cruise control for ducati streetfighter

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Rexxer Cruise Control

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So no heated grips with the CC?  

I have a different make of cc that also uses the starter button. It doesn't affect the function of the heated grips. Very fond of the cc when riding in radared roads. Also makes a noticeable difference in fuel mileage.  

Good to know. Going to have to call my tuner now. Sent from Motorcycle.com Free App  

Does the CC functionality require Rexxer map too, or can it be added to stock map?  

Thanks Fish Head... been waiting for the Rexxer CC to become available. Its gonna make Hwy riding way more enjoyable.  

Can you point me to where I can learn more about the Rexxer map and the Cruise control?  

Same question. Their website is an uninformative thing to say the least. The product doesn't seem to be on it, and what is on it is not terribly informative. Kind of strange for a tech savvy outfit.  

I spoke with Rexxer USA and found the following: 1. The CC is currently compatible with pre-2013 models only. They are working on MY2013 and it should be out in a few weeks. 2. Stock map can be used and the CC programming doesn't interfere with dealer diagnostics or map updates. 3. Cost of ECU tuning is about $300 (optional) + $250 for CC. If you buy Rexxer user ($599 worth), it includes ECU flash and CC programming. If anyone needs more info, Redline Motors, Yorktown VA is the Rexxer distributor in USA.  

I'm a bit confused about second part of the second bullet. I say this because there is a medium size sticker under my seat now that says something along the lines of, this bike is Rexxer tuned and should not be flashed by dealer??  

My apologies, here is a link to the Australian Rexxer Distributor Torque Power Motorcycles - RexXer ECU Engine tuning - Performance Motorbike Exhausts I had just an upgrade done at Desmo Headquarters in Byron Bay as I had the Rexxer map installed some time back.I had them install the Cruise update map all works fine. I was told it is possible to run Diagnostics when a Rexxer map is fitted.  

Redline's site appears somewhat (or maybe more than somewhat) better than the Rexxer site and I have to say, for the small premium "Rexxer User" looks like it answers a lot of the issues that have been commented about in respect to the Tuneboy program. Who has actually tried "User" instead of simply getting a reflash at the local dyno store?  

I'm quite interested as well. I am considering a Tuneboy or a Rexxer reflash by a vendor, but just recently discovered the Rexxer user unit. I don't have an interest in tuning forever on the bike, just want to spiff up how she runs and then leave her be, and I don't want to have to learn quantum mechanics to do it. Understand Tuneboy may give most options for tweaking and most versatility but has a steep learning curve. Rexxer reflash by vendor is bonehead simple, but you have to send the ECU back in if you want to change anything and there may or may not be a fee. Wonder how Rexxer User compares? Adequate flexibility and easier instructions?  

So just to clear up a question in my head, do you need to get the Rexxer re-flash or can you just purchase the cruise control function for a stock Multi? Rick  

You can add Rexxer CC to stock ECU, without the need of a complete re-flash.  

Also available for Ducati Diavel's.  

^ You dont have to send your ECU to the dealer if you get the Rexxer User. With Rexxer User any map updates can be sent to you via email or CR-ROM, you copy this map file onto your Rexxer unit then upload it to the bike via the diagnostic plug, simple! Installation of the Rexxer Cruise Control is done exactly the same way.  

Well finally heard back from the dealer that did my Rexxer flash. The guy that did it apparently spoke to the owner of the dealership and he doesn't want to extend the new features to us because of legal liability? Hell if I knew this is how he operated his business I wouldn't have gone there in the first place. If liability is your biggest concern you shouldn't be selling motorcycles to people. Shaking my head... Sent from Motorcycle.com Free App  

Turkishexpress: Can I assume that the dealer you are referring to is a Chicagoland Ducati establishment? Rick  

I just flashed my first MTS1200 with cruise control. It is a completely stock bike with cruise control. To set cruise while bike is idling...you press starter button for 5 secs and will here an idle increase to let you know it is engaged. While traveling over 25 mph you can activate cruise by pressing starter button for 5 seconds and it engages. You can accelerate throttle and it will come back down to where you set it. To disengage you do so by front brake or back brake or pulling in clutch lever. There are a few safety parameters that will disengage the cruise also. To set the heated grips pull in the clutch lever and activate heated grips then set cruise. I rode the bike and it works great. It bounces 1-3mph catching up, but nothing noticeable.  

Thx for the explain on the grips. I guess i need to see how the map is. I'd love this for the MTS.  

wmcdonal said: Have any of you had your bike stop yet ? Click to expand...

wmcdonal said: I did not say that the bike would stop while moving, I said you may find yourself stuck. By this I mean the bike may no longer start. Click to expand...

I realize people need to protect their intellectual property, that devices to do so may be included and that these are serious allegations and if true, you deserve every legal consideration. Yet I have to be frank and say that this news would discourage me from buying any aftermarket flashes of this type including Tuneboy's; at least until the matter was cleared up. And I have to ask (perhaps naively) if you installed this to trigger at some point in the normal operation of the bike, why not install it in such a manner that it wouldn't strand somebody (at best) or present the potential for a serious situation (in the worst case). Why not just make it so that the program failed ten seconds after it was installed and didn't risk somebody's life? Without knowledge of your battles with Rexxer, and I certainly had none until now, the end user becomes something of a pawn in the game, and is placed (if I understand you) at considerable risk beyond just the loss of the cost of a program. If the bike will stop randomly and this is your idea of a fair device to protect yourself, I'd call it irresponsible. If it's more benign, that might be another story.  

In order for RexXer to distribute the TuneBoy cruise control they had to get past the first level of protection. When you flash the ECU with the TuneBoy software you need to flash the ECU twice, the first flash does not allow the bike to start, after the second flash the bike will start. The only way any other protection comes into play is if someone steals the code and bypasses the first check. I did not say that the bike would stop while moving, I said you may find yourself stuck. By this I mean the bike may no longer start. I did not want to say anything about this protection but I feel it is only fair to warn potential RexXer customers that they may be buying into some trouble.  

I too understand the need to protect your developments and investments. I wonder though could there not have been a better approach at this protection? As it has been so well put, the customer is caught in the middle on this. There is nothing to warn a potential customer to not purchase a Rexxer unit unless they frequent a website such as this. Through no fault of their own they could innocently purchase a Rexxer unit and find themselves sitting in the middle of no where on a vacation trip as a result of a pre-planned internal shutdown. In any event I would be highly upset with both companies in the end for making me the inadvertent stooge in a game of corporate nonsense. So as it stands, it is best to not purchase either suspect unit and wait for Ducati to bring out their own cruise control unit. What one company does to another company regarding patent infringements is one thing, but when potentially dangerous booby-traps are installed in software that an unsuspecting customer purchases well lets just say there is some enormous liability issues at hand. Rick  

Rick H. said: What one company does to another company regarding patent infringements is one thing, but when potentially dangerous booby-traps are installed in software that an unsuspecting customer purchases well lets just say there is some enormous liability issues at hand. Rick Click to expand...

I must admit that I am confused that all of the anger seems to be aimed toward the person who created the software, and not the person who allegedly stole it. If it wasn't stolen and sold under false pretenses, there would be no potential problems as I understand it. If the consumer is caught in the middle by anyone, it is by the guilty party who stole the software...at least that's how I'd see it.  

You are right and righteous anger should be directed at the thieves and probably would be if the boobytrap that is set to brick random peoples ECU through no fault of their own was not directed at the unwitting consumer. Its a matter of levels of response. The proper response to the theft of your IP is to notify the consumer of the piracy and sue the offender for any and all profits they made from that theft and then for damages on top of that. It is way over the top to put consumers in potential danger over a white collar crime. If you bought an mp3 from a web site and it turned out that it was a pirated mp3 would you be OK with your stereo being bricked? Or maybe you watch a copyright infringing youtube clip is it OK to brick your computer or your Ipad? Its a matter of appropriate response to and offense. We don't allow the death penalty for J-walking. We would all be in agreement with Tuneboy if their response had fit the crime. That is what I mean by this tactic backfiring. I am a software developer, I hate pirates as much as anyone could but I have seen the sad outcome of this behavior too many times. In the end the only winner is the thief.  

