6o versus the 1098's 24.5o), while the swingarm had 35mm added in length. The idea was to settle it down for street riding and keep it composed. The engine has also been altered and now sports stacked radiators and a small water/oil heat exchanger to keep it as narrow as possible.

The designers had to work at tucking away all of the hoses and wiring that would otherwise be concealed behind bodywork. Fit and finish is neat and tidy from both the cockpit and standing on the street-equally important. The subframe is different from the 1098, but the tail section looks much the same and adds definite sportiness to the stance. In front, the headlight and upper faring are also very similar to the sportbike, and the air vents at the bottom actually match up with those of the fully faired bike. This wasn't by chance, of course, and was all part of Ducati's master plan to make this the most aggressive yet attractive streetbike on the road.

What the spec sheet suggests on paper the Streetfighter delivers in the parts. The motor pulls strong from down low and revs through the upper powerband quickly. But, the front end keeps itself in check and the stock steering damper might be considered redundant-better safe than sorry however.

Steering isn't quite as quick or planted as its sportbike brethren due to the rake and swingarm adjustments alongside a less radical riding position. But it's part of the sacrifice for more stability. After all, when cruising a twisty road or blasting a boulevard does quicker turn-in really matter? Nope.

What is more important is how fast you can come to a stop while keeping control, and with the Brembo monoblock calipers, getting slowed down in a hurry isn't an issue. These are the best Brembos available to consumers, and they live up to their reputation. In fact, the brakes are so strong I did something I rarely do on the track-adjust the lever closer to the bar. It didn't take much pressure from a single finger to get slowed from fifth down to first gear, yet everything remained composed and moving in a straight line. Usually there are some squirms and squiggles from the rear, but it's pretty hard to upset this chassis.

The Streetfighter mimics a full-on sportbike in performance, yet the comfort doesn't replicate a medieval punishment device. Its overall impression isn't far from the 1098 superbike, and on the road the Streetfighter would definitely be more enjoyable. And therein lies the beauty of this bike. If all the plastic and radical riding position of a race replica doesn't suit you, but performance is crucial, the Streetfighter offers what very few can. And it even comes with a free club membership.