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Ducati Panigale V4 [2022-2025] has a fuel tank capacity of 16.6 litres litres. Compare the fuel tank capacity of Panigale V4 [2022-2025] with other similar bikes at autoX.

<p>There are a few things the world didn’t know it needed – until they arrived. Artificial Intelligence is one. Just a few years ago, many dismissed it; today, the same sceptics rely on it for even the tiniest daily tasks. A high-performance single-cylinder supermoto from Ducati, in India’s multi-cylinder-obsessed market, is another.</p>

<p>We already had the mad Hypermotard 950, but Ducati decided we needed another reminder of what it’s capable of. Enter the Hypermotard 698 Mono. This motorcycle isn’t about sensible choices like the Kawasaki Z650, the refined inline-four charm of the Honda CBR650R, or even the brilliantly balanced Triumph Trident 660 (which, full disclosure, I own – so yes, there might be some bias). No, the Hypermono is the wild card – the bike that scoffs at practicality, lives with one wheel always in the air and thrives on sheer madness. It’s built to thrill, to scare, and to leave you with a grin stretching wide beneath your helmet.</p><iframe width="400px" height="345px" src="https://www.youtube.com/embed/9KhLyntizHk" frameborder="0" allowfullscreen=""></iframe>



<div style="width: 100%; height: auto;" class="post-image">But here’s the kicker — at ₹16.5 lakh (ex-showroom), can this distilled dose of lunacy justify its steep price tag, especially when the larger Hypermotard 950 costs less?</div>



<h2>Ducati Hypermotard 698 Mono Review: What Makes It Different?</h2>

<p>Forget the conventional superbike design; the Hypermono is pure, unfiltered supermotard – tall, lean, and unapologetically aggressive. It may be an acquired taste for Indian buyers used to lower, fully-faired machines, but its Ducati DNA is unmistakable, even within its stripped-down, utilitarian aesthetic. It has presence, no doubt – it turns heads wherever it goes – even if most people don’t immediately recognise it as a Ducati. That striking Rosso Ducati Red adds to the appeal; however, it’s the only colour option available in India.</p>
<p><img src="https://images.autox.com/uploads/2025/06/Ducati-Hypermotard-698-Mono-Stand-View-1749461283506.webp" alt="Ducati Hypermotard 698 Mono-Stand-View.jpg" style="width: 100%; height: auto;"></p>





<p>Look closer, and you’ll see top-shelf components – chunky 45mm fully adjustable Marzocchi forks up front and a fully adjustable Sachs monoshock at the rear, all of which scream performance and quality.</p>

<p>But a word of warning: it’s tall. With a seat height of 904mm and 235mm of ground clearance, shorter riders (myself included, at 5’6”) will find themselves on tiptoes. The real surprise, though, is its weight. At just 159kg (ready to ride), it’s significantly lighter than my Trident, or anything else in its class, making it feel incredibly nimble and effortless to throw around once you’re moving.</p>

<p>When it comes to features, it’s a bit of a mixed bag. You get full LED lighting, but the 3.8-inch LCD display, though clear and functional, feels dated at this price point, especially when most rivals offer full-colour TFTs. Ride mode changes can be fiddly, but, thankfully, the system remembers your preferences (Sport mode, TC off, ABS off, in my case).</p>
<p><img src="https://images.autox.com/uploads/2025/06/Ducati-Hypermotard-698-Mono-Headlight-1749461400474.webp" alt="Ducati Hypermotard 698 Mono-Headlight.jpg" style="width: 100%; height: auto; vertical-align: top;"></p>
<p>As for practicality, the 12-litre fuel tank is respectable. You’ll get around 150 – 200km if you’re being gentle, but that number drops fast if you ride it the way Ducati intended. One gripe, though: some exposed wiring and open frame sections feel at odds with the bike’s otherwise premium build. It’s not a deal-breaker, but at this price, you expect perfection, and here, it falls just a little short.</p>







<h2>Ducati Hypermotard 698 Mono Review: The Superquadro Mono Experience</h2>

<p>Now we come to the star of the show, that glorious new 659cc Superquadro Mono engine. Essentially one-half of a 1299 Panigale (1,285cc) V-twin, this motor is nothing short of a masterpiece. With 77.5bhp at 9,750 rpm and 63Nm of torque, it’s officially the most powerful production single out there, and it feels every bit as wild as it sounds.</p>
<p><img src="https://images.autox.com/uploads/2025/06/Ducati-Hypermotard-698-Mono-Rear-Suspension-1749461499788.webp" alt="Ducati Hypermotard 698 Mono-Rear-Suspension.jpg" style="width: 100%; height: auto; vertical-align: top;"></p>
<p>But here’s the kicker — it’s not just a fire-breathing one-trick pony. The engine is surprisingly tractable. Thanks to Ducati’s signature Desmodromic valvetrain, it revs in a way no other single-cylinder engine ever has. There’s a strong, linear surge as you roll on the throttle, but once you cross that 4,500 to 5,000 rpm threshold, the shove intensifies, and the exhaust note evolves from a throaty howl into an aggressive, almost primal bark. It’s addictive. It’ll catch you off-guard if you’re not ready, and you’ll find yourself chasing that sensation again and again.</p>