I guess the options have dwindled back down to the power commander. Nothing wrong with that. It works great on the HD. I was just looking forward to more streamlined integration. I'm starting to miss carbs more and more.  

Two sides to every story Hi Guys, I would like to first state that I am a RexXer agent, so that I am not hiding anything. The points that I am now making are not on behalf of RexXer, but are my personal opinion of the situation as a forum member. My points are that Someone has come out on an international Ducati forum making a claim that something is stolen, but has actually provided no evidence of this to the forum. I think it is unfair of anybody in any situation not just this one to not have hard evidence to back up a claim. If it was indeed true, no matter what the claim then there needs to be evidence of this. Second point is that RexXer won’t post up a response to this as it is a legal situation. That is not to say that they are in the wrong at all. Its that they will sort it out like corporate adults and not via an open forum. I don’t understand why people don’t think that two companies could be developing cruise control at the same time, and release their own versions at around the same time. Many times all over the world medical discoveries, scientific developments, and engineering solutions are made by different parties at the same time for the same result. The world is full of billions of people, and who is to say that two people somewhere aren’t doing the same thing at the same time. Again, I as a sensible human I would be giving both parties the benefit of the doubt as there is nothing to back up a claim as of yet. Regards Mike  

Mike_1324 said: Second point is that RexXer won’t post up a response to this as it is a legal situation. That is not to say that they are in the wrong at all. Its that they will sort it out like corporate adults and not via an open forum. Click to expand...

I don’t understand why people don’t think that two companies could be developing cruise control at the same time, and release their own versions at around the same time. Click to expand...

Well put mike.  

Sorry for the delay in getting this info up on the forum. The following YouTube video shows, without a doubt, that RexXer have stolen our (TuneBoy Pty Ltd) microcode. The TuneBoyTrim program uses new messages to communicate to the ECU. When I created the CruiseOnly version of our Cruise Control I left all of the TuneBoyTrim communication code in place. There is no need for this code in the CruiseOnly map; I did this so it would be easy to see if someone has pirated the code. The TuneBoyTrim software CAN NOT communicate with the ECU unless the TuneBoy specific code is in the ECU. This code does not exist in the standard ECU. Please look at the video; it leaves no doubt. As for the question "Why we have aired this on a public forum", here are our reasons: All the security in the microcode was added to inconvenience someone that does this as a one-off hack for themselves. Once RexXer started to distribute this they put unsuspecting customers in the firing line. By posting on the forum we are giving those RexXer customers time to get the ECU flashed back to standard before it is too late. RexXer are the ones who have exposed innocent parties to potential problems. I also want to clear one thing up; the bike will not stop while riding, or even while the motor is running. If you turn your RexXer Cruise Control on one day and see the "Device ECU" message on the dash, you will know your time has come. Any dealer that has loaded the RexXer Cruise Control could just as easily have loaded the legitimate TuneBoy Cruise Control and you would not have this problem. The retail price of a TuneBoy Cruise Control key is $199 AUD. I don't know what the RexXer Cruise Control is charged out at, but I doubt the difference is worth the risk. The TuneBoy version also offers an upgrade path as we add new features like quick-shifter support and down-shift throttle "blipper". If you have the RexXer Cruise Control we advise that you show your dealer this video and request your ECU be flashed back to standard and ask for your money back. Mike, please view this video. You can make up your own mind about who is telling the truth. If RexXer had developed Cruise Control themselves we would not have a problem with it. How many models do RexXer offer Cruise Control for? They don't offer it for anything else do they? How odd!  

wmcdonal said: I also want to clear one thing up; the bike will not stop while riding, or even while the motor is running. If you turn your RexXer Cruise Control on one day and see the "Device ECU" message on the dash, you will know your time has come. Click to expand...

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DUCATI STREETFIGHTER V4S (2020 - on) Review

• Still a 205bhp brawler
• New electronics package for 2023
• Chassis and styling tweaks

At a glance

Overall rating.

The 2020 Ducati Streetfighter V4 is a premium super naked with the engine from the Panigale V4 superbike . It's seriously fast and rather expensive too, and is the speed-crazed wheelie monster you’d expect it to be, but it also has a surprisingly grown-up side.

Friendly at low speed and perfectly happy to accelerate hard with both wheels on the floor, it’s far calmer than its V-twin predecessor and its supermoto-like riding position is less extreme, too.

Some cheap plastics parts aside it’s beautifully built, finished and equipped, but it’s a heck of a lot of cash, making this a super naked for well-heeled thrill seekers only.

• Related:   Ducati Streetfighter V2 review

Ducati’s original 2009 Streetfighter 1100  was a bit of a one-trick pony – it loved to wheelie and that was about it. Some loved it for that, but most didn’t and liked its extreme, supermoto-like, dangled-over-the-front riding position even less. No surprise, then, that during its six-year life it was never a big seller... so read on to find out what the 2020 Ducati Streetfighter V4S is really like in our in-depth review.

We ran a Ducati Streetfighter V4 on the MCN long-term fleet during 2020 - we took it on track at Brands Hatch and Donington Park, plus put thousands of road miles on the bike.

Our Chief Road Tester Michael Neeves was running the bike, and said it's a hugely versatile machine thanks to its epic performance and suite of riding modes, which allow it to have multiple characters.

If you're keen on this bike and fancy meeting likeminded people, there's a great online community at Ducati Owners' Club GB .

2021-2022 Ducati Streetfighter V4 S update

Less than 12 months after it was launched the Ducati Streetfighter got its first update, mainly to satisfy Euro5 regs, but also to add extra excitement lower in the revs. And if it didn’t look mean enough already, the 2021 Streetfighter V4 is also available in satin black.

It never lacked drama to begin with, but with the meat of its torque delivered at such screaming revs, the peakier 2020 Streetfighter V4 lacked the immediacy of its gruntier rivals.

It still has a voracious appetite for revs and hasn’t turned into a Super Duke or Tuono overnight, but now more if the V4’s good stuff is delivered at lower speeds, which makes it even more exciting, more of the time and the riot a bike with over 200bhp really should be.

Extra oomph aside it’s much the same as before: a hugely refined, impressively technical and blisteringly fast superbike with straight bars.

Stealth fighter: Ducati Streetfighter V4 S now available in black

First published 23 October 2020 by Ben Clarke

Ducati have announced that from 2021, the Streetfighter V4 S will be available in a Dark Stealth black paintjob as well as the existing Ducati red option.

From 2021 on, the Streetfighter will also be fully Euro5-compliant. This has meant some slight changes to the way the exhaust is routed, new lambda probes (one for each cylinder) and larger catalyst internals but Ducati are still claiming the same power output.

What has changed though is that peak power now comes at 13,000rpm (250rpm higher than before) while peak torque comes a whopping 2000rpm sooner at 9500rpm. If this means more grunt at lower revs (9500rpm is well beyond legal road speed even in first gear) than it would be an improvement for road riding.

The bike also gets new front brake pumps and a self-purging clutch, both lifted from the £86,000  Superleggera V4 .

The Dark Stealth paint option is available in the Ducati configurator now and costs £300 more than the standard red model.

Ducati Streetfighter V4: Further updates for 2023

For 2023 Ducati have turned their focus on making the Streetfighter V4 S easier to manage with a sack-full of electronic upgrades, plus a few nips and tucks elsewhere and it’s worked. That said, a 205bhp super naked with a stiff superbike chassis is still physically and mentally challenging to ride quickly on track.

But once you’ve acclimatised to its brutality you can lean on its polished new electronic rider aids and trust them to help you go faster with a bigger safety margin. We still reckon 170-ish bhp is still the super naked sweet spot, but the Ducati is still endlessly impressive and won’t fail to make you fizz every time you open the garage door.

Watch our video review of the 2023 Ducati Streetfighter V4S right here

Ride quality & brakes

Sharing the Panigale V4 S’s  Öhlins and Brembo Stylema calipers, the Streetfighter V4 S also uses the same lightweight (just 4kg) cast ali 'partial' frame that incorporates the engine as a stressed member.