<p>Overall, the power delivery is savage. First gear? Instant wheelie. Second? Still wants to lift. And yet, it’s surprisingly usable, pulling hard across the rev range, thanks in part to short gearing. It’ll scream up to 160 – 170km/h in the higher gears without breaking a sweat, but make no mistake: this bike isn’t built for highway droning. It’s happiest carving through tight corners, chasing apexes, or darting through city gaps.</p>
<p><img src="https://images.autox.com/uploads/2025/06/Ducati-Hypermotard-698-Mono-Motion-1749461375197.webp" alt="Ducati Hypermotard 698 Mono-Motion.jpg" style="width: 100%; height: auto; vertical-align: top;"></p>
<p>The electronics suite is solid – cornering ABS, traction control, and wheelie control. But despite all that, the Hypermono feels raw and untamed. In traffic, it’s a handful. Heat, vibrations, and its restless eagerness make it clear — this is not a bike that likes to be ridden slow.</p>








<p>But give it just the smallest gap, and it transforms into an urban missile – launching hard off the line and easily leaving its multi-cylinder competition in the dust. It demands respect, though. Ride it wisely, and it rewards you by sharpening your skills, keeping you alert, and delivering a constant hit of adrenaline.</p>



<p>If there’s one area where its rivals hold an edge, it’s in terms of the symphony of sound –the Mono falls a bit short in this area. But for everything else, the Hypermotard 698 Mono isn’t just up for the task, it turns every ride into an event. And in a market like India, isn’t that exactly what a superbike should do?</p>

<h2>Ducati Hypermotard 698 Mono Review: But Can It Dance as Well as It Screams?</h2>

<p>The chassis is more than up to the task. The long-travel Marzocchi and Sachs suspension – 215mm up front and 240mm at the rear – delivers a surprisingly plush ride, especially for Indian city roads. In fact, it’s more forgiving than many stiffly-sprung 600cc sportbikes. Yet, despite the travel and comfort, the Hypermono remains incredibly nimble and razor-sharp in its responses.</p>
<p><img src="https://images.autox.com/uploads/2025/06/Ducati-Hypermotard-698-Mono-Seating-1749461414289.webp" alt="Ducati Hypermotard 698 Mono-Seating.jpg" style="width: 100%; height: auto;"></p>
<p>The grip is handled brilliantly by the Pirelli Diablo Rosso IV tyres, which stick like glue and inspire confidence even when you’re pushing hard. As I mentioned earlier, the biggest advantage the Hypermono holds over its rivals is its weight. It feels featherlight and eager, almost daring you to take liberties with it. The kind of bike that makes every rider feel like they can overcome any challenge with precision.</p>
<p><img src="https://images.autox.com/uploads/2025/06/Ducati-Hypermotard-698-Mono-alloy-wheel-1749461305296.webp" alt="Ducati Hypermotard 698 Mono-alloy-wheel.jpg" style="width: 100%; height: auto;"></p>
<p>Adding to that confidence are the Brembo brakes, which deliver phenomenal stopping power and feel. No, this isn’t a machine honed for traditional track domination like some of its multi-cylinder rivals. But it thrills in its own way – corners become invitations to slide the rear, exits become opportunities to loft the front wheel. If there’s one chink in its otherwise impressive armour, it’s a hint of instability at high speeds. But honestly, that’s a small price to pay for the kind of flickability and playful character this chassis brings to the table.</p>






<h2>Ducati Hypermotard 698 Mono Review: Is It Worth the Moolah?</h2>

<p>The Hypermotard 698 Mono is an acquired taste, but once it hooks you, it’s pure addiction. No other road-legal machine offers this particular blend of raw, wheelie-popping, slide-happy fun. It’s gloriously impractical, unapologetically wild, but if your riding soul craves something feral, something that channels your most unhinged instincts, the Hypermono is simply intoxicating.</p>
<p><img src="https://images.autox.com/uploads/2025/06/Ducati-Hypermotard-698-Mono-Rear-View-1749461297057.webp" alt="Ducati Hypermotard 698 Mono-Rear-View.jpg" style="width: 100%; height: auto; vertical-align: top;"></p>
<p>At ₹16.5 lakh (ex-showroom), its price is the unavoidable elephant in the room. Personally, if it sat a few lakh lower – closer to bikes like the Trident – it would be nearly impossible to resist. It’s not for everyone. But for those who get it – it’s the finest kind of madness money can buy.</p>







<p>[tabs]</p>

<p>[tab title="<strong>Ducati Hypermotard 698 Mono</strong>"]</p>

<p><strong>Engine:</strong> 659cc Single-Cylinder</p>

<p><strong>Transmission:</strong> 6-Speed</p>

<p><strong>Power:</strong> 77.5bhp </p>

<p><strong>Torque:</strong> 63Nm</p>

<p><strong>Fuel:</strong> Petrol</p>

<p><strong>Price:</strong> ₹16.50 Lakh (Ex-showroom)</p>

<p><strong>X-Factor:&nbsp;</strong><em>The Superquadro Mono delivers an experience which is raw, agile, wheelie-popping hooliganism at its finest.</em></p>

<table cellpadding="1" cellspacing="1">
    <tbody>
        <tr>
            <td>
                <p><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br>
                    •&nbsp; Raw power, weight, comfort</p>

            </td>
            <td>
                <p><strong>Cons</strong><br>
                    • Price, fit &amp; finish</p>
            </td>
        </tr>
    </tbody>
</table>

<p>[/tab]</p>

<p>[/tabs]</p>

Ducati Hypermotard 698 Mono Review: ADHD Inducing

Attention-Demanding Hyperactivity Disorder – that’s what you’ll develop if you live with the Ducati Hypermotard 698 Mono long enough. Here’s why it’s so dangerously addictive.

<p>Attention-demanding Hyperactivity Disorder – that’s what you’ll develop if you live with the Ducati Hypermotard 698 Mono long enough. Here’s why it’s so dangerously addictive…<br><br>The Ducati Hypermotard 698 Mono is loud, light, tall, and absolutely unhinged. At ₹16.5 lakh (ex-showroom), it’s not just Ducati’s first modern single-cylinder road bike—it’s also the most powerful production single-cylinder motorcycle in the world.<br><br>In this review, Karan Mathur breaks down exactly what makes the Hypermono such a lunatic—be it the 659cc Superquadro Mono engine, the featherlight 159kg kerb weight, or the tall, supermoto-inspired ergonomics. We also put its suspension, handling, braking, and road manners to the test, and explore if it’s worth the high price, especially when the Hypermotard 950 costs less.<br><br>Is the Ducati Hypermotard 698 Mono a logical choice? Absolutely not.<br>Is it a pure adrenaline hit for the right rider? Oh yes.</p>

Ducati Hypermotard 698 Mono Review | India’s Wildest Single-Cylinder Bike? | autoX

Attention-demanding Hyperactivity Disorder – that’s what you’ll develop if you live with the Ducati Hypermotard 698 Mono long enough. Here’s why it’s so dangerously addictive…

<p>Production has begun on Ducati’s first-ever motocross bike, the Desmo450 MX, at the Borgo Panigale facility. This milestone follows Jeremy Seewer’s recent second-place finish at the French Grand Prix, marking the brand’s arrival on the motocross world podium. The event was celebrated in the presence of motocross veteran Tony Cairoli, who played a key role in the bike’s development, and Alessandro Lupino, the rider who secured both the debut victory and a national championship on the model’s first outing. Ducati states that the Desmo450 MX is engineered to enhance the rider’s abilities, whether a seasoned professional or a casual enthusiast, by instilling confidence that encourages riders to push performance boundaries. Additionally, the bike’s Desmodromic engine, advanced chassis, and cutting-edge electronics work together to deliver exceptional power and handling, all while minimising rider fatigue.</p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/videos/ducati-multistrada-v2-and-v2-s-launched-price-starts-at-rs-1465-lakh-110948/">Ducati Multistrada V2 and V2 S launched, price starts at Rs 14.65 lakh</a></p><p>Commenting on the occasion, Ducati CEO Claudio Domenicali said, 'We looked around, searching for the important unique features of our corporate culture and finding what I believe characterizes Ducati like perhaps no other company: the closeness between the world of racing and that of production motorcycles. And discovering, at the same time, that we have an incredible resource in-house in the form of many off-road enthusiasts in the various departments. All this has allowed us to present the Desmo450 MX: an easy and high-performance bike, for amateurs and professionals alike.'</p><h2>Ducati Desmo450 MX: Mechanical and Feature Details</h2><p>Ducati’s Desmo450 MX is propelled by a freshly developed 449.6cc engine – a single-cylinder unit with liquid cooling and a four-valve head. Tuned for off-road performance, it delivers around 62bhp and 54Nm of torque. Its internals feature a 96mm bore and a 62.1mm stroke, while Ducati’s signature Desmodromic valve setup allows for a remarkable rev ceiling of 11,900rpm – crucial for aggressive launches off the start line.</p><p>
    <div style="width: 100%; height: auto;" class="post-image">
      <img src="https://images.autox.com/uploads/2025/05/Ducati-