The wheelbase is stretched slightly from 1469mm to 1488mm for stability, but its 24.5°/100mm rake/trail steering geometry remains. A new steel trellis subframe is used for its larger rider and pillion perches and the lower section of the fuel tank is modified to take the Streetfighter V4’s thicker seat.

• Related : How to wheelie a motorbike

Anyone who’s ridden the original Streetfighter will feel instantly at home when they hop on. With a seat 10mm taller than the superbike’s and lower pegs, you’re perched high, but slightly further back, so it isn’t as supermoto-extreme as before.

There’s lots of legroom, adjustable bars are wide, levers can be set just-so, the seat’s extra 60mm padding is a derriere’s dream and despite being canted forward, ready for action, your wrists don’t take a hammering, even after a day’s riding.

It’s the riding position Panigale V4 owners secretly dream of, but wind protection is non-existent. It’s fine up to motorway speeds, but beyond it’s hard to hang on for any length of time.

But the biggest surprise is that unlike Ducati’s super naked rivals the Streetfighter’s throttle isn’t an invisible winch-control for the front wheel. Electronics will stamp out a wheelie before its even started, but even when they’re turned off it isn’t the natural born mono-master you’d imagine.

Designed to go as fast as possible around a racetrack on two wheels, Ducati deliberately designed the Panigale V4 with a stable chassis and a counter rotating crank to prevent wheelies. With the Streetfighter V4’s wheelbase being longer still, you can even go full throttle through second gear and the front Pirelli stays pinned to the tarmac.

In fact, you almost need to trick the Streetfighter V4 S into a wheelie. You have to tease it up and dance around what almost seems like a secret layer of electronics that chime in if you clutch or pull-up too hard.

Its new wings also keep the front wheel down, produce extra stability under braking and draw heat away from the engine but only at racetrack speeds. Producing 28kg of downforce at 167mph, they’re sure to make the Ducati less flighty, flat-in-top over the hump at the end of Mugello’s start/finish straight, but on the road they do very little.

Exposed to the elements, the sensation of speed is sharper than its superbike sister, but the Streetfighter V4 S is just as well behaved in the bends. It never shakes or wallows - instead its electronic Öhlins glides over rippled road surfaces and while Brembos have the power to stop time itself, they’re never grabby or aggressive.

Sat higher and further back than a race replica, super nakeds never feel as planted at the front as a sportsbike into a corner. The Streetfighter doesn’t like being thrown hard on its side, but tease it in, loading those gold forks and Pirelli Diablo Rosso Corsa II tyre and it rails through with the best.

With its rearset pegs ground clearance is never an issue and once you’ve tapped the throttle on the way out, you’d need to be doing something really silly to unstick the rear tyre on the road.

Ducati Streetfighter V4 riding modes

There are three riding modes on the Streetfighter V4 - Street, Sport and Race. We've tried each, back to back, on road and circuit in our long-term test . We found the gulf between each mode meant it's a bit of a jack-of-all-trades, able to dash around Donington Park and then mooch up the motorway home. An impressive feat, going some way to accounting for the premium over its rivals.

2021 Ducati Streetfighter V4 S update

Nothing’s changed in the way the updated 2021 Streetfighter is laid out, but that’s fine by us. It’s still spacious and easy to manage and therefore a no-brainer for the road compared to a superbike.

They’ll crush wrists and crick necks, but the upright Ducati operates as a normal everyday motorcycle as well as a blisteringly fast one when you just want to cruise. Motorways aren’t its forte, but it’s comfier than the Panigale thanks to its extra legroom, seat padding and natural bar position. Like the 2020 model, rear cylinders cut at a standstill to keep exhaust heat down beneath you.

First seen on the £90k Superleggera V4 the 2021 Streetfighter V4 has a self-bleeding brake (and clutch) master cylinder (although they still have bleed nipples), so there’ll be no degradation in performance over time.

The rest of the braking hardware is unchanged, wearing the same brutally powerful Brembo Stylema calipers, monster 330mm twin discs and braking electronics as the Panigale V4.

It has cornering ABS, the ability to disable the rear ABS for the track and slide control – a clever system that lets you skid on the back brake, letting it off if you get too sideways with too much lean.

2023 Streetfighter V4 ridden on track

For 2023 Ducati have raised the swingarm pivot by 4mm to reduce squat on the throttle. It helps keep a line exiting corners and loads the front for extra straight-line stability.

Other than that, the stiff superbike-derived chassis is much the same as before and still hard for all but the most talented to get anywhere near its limits. Most riders would find a Street Triple RS or even the Streetfighter V2 easier and more fun on track, but the Streetfighter V4S will reward the committed.

Put simply the Streetfighter V4 S is a Panigale V4 S in a short red dress and uses the same 1103cc Desmosedici Stradale 90° V4, derived from the 2014 MotoGP Desmosedici GP14 racer.

Its twin-pulse firing order sounds more like a thudding V-twin than a howling V4, but the gaps between 'bangs' help the rear tyre scrabble for grip under load. It also features a counter-rotating crank that cancels out the gyro effect from its wheels, making the Streetfighter V4 S easier to turn, especially at high speed. It also keeps a lid on wheelies, stops the front pushing wide when you tap the throttle mid-corner and pulls the back wheel down under hard braking.

Mapped for more low-down shove, the Streetfighter V4 makes 70% of its torque between 4000-9000rpm and 90% from 9000-13,000rpm. Peak power is just 6bhp down on the Panigale V4’s and delivered 250rpm lower in the revs. Maximum torque is 1.5ftlb less, produced 1500rpm higher up the revs, but Ducati has shortened the overall gearing from the superbike’s 16/41 to 15/42, amounting to 10% more torque at the rear wheel.

Electronics are also the same as the superbike’s - traction control, ABS, quickshifter, suspension, anti-wheelie and engine braking control are all lean-sensitive.

It isn’t all crossed-up wheelies and skids because, like all of us the new Streetfighter V4 S has grown more mellow in its old age. Once you’re past the V-twin-like clatter at very low revs the V4 is tractable with a deliciously smooth and long spread of power. Slow speed throttle manners are a honeyed example of how ride-by-wire should be done.

Fans of the original will be pleased to hear the Streetfighter V4’s newfound civility is a mere side dish. It’s everything you’d imagine it would be with so much power pushing along 199kg of fully fuelled super naked (178kg dry, for what it’s worth).

It’s an unapologetic speed monster that won’t think twice about ripping your head off when you reach the naughty end of the tacho. Unleashing over 200bhp to the back wheel is an unrelenting assault on the body and mind, but even more impressive is the Ducati’s dark, pounding midrange.

By far the fastest and smoothest way to attack any corner is to go through a gear higher than seems right and ride the addictive wave of industrial Bologna torque, while your ears are treated to the kind of demented bumble bee bass that would make a superclub’s sub woofers sound tinny.

Riding it as Mr Domenicali intended, the new Ducati Streetfighter V4 isn’t exactly frugal. We got just 27mpg during our test with the fuel light coming on around 60 miles. That’s a theoretical 95-mile range from its 16-litre tank but expect around 40mpg for more gentile riding – around our MCN250 test route the 2020 Ducati Panigale V4 returns 42mpg.

For the 2021 model claimed peak power remains at 205bhp, but its produced 250rpm further up the revs at 13,000rpm.

That’s something you’re not going to feel unless you’re revving the dingleberries off it on a racetrack, but the Desmosedici Stradale V4 now makes its 90ftlb of torque (the same as before) at just 9500rpm instead of a head-banging 11,500rpm, which is a big change.

So, while the meat of the Ducati’s immense power is still kept on the top shelf you now get to it slightly sooner. Now it feels more alive and urgent at road speeds, compared to the peakier 2020 model.

Its underslung exhaust can may look identical, but inside the catalysts are 10mm longer. The exhaust manifold to the rear cylinders is 100mm shorter, pipes are narrower (down from 42mm to 38mm), there are now four lambda sensors and new engine maps.

The Panigale V4 gets the same mods for 2021. It still emits a delicious, ground-shaking rumble, but it’s no louder than before, so all but the quietest trackdays shouldn’t be a problem. Despite now conforming to Euro5 regs fuel economy is still poor. We managed 34mpg and 79 miles to the reserve light (and a theoretical 120-mile range).

Its fatter midrange makes the 2021 Streetfighter V4 S more playful than before, but like the Panigale V4 S it’s potential is way beyond what mere mortals can tap into on the road or track.

Its stiff ali monocoque chassis, semi-active Öhlins and Pirelli Diablo Rossi II tyres work better the harder you push and the V4 thrives on punishment and screaming revs. The irony, of course, is despite all that performance you’ll rarely use it being so sat up and exposed to the wind. But it’s nice knowing it’s there and impressive how Ducati have made such a speed demon so refined.

2023 Ducati Streetfighter V4 S updates

Ducati’s 205bhp Desmosedici Stradale V4 motor is such a force of nature it’s left untouched for 2023, but its brutally has been tamed with new engine mapping. Now there are maps for each gear, rather than groups of gears and that, along with larger diameter exhaust cans (to reduce back pressure), helps tame power to make it more rideable. Its slightly less of an animal, but to use everything it’s got on track is still mentally and physically demanding, compared to a lower powered naked. Its fan now kicks in earlier to keep heat down in traffic and it comes with a 1.7kg lighter lithium battery.

As well as more refined engine mapping the Streetfighter V4 S gets the same updated rider aids as the 2022 Panigale V4 , launched last year. There’s a new ‘Full’ power mode that unleashes the motor’s full fury in every gear, except first. A new ‘Low’ mode clips power to ‘just’ 163bhp and for low grip situations. High and Medium modes are tweaked, too.

Engine braking is also managed gear-by-gear within three intrusion levels and new quickshift settings are smoother. The biggest compliment you can give the upgrades is you don’t notice any of the electronics intruding, just the sense that you always have the perfect amount of power in every situation.

Watch a Ducati Streetfighter V4 dyno video

Reliability & build quality.

As it’s basically, the same bike, minus the fairing, you have to look to the Panigale V4 S to see how the Ducati V4 Streetfighter will stand the test of time.

There are occasional reliability blips with reports of minor electronics issues. The original 2018 Panigale V4 S also had its fair share of recalls in its first year of production, but that should mean that the problems have been ironed out by now.

Our Ducati Streetfighter V4 owners' reviews show nothing concerning in reliability terms.

Value vs rivals

The Ducati Streetfighter V4 price is nearly five grand cheaper than a Panigale V4 S (2020 pricing), which is a relative bargain for what is a better riding experience on the road.

But it’s still a lot for a naked bike, whichever way you slice it and for the price you’d want its front mudguard, hugger, exhaust shroud and wings to be carbon fibre, not plastic and while there’s a heated grips button on the right switchgear, you have to pay extra for the actual grips themselves.

If the price of the top-spec Streetfighter V4 S is a step too far, there’s a base model costing just over two grand less (even then, it's still £5,293 more than a standard 2021 Yamaha MT-10 ). It’s 2kg heavier and has cast wheels, mechanically adjustable Showa Big Piston Forks and Sachs shock. If the Panigale V4 is anything to go by it won’t ride a million miles differently, but without semi-active damping the suspension will be a little firmer.

For that kind of money, you’re best off with a fully loaded (and slightly cheaper) Aprilia Tuono V4 1100 Factory , or on a PCP deal (25% down, annual 4000 mileage over 36 months) the Streetfighter V4 S is only a few quid a month more than the base model.

If you’re feeling really flush you can supersize your Streetfighter V4 S with official accessories: carbon and billet ali goodies, single seat conversion, dry clutch, magnesium wheels, comfort and lower seats. Or there’s a full titanium Akrapovic race exhaust that boosts power to 217bhp and saves 5.5kg.

Insurance values will reflect its power and price, but despite its screaming, supersport-like 14,500rpm redline and 15,000rpm limiter, desmo service intervals are 15,000 miles, so it won’t cost as much to run as you think. But you’ll still need to see your Ducati dealer once a year for an oil change and check over.

When Neevesy tested this bike against its main rivals on the MCN250, he concluded that "Ducati’s new Streetfighter V4 S is impressive in every area from finish, design, speed, handling, technology and ‘passione’, but it’s such a serious piece of kit only the most hardened and well-healed of sports riders need apply."

We've done an in-depth article on the Streetfighter's running costs in our long-term test .

We pit the KTM 1390 Super Duke Evo R against the Ducati Streetfighter V4 S and the Aprilia Tuono V4 Factory in our super naked group test .

Watch: 2021's best super naked motorbikes

2023 rivals explored.

Ducati’s 2023 Streetfighter V4 S is unapologetically decadent and pricey. It’s £3415 more expensive than the 207bhp BMW M1000R and a whopping £8695 more than a Yamaha MT-10 . It does the same job as every other super naked, but the Ducati goes a long way to justify its lofty price tag with its quality components, impeccable build quality, speed, tech and all-round specialness.

In its transformation from Panigale V4 S to super naked it’s lost none of the superbike’s goodies and comes loaded with the kind of electronics the old 1099cc V-twin Streetfighter could have only dreamed of: slide, traction, wheelie, launch and engine braking control, three customisable riding modes (Street/Sport/ Race), cornering ABS, quickshifter, autoblipper and 'backing-in' control.

On top of all that, the LEDs, colour dash from the Panigale V4, fancy switchgear buttons and rear cylinders that cut at tickover to reduce heat under the seat, the S model also has semi-active Öhlins forks, steering damper and shock and Marchesini forged ali wheels.

Few machines look quite so purposeful in the flesh. It could easily be Dovi’s Desmo mid-strip and for the tiny amount of bodywork it has, it’s a riot of shiny blood red curves, creases, scoops, nips and tucks. Its stubby tail accentuates the size of its cartoon-ishly huge 200/60 rear tyre and even though you can see it with your own eyes, it’s hard or believe how they’ve squeezed that monstrous 1103cc V4 motor into such a tiny space between the wheels.

Faired-in to hide its wiring and connectors, Ducati’s second-generation 5" TFT colour dash is taken from the current Panigale V4 (and first seen on the Panigale V4 R ). Crammed with functions the tacho pulses orange and red past 8000rpm.

Twin 330mm discs and Brembo four-piston Stylema monobloc radial calipers are coupled with the latest electronics. You can choose between full cornering ABS, front-only ABS, or front ABS with slide control that lets you hold a 'backing it in' drift when you hit the rear brake.

Like its superbike sister the rear Diablo Rosso Corsa II is a 200/60 x 17, the same bulbous size as Pirelli’s superbike slick. This fast road rubber works better in lower temperatures and last longer than the Panigale V4’s Super Corsa SPs.

The Öhlins NIX-30 43mm forks and TTX36 shock on the S model can be adjusted via the dash either like a virtual screwdriver to set damping control, or you can go semi-active and let the suspension change automatically depending on conditions.

2023 Streetfighter V4 S explored

For 2023 new dash graphics including a race mode, derived from Ducati’s MotoGP bike. Revs, gear position and lap times are displayed prominently, but what sets it apart from its rivals is the way the each of the four main rider aids (traction, wheelie, slide and engine braking) are clearly laid out.

They flash when called into action, so you can see when you’re leaning on them and adjust them up or down on the move to suit. For our test at the ’23 model’s launch at the Andalucia circuit in southern Spain, we stiffened the semi-active Öhlins electronic suspension, dialled in minimal intrusion from all the rider aids, except anti-wheelie…which we needed a lot of.

Like the 2022 Panigale V4 the ’23 Streetfighter’s fuel tank size goes up a litre to 17l. It’s reshaped with smoother top edges to make it comfortable for your outside arm to rest on when hanging off and wider around the bottom to help your knees to grip on to under hard braking. It also has a flatter seat, new tank side panels, a matt black radiator cover and footrest hangers and comes with a single seat, rather than it be an optional extra. The pillion seat and pegs are supplied in a box.

Accessories include a 5kg lighter Akrapovic titanium exhaust, boosting power to 217bhp. Yours for £7040.52. It comes in red or for an extra £300, matt grey and black.

Model history & versions

Model history.

• 2020 – Ducati Streetfighter V4 S introduced. Engine, chassis and electronics taken from Panigale V4 S superbike, with shorter gearing, more midrange grunt and super naked styling and ergonomics.
• 2021 – Updated with Euro5 mods including new catalysers, four lambda sensors and a rear exhaust manifold with shorter, narrower pipes. Also gets self-bleeding brakes and available in black as well as red.
• 2023 - Minor updates to software, sportier SP2 version on sale. Standard bike now costs £21,095, V4 S costs £22,895 and SP2 costs £30,595.Get the full story of the creation of the Ducati Streetfighter V4, from concept to spy shots to the new bike's unveiling, here .

Other versions

The base model of the Streetfighter V4 (no S) is 2kg heavier and has cast ali wheels, mechanically adjustable Showa Big Piston Forks and Sachs shock. There's no word on a hardcore V4 R version at this point, but an SP2 version was announced for the 2023 model year.

If the V4 engine seems a little bit much, you may want to consider the Ducati Streetfighter V2 instead.

MCN Long term test reports

MCN Fleet: A Ducati Streetfighter for less?

This is my third Ducati Streetfighter – I love ‘em. The latest V4 option is far from cheap, but there is a more affordable way to own one: get a used 1098 or 848 model.  My first Streetfighter was the original 155bhp, 2009 headbanger – a non-S without Ohlins or Marchesini. It had superbike performan …

Owners' reviews for the DUCATI STREETFIGHTER V4S (2020 - on)

6 owners have reviewed their DUCATI STREETFIGHTER V4S (2020 - on) and rated it in a number of areas. Read what they have to say and what they like and dislike about the bike below.

Review your DUCATI STREETFIGHTER V4S (2020 - on)

Version: V4S

Super-bike performance from a naked

Ride quality is amazing- so adjustable Brakes - they work extremely well lots of stopping power

Very special extremely high revving and plenty of go

Second to none - previous bike was a Harley Davidson where the build quality was very poor . The reliability was also extremely poor . Ducati are only making this bike to be better every year Harley are left standing still

Servicing isn’t cheap as things need to be kept on top of . I think that this is across the board with any manufacturer

Would have been a 5 but no heated grips (optional extra) and no cruise control

Buying experience: Dealer - experience was good

Version: SP

Superb bike but expensive and will not be to everyone’s tastes. Fit an aftermarket exhaust system and it becomes more of a beast yet it’s controllable.

A true piece of Ducati muscle squeezed nicely into a compatible frame.

Don’t know the servicing costs on full as yet; it has only so far had its circa 600 mile service and that cost sub £200.

For the cost it would be good to have a carbon rear fender rather than plastic. Apart from a full Ti exhaust system and remap I have put on Rizoma mirrors and tail tidy and a nose cone.

Buying experience: Dealer. Completely Motorcycles in North Wales

Annual servicing cost: £260

Changed from a Panigale v2 last month. Loved the V2 but a trip to Germany this year gave me a pain in the neck and wrist at normal traffic speeds. The SF is comfortable, fast, handles well and looks beautiful. The only negative for me is the low mpg but it’s no worse than aCBR 600RR I had back in 2003/6.

So, Road tested a 2020v4s demo on sport mode with Akras fitted. Came back underwhelmed! Had a think and went back to the dealer and took out a 2021 v4s (standard) in street mode. Felt totally at home on it! I’ve now customised the suspension in sport mode and it’s even better, giving a quality ride on Norfolk B roads. It really is a bike you can do any type of riding on, longer runs are comfortable, B road blasting power and handling or nipping out to the shops ….perfect. Brakes are spot on. No issues whatsoever.

Phenomenal. Easy to ride at low speeds great mid range and a astronomical top end which I have rarely explored.

Not had it long enough really, I don’t expect any issues and will be disappointed if there are. The whole package is quality can’t fault the finish or component parts.

Annual service cost is ok slightly cheaper than my v2 ( no fairing). I’ve got a 4 year warranty on it so it’ll be just servicing I pay for hopefully. As mentioned mpg is not great but a round trip at legal ish speeds returned 44.3 mpg over 124 miles before filling up with 14 litres. Generally I get 37/38 mpg.

Got to be the suspension for me, so versatile and easy to adjust on the TFT which in itself is a great piece of kit. I have the heated grips not really used them yet though. I’ve fitted an Oberon bar end mirror, EvoTech tail tidy and small screen.

Buying experience: Bought from Seastar Superbikes Norfolk, great service whenever I go there. Accommodating with multiple test rides, no pressure!

Version: V4s

Annual servicing cost: £600

Superb handling , top quality. When it came out I didn’t like the look of it, but when I saw it in the flesh I just had to have it and I still look at it in my garage with a beer in hand .

These brembo brakes really show up my last bikes brakes (Yamaha MT10SP) not snatchy really progressive with plenty of power.

I thought it would be flat in comparison to my MT10SP at low revs but if it is it’s not a lot different, still running in so can’t comment on top end power though there feels a surge when I over took a car and went slightly over the running in revs.

To early to say but I reckon it should be good because the build quality looks superb, attention to detail is just brilliant.

Estimated service costs, as I haven’t even had the first service yet though that’s estimated to be about £220

It has everything you could want , but , no cruise control which to some might say what do you need it for, once you’ve had it it’s great for giving you a rest and for long journeys , though you won’t be going to far without filling up for fuel, it does like a drink

Buying experience: I bought it from P&H motorcycles Gatwick and it was all good, I think I got a reasonable deal.

Special bike in a category filled with great options.

Sublime. Not as harsh as the KTM 1290 Super Duke or Aprilia Factory. Others say it’s the same specification equipment on the Aprilia. It’s not. Take a look. Super adjustable. There are huge advantages to being owned by a large car manufacturer (VW).

Superb. Yes it’s a compromise to fit the category but it’s the best compromise. True if you’re an imbecile and like to wheelie at high speeds up and down public streets—organ donor—Neeves is right—get the Aprilia or the Duke.

Like a fine watch. Head a shoulders above its competitors. It does use quality plastic pieces where quality plastic pieces are best to do the job. If you want jewelry buy some. Lightest bike in the category.

No more than any other bike. I’ve owned a lot of them. Oil changes cost money. Bike shops have to pay their bills too.

Best in its class by a wide margin.

Buying experience: Ducati dealers are a little full of themselves and their bikes are pricey but worth it. Not everyone can afford a bike like this and I don’t feel bad for them. There are a lot of great options in this category that provide great performance and great value.

Annual servicing cost: £1,200

Not as impressive as I thought it would be! Not having anything of the bike in your view while riding is strange for this type of bike and takes some getting used to. Bit like riding a huge supermoto but having the sluggish handling of a tourer. Maybe gone a bit to safe on the geometry to be fully involving.

Ride quality is good below 80mph, above not so good due to no wind protection. Brakes are the usual Brembo so bit too hard initially to give good contol but if you need to stop NOW will do it every time, better on track than road. Surprisingly the riding position does not feel as bad as you think at 160mph but not for long. Brakes and suspension are the same as Tuono but cost a lot more.

Why so low!! Sounds like a calving cow and the power delivery is STRANGE and a bit unreliable, its a bit like riding a 70's two stroke sometimes you turn the grip and it gives nothing and other times you have to hang on for dear life as though it has to come on the pipe two stroke style. headline figure is obviously what they were after and sod everything else but you cant argue with the unusable top end. Big mistake going big bang for a V4 when the Tuono sounds so GOOOD and is more flexible.

I have a V4S Panigale and this should be just as reliable. Top notch quality everywhere.

Tyres will be the biggest cost. Tuono is a lot less expensive and has all the same engineering, V4 engine, Ohlins V2, Brembos, Bosch electronics but costs a LOT less. Switchgear on the Ducati is infinately better but at this price it needs to be. Not briliant value but you cant argue with 200bhp.

No cruise control and no wind protection on a street bike. Menus are not as intuitive as you would want, Piaggio did a better job on the Tuono but at least you are touching better switchgear on the Ducati.

Buying experience: Good

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2020 Ducati Streetfighter V4 S Review

The Ducati Streetfighter V4 S has finally landed on U.S. shores. Is it as good as it looks?

Photography by Kit Palmer

If you’re not into reading concise, in-depth road tests, I’ll save you the time.

The Ducati Streetfighter V4 S is one of the great motorcycles of our time. The thing is so fast, so comfortable, with such street presence, you should feel sorry for much (not all) of the competition. And if you don’t mind parting with $24K to have one in your garage, you really should.

However, if you want a little more thought put into the test, read on.

We’ve already had a pretty good year for new bike releases, especially if you—like me—are a naked-bike lover. At a glance, we’ve had the plainly moronic acceleration offered by the new supercharged Kawasaki Z H2 ; a revised and refreshed KTM 1290 Super Duke R ; a facelift for the Kawasaki Z900 , and a personal favorite in the sensational KTM 890 Duke R . Notice a pattern here?

The naked-bike segment needed a little red Italian love, and what is on offer from Borgo Panigale is absolutely more anticipated than the revision of the Panigale V4 S , on which it is based, and that we tested in the pouring rain in Bahrain at the beginning of the year.

The $23,995 Ducati Streetfighter V4 S is the upscale version of the $19,995 base-model Streetfighter and is essentially a Panigale V4 S stripped of its bodywork, with an extra wing added to each side, one-piece handlebar and a face modeled (seriously, it was) on Joaquin Phoenix’s portrayal of The Joker .

On hand is the 1103cc V4 Desmosedici Stradale V4 pumping out a claimed 208 horsepower for a package weighing a claimed 392 pounds (with a full tank of fuel you’ll be tipping the scales at 458 pounds). It’s not entirely the same power package as the Panigale, as Ducati has knocked a tooth off the countershaft sprocket for shorter gearing, and the ECU gets different engine mapping to suit the more sedate riding you’ll supposedly be doing on the Streetfighter over the Panigale.

You are festooned with a plethora of electronics in the Streetfighter suite, but if you’re used to what’s on the Panigale, nothing will be of great surprise. Bosch six-axis IMU, Ӧhlins Smart EC2 suspension, Ducati Traction Control, Wheelie Control, Slide Control, Launch Control, up and down Quickshifter, Cornering ABS, Engine Brake Control and—no cruise control, which, for a bike costing this much and designed for “real world” riding, is a major flaw.

Regardless of that omission, the Streetfighter’s electronic suite is delightfully easy to use and navigate. Its layout is the same as the Panigale’s, but to understand and appreciate just what this bike can do on the electronics front will take several weeks of ownership, not a simple two-hour test ride. I often wonder just what else the Ducati engineers need to fit into an electronics suite before it becomes too much, as I struggle to think of what other performance benefits they could come up with.

As part of the Streetfighter V4 S’s $24K package, you’re graced with forged Marchesini aluminum wheels and the brilliant Ӧhlins Smart EC suspension working the 43mm NIX fork and TTX36 shock, which for me works better in Streetfighter mode on the street than it does on the Panigale on the track.

For such a plainly vicious motorcycle, the Streetfighter is docile enough to ride to the shops and never see fourth gear, as the Ӧhlins suspension offers—not an entirely magic carpet ride—but close to it.

You’ve got “Fixed” and “Dynamic” modes within the Ӧhlins system, and the rider is capable of changing the suspension behavior for various situations. For example, if you want more balance under braking, dial in a stiffer braking setting. Want less squat on the rear for acceleration? Dial up the acceleration setting. This style of adjustment has been around since the first Panigale V4 S in 2018 and is an excellent way for riders who are not used to rebound, compression, or preload adjustments, to get their heads around how suspension works.

The Streetfighter V4 S comes with Street, Sport and Race ECU modes, and these, too, affect how the suspension behaves—not just the different responses you get at the twist grip.

Regardless of how you adjust it, the suspension offers a beautifully plush ride. Simple cruising around is lovely, especially when you combine the suspension action with the comfort of the seat and the ample room you get from a rider triangle designed to accommodate a taller pilot in relative comfort.

The distance from the footpeg to the seat, and from the seat to the handlebar, means you can ride the Streetfighter for hours, so long as you don’t mind filling up every other hour (more on that later). It’s also nice for moving around on the chassis when things heat up in the corners, which they do very, very quickly on the Streetfighter.

With that claimed 208 horsepower on tap, the Streetfighter is absolutely not a toy. This is easily the fastest naked bike I have ridden to date, not just in the way it accelerates (which is mind-numbingly quick), but how it simply devours corners, much like its clothed brother in the Panigale.

But whereas the Panigale has a fragile nervousness to it, the Streetfighter—at least at normal road speeds, and a little above, let’s be honest—is a much more poised proposition. Yes, the engine underneath you dictates your utmost attention as you hurl gears at it via the ultra-precise quickshifter, but the chassis throws waves of feedback to the rider thanks to the way the electronics meter the power delivery, the semi-active suspension, and the Brembo Stylema and radial master-cylinder.

The braking power and feel are brilliant and very similar to that of the 890 Duke R. On that bike, the brakes are so good that they are almost too much for the chassis, whereas with the extra weight of the Streetfighter, they feel spot on.

Under brakes and during the initial stages of turning, the Streetfighter will follow the chosen line like a faithful student, and it doesn’t mind changing lines mid-corner if you screw it up. Under power is a similar experience, although trailing a rear brake doesn’t hurt when trying to lay down all that power in a swift fashion.

The electronics are adjustable enough that you can have the dog on a choker chain or let it run freely, but running freely will demand nothing but your sharpest focus. During my ride, I found Sport to be the ideal setting in terms of power delivery and suspension behavior, and I loved how the Streetfighter behaved when I ramped up the engine braking to its maximum level, pulling the chassis into the corner and allowing an extra level of security when braking nice and late for the corners around our photo location at Big Bear.

If you ride the Streetfighter like you stole it, be prepared to fill up a lot. Across our test, I got just under 100 miles (97.3) out of the 4.2-gallon tank with a few drops of fuel to spare to get me to the gas station before I had to push it. Fuel flows quick on the Streetfighter, but I didn’t get the chance to do a more sedate gas mileage test, so 23.3 mpg it is. And that is far from great when we’re talking a street bike. In fact, it’s in direct contrast to how much fun this animal of a motorcycle is to ride.

Hey, if you’re cool with $24K for a naked-bike, filling up for gas every 100 laugh-out-loud miles should be of absolutely no concern.

The Ducati Streetfighter V4 S is a monumental motorcycle that is a very worthy successor to the brutish Streetfighter S from a decade ago. The package is so refined, so much nicer to ride, yet so damn fast, it makes that earlier Streetfighter feel nothing short of a dinosaur.

But that’s the nature of development, right?

Like I said at the start of the article, if you don’t mind parting with $24K to have one in your garage, you really should. And even if you do mind parting with $24K, you probably should, too. CN

VIDEO | 2020 Ducati Streetfighter V4 S Review

2020 Ducati Streetfighter V4 S Specifications

Click here to read the 2020 Ducati Streetfighter V4 S Review in the Cycle News Digital Edition Magazine .

Click here for the latest cycle news sportbike motorcycle reviews and news ., click here for the latest cycle news standard motorcycle reviews and news ., click here for more ducati motorcycle reviews and news ..

Intermot 2020 Has Been Canceled. Sort of.

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SS Cruise Control

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I'm impressed by the specs on the new SS, but I believe Ducati missed at least one key feature on this street bike - cruise control. When you can get cruise on a BMW S1000RR but not on the SS, something is amiss. Am I the only one who feels this way?  

I'm with you on this. Especially that it is simple to do with ride-by-wire. What is striking is that it is not even available as an option/accessory!!  

I would rate MSC as a way more important omission than cruise control. The 2017 Kawasaki Ninja 1000 now has MSC (lean angle sensor) standard, to me it is a very strong reason to reconsider. I've never locked the front wheel of a motorcycle in a dead straight line and don't every expect to, so I consider standard ABS pretty ho-hum. However a number of times I have lost the front wheel cranked hard over trail baring into an unknown corner. MSC is what I want in a new motorcycle and the SS currently not having it (no doubt it will eventually be a standard inclusion) is a major issue.  

Three items that are missing from this premium bike are... 1. Cruuse control 2. Cornering ABS 3. LED headlights Even as options...  

3. LED curve headlights  

Number one is of course... cruise control. Woops.  

cruise control cruise control is an option in the touring pack.  

stavros said: cruise control is an option in the touring pack. Click to expand...

I don't think that's correct. The Touring pack includes: Pair of semi-rigid side panniers Larger touring screen Heated grips  

cruise control Apologies, heated grips are in the touring pack, not cruise control.  

I think you know why - cost. You can't have every upmarket feature on a bike and keep its price within reason.  

a) Remember that this is not a sporty touring bike; it's a more practical sportbike. So it isn't fully equipped for touring, and neednt be. It's expansion of capability extends to being more comfortable for normal use that isn't sport/track focused riding, but I don't think it makes sense to try to make it a full touring-capable machine. The original SuperSport was never touted, or sold, as a mile-eating cross-country traveler. Neither is this bike. I can do as many 600-mile days in a row on my M900 as I want, and have done 900-mile days on it. I've figured out how to strap a lot of stuff on it. Does that make it a sport-tourer? No. b) Also remember that the new SuperSport is not a top-shelf bike, in features or capability or price. $12K to $15K is a mid-priced bike these days, and that means it has to be built with cost in mind. Expecting piles of leading-edge tech is probably not realistic. PhilB  

Since it is a ride by wire throttle, I wonder if CC can be added via a software update??  

steeve said: On all the bikes I've seen there is a dedicated CC switch which isn't fitted to the Supersport. Perhaps they might do a kit for it. It would be a worthwhile addition. Click to expand...

On all the bikes I've seen there is a dedicated CC switch which isn't fitted to the Supersport. Perhaps they might do a kit for it. It would be a worthwhile addition.  

BMW have hit the nail on the head with the option packages For the modern motorcyclist They offer various packagages Or you can pick choose individual options to add . They are years ahead of the competition in this area Ducati are starting to move in the same direction Hopefully in the next few years we will be able to build the bikes to the spec we want.  

I would like a cloaking device and hover tyres. Also a death ray. Yeah, without that I'd be totally upset.  

If you need cruise control your riding on the wrong roads! Admittedly turn one is at the end of my street and great biking roads are 7km from there so this is a non issue for me :grin2::grin2::grin2: Cheers, Bane.  

Personally, I find the omission of cruise a non-issue. But that's only my personal taste as I'm not a heavy mile cruncher and don't ever plan to be. And as someone else said, the SS is not a Sport Tourer, its supposed to be a more comfortable Sport Bike that was also designed to fit into a certain cost profile. I think Ducati did what they set out to do. Now, as for the earlier comparison to the Ninja 1000...that's a tough pill to swallow because, frankly, the N1K will run circles around this Ducati. As a current Ninja 1000 owner, my non-ABS 2011 will also run circles around it. If Ducati was shooting for that segment, they've come up short. The 2017 N1K is a BEAST and you get A LOT of bike for the buck along with a new super electronics package and LED headlights, plus 125 HP!! MSRP $12,199!! The SS cannot compete with this new steed...just can't! Where Ducati is king, IMO, is the soul that a bike has. Ducati's are different and provide more personal emotions and sexiness that an inline 4 can't quite provide.  

se7en said: Personally, I find the omission of cruise a non-issue. But that's only my personal taste as I'm not a heavy mile cruncher and don't ever plan to be. And as someone else said, the SS is not a Sport Tourer, its supposed to be a more comfortable Sport Bike that was also designed to fit into a certain cost profile. I think Ducati did what they set out to do. Now, as for the earlier comparison to the Ninja 1000...that's a tough pill to swallow because, frankly, the N1K will run circles around this Ducati. As a current Ninja 1000 owner, my non-ABS 2011 will also run circles around it. If Ducati was shooting for that segment, they've come up short. The 2017 N1K is a BEAST and you get A LOT of bike for the buck along with a new super electronics package and LED headlights, plus 125 HP!! MSRP $12,199!! The SS cannot compete with this new steed...just can't! Where Ducati is king, IMO, is the soul that a bike has. Ducati's are different and provide more personal emotions and sexiness that an inline 4 can't quite provide. Click to expand...

This is the difficulty of trying to own one motorcycle that fits all your needs, unicorn basically. I enjoy cruise control for interstate jaunts back to SC to see friends etc. I'd rather ride if it's decent weather than drive, even if it's on the interstate for a couple hours. Wind isn't so much an issue for me but hand cramps are or just being able to take your hands of the bars for a few minutes. @Snowboard Duke - I've heard good things about the go cruise from other riders, one of the better options for a throttle lock.  

I would prefer a proper cruise system, had it on other bikes and found it really useful.  

NothingClever said: I like to stay in touch with my inner hillbilly so I've used se7en's economical solution in the past and it works well. Click to expand...

I see these Crampbusters on bikes all the time, but I've never used one. Thanks for the info. I may have to just try one myself so I can see why they sell so many of the things! I probably won't like it, either.  

I use one, not quite as wide as that one. Great for a constant or near constant speed. If I'm not "cruising" I just roll it out of the way, very easy to use.  

I have on on my bike, i don't use it all the time, but when i am not, it's not bothering me, so it stay there. It's good to relax finger on trips longer than one hour.  

That's been my experience, too.  

Looks like this thread dried up a while back. If anyone is still interested I received an email from Tuneboy that they're presently working on a CC for the SS.  

Yayyy!!! Finally! Thanks for the status update!  

I will buy cruise control as soon as it is out there and works! I have it on my BMW RT, and miss it on the SSS when on long rides.  

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ATLAS Throttle Lock

Ducati Motorcycles - ATLAS Throttle Lock

Sale price Price $155.00 Regular price

The engineering behind Ducati motorcycles is awe-inspiring, so why didn’t your motorcycle come with cruise control? I’m not sure either. But the ATLAS Throttle Lock has you covered.

The ATLAS is easy to install on your Ducati motorcycle without removing the grips or hand guards. Note that some factory heated grips are incompatible with the ATLAS. If you're not sure about your factory heated grip setup, please contact us at [email protected].

Top Kit Polished

Bottom Kit Polished

100% Satisfaction Guarantee, hassle-free returns & exchanges within 30 days of purchasing.

Shipping Update during COVID19

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Top Kit vs. Bottom Kit

You'll want a Top Kit if:

There is less than 1.5 inches (38mm) of clearance between the tank and the throttle housing at full right turn.

There's a heated grip wire that comes out of the bottom half of your rubber grip flange.

You'll want a Bottom Kit if:

There's a heated grip wire that comes out the top half of your rubber grip flange.

There are no other interferences. The majority of motorcycles will be able to use the Bottom Kit.

How to Determine Fitment

Will it fit your motorcycle.

Steps to determine fitment

Step 1: Check for adequate spacing for the ATLAS between the throttle housing and the grip flange.

All you need is a gap of 2.5 mm or greater between the grip and the throttle housing. That's roughly 3 thick bank cards wide. If you need more space than this, you can most likely pull back your grip flange to gain the room needed. Please play the video under the section " Will it for your motorcycle " and scroll to 33 seconds. This will show you how to pull the grip flange back.

Step 2: Use our ' Make, Model and Year ' search tool to locate your motorcycle. The search tool will show you exactly which unit to purchase. If you can't find your motorcycle, please click the Contact Us button below. We are happy to help you make this decision.

If you can't find your model and you know which kit you need, select 'Other' in the 'Model' section to gain access to all kits.

30 Day Money Back Guarantee

Find your model, model specific notes, model specific videos, included with the kit.

Your kit comes with everything you need to mount the ATLAS on many different motorcycles.

• Installation Instruction
• T10 Torx L-Key
• 2 - M3 Bolts with thread locker
• 4 - Slide-on Friction Pads
• 1 - ATLAS Key

Friction Pads

Everything you need to know about using the friction pads with the ATLAS Throttle Lock.

Installing the ATLAS Throttle Lock

The ATLAS Throttle Lock was built for adventure and motorcycle touring.

Customer Reviews

Came quickly all the way to Iceland, quick and easy to put on the bike

I’ve installed an Atlas throttle lock on my 2022 Suzuki V Strom 650 and am very happy with how it works. It’s very easy to use and installed without much trouble. The company was very responsive to questions I had on installation. I would recommend this product.

Cleverly designed, well made and easy to fit solution for resting your throttle hand. I like that it is interchangeable between bikes and that spare components are available. Not cheap but worth the money.

I recently installed the Atlas Throttle Lock on my bike. I was impressed with the quality and looks of this lock. The closest thing to a cruise control that I have seen on the market. Also, the customer service is first rate and I recommend this item.

I didn’t really have a need for it but I wanted the option so I ordered it on a whim. The installation was very easy, the operation of it is as simple as it can get and it works perfect.

Product quality was excellent—metal heavy duty—not cheap feeling at all. The machining is precise. I like that the friction pads are easily replaced—it also speaks to the fact that the company expects the rest of their product to last. I wish there were half-way sizes included in the kit. I bought and installed on my C90 Boulevard (1500cc). The lock pad does not grip well if you try to use it in serious rain (dampness was no problem), but it will hold if you set it before the rain and you are planning to ride through. At first this kind of bugged me but I found myself not wanting to lock the throttle during a heavy rainstorm anyway so I think this might actually be a plus compared to other systems.

Great product overall. I’ve only managed about 200 miles this spring, but I will recommend it to friends who want to give their wrists a little break this summer.

Very happy 😊

Should have asked you to help install. Made it fit and it performs as advertised. Smiles on long straight aways and a little effort on uneven routes, but expected. It was worth the price. Thanks 🙏.

Great product with new design. Good people and.family to work with.

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Ducati Vs Suzuki: Who Makes The Better Sport Bike?

D ucati and Suzuki are two of the biggest names in sport bikes, and if you're in the market for a new ride, you may find yourself torn between the brands. Ducati was founded in Italy nearly a century ago and is headquartered in Bologna. Ownership of the company has traded hands several times, and it's currently owned by luxury auto manufacturer Lamborghini, which is a great fit considering that the Ducati name goes hand-in-hand with higher-end premium motorcycles .

Suzuki is no less known in motorcycle circles, but it's not as synonymous with luxury as the European brand. Suzuki is a little older than Ducati and was founded in Japan, where it's still headquartered. The company started out making machinery rather than cars and bikes, which may be why -- like several other Japanese manufacturers -- the brand is associated more with more affordable models and more reliable engineering than with flashy luxury. That doesn't mean Suzuki sport bikes are hum-drum by-the-numbers two-wheelers, however. In many ways, Suzuki sport bikes are quite similar to Ducati, although they certainly have their share of differences. 

So which company makes the better sport bike? The answer isn't really black-or-white but rather comes down to what specifically you're looking for in a motorcycle.

Read more: 12 Major Motorcycle Brands Ranked Worst To Best

Suzuki And Ducati Offer A Similar Range Of Sport Bikes To Choose From

Both Ducati and Suzuki offer customers a wide range of sport bikes to select from. Ducati's current lineup of sport bikes includes high-performance models such as the Hypermotard 950, Monster Plus, Streetfighter V4 S, Superleggera V4, and the SuperSport 950 S. These base models are often accompanied by subvariants such as the Ducati Streetfighter V4 Lamborghini, which we named one of the best motorcycles Ducati has ever built .

Suzuki also has no shortage of options when it comes to sport bikes, though the models are more similar to one another, so the overall lineup is a little less diverse. Some of the models it currently offers are the Hayabusa, GSX-R1000, GSX-R750, GSX-R600, and GSX-250R ABS. Likewise, these Suzuki models are accompanied by several sub-variations. This includes bikes like the GSX-R1000RZ, GSX-R750Z, GSX-R600Z, and Hayabusa 25th Anniversary Edition.

Ducati Has Some Bikes Similarly-Priced To Suzuki, But Much More Expensive Models Also

Ducati is a luxury brand and customers expect to pay a premium for bikes made by the company. Some bikes command incredible prices, like the Ducati Superleggera V4 , which starts at $100,000. Thankfully, many of its motorcycles are situated somewhere in a more reasonable price range that is in line with other companies. 

Ducati Monster bikes and Ducati Hypermotard bikes are generally available for less than $20,000. The Monster Plus starts as low as $12,995 and the 30th Anniversary model is almost $6,000 more. The Ducati Panigale line has an even wider range of prices, with the Panigale V2 starting at a base price of $18,595 and the Panigale V4 R costing $45,495. Various specialty models will go for more, however, such as the 2023 Panigale V4 Moto GP World Champion Replica which costs $63,000.

Suzuki, meanwhile, generally makes more affordable sport bikes. The GSX-R600 and GSX-R750 models start at prices ranging between $11,899 and $12,949. Pricier bikes made by Suzuki, like the Hayabusa and the GSX-R1000R, still have relatively modest retail costs — the Hayabusa starts at $19,099 and the GSX-R1000R at $18,499. Plus, anyone looking for a sport bike that's even cheaper than these is in luck because the base price of the Suzuki GSX250R ABS is only $4,999.

Ducati Bikes Are Generally More Powerful, But Not All Of Them Out-Perform Suzuki

In general, Ducati is known more for the performance of its sport bikes than Suzuki is, but that doesn't mean Suzuki's bikes have poor engines. Suzuki's 2024 Hayabusa, for example, has a 1,340 cc inline four-cylinder, liquid-cooled dual overhead camshaft engine. It uses ride-by-wire throttles that trigger fuel injection technology and utilizes a durable, relatively straightforward six-speed, close-ratio transmission that's been developed to match the performance of the Hayabusa's engine.

Even the engine of one of Ducati's lower-performance bikes still compares well to some of Suzuki's best, however. The Panigale V2 uses Ducati's Superquadro engine, which has four valves per cylinder. Its 955 cc V-twin engine can generate 155 horsepower and 77 ft-lbs of torque at 9,000 rm. It's a solid sport bike, even if it doesn't match the full performance of the Suzuki Hayabusa and other higher-end models. 

However, when matching each company's best, Ducati wins out. The Panigale V4 runs on a Desmosedici Stradale engine that can deliver 215.5 horsepower and a torque of 12.6 kgm at 10,000 rpm, which is some truly impressive specs for a sport bike.

Suzuki Bikes Are More Reliable Than Ducati

Japanese auto manufacturers are known for building reliable vehicles, and that include major motorcycle brands like Honda , Yamaha, Kawasaki, and Suzuki. Conversely, while Ducati has a reputation for powerful, premium motorcycles, it's also known as being less of a reliable brand. But do actual statistics confirm or refute these reputations? In general, the answer is yes. According to data compiled by Consumer Reports , Suzuki bikes have an overall failure rate of 12 percent. Only Yamaha has a better reliability score — and just barely — with a failure rate of 11 percent.

Meanwhile, Ducati has a failure rate of 33% when using the same reliability scale. While that puts it above some other well-known motorcycle brands -- like BMW -- it still means that one in three new bikes could pose a problem to their owners. While Suzuki's bikes might not have the performance peaks of Ducati's, the manufacturer excels when it comes to engineering and has a solid reliability record to show for it. If you're looking for a bike that will last, you may want to go with Suzuki over Ducati.

Both Brands Offer Innovative Features

Many innovative features in newer bikes' electronic systems were pioneered by Ducati, but brands like Suzuki have since caught up, making the former stand out less. Ducati was the first sport bike manufacturer to introduce traction control, LED front lighting, engine brake control, slide-by-brake, radar adaptive cruise control, and blind spot detection, among many other important performance and safety features. Ducati's engineers are continually improving and adding more as well, making the line of sport bikes one of the most advanced.

However, since newer Suzuki bikes will have many of the same features pioneered by Ducati a few years earlier, you can expect a similar level of safety and technological advances from more recent Suzuki models. The higher-end Suzuki GSX-R1000R, for example, comes with impressive features like a 32-bit dual processor engine control module, LCD multifunction instrument panel, and motion track anti-lock brake system. 

Every model is different, but if you're comparing Suzuki and Ducati sport bikes, you can assume that newer models are similar when it comes to advanced electronic and safety features . That said, when it comes to older models, it's likely Ducati will have more sophisticated systems.

Read the original article on SlashGear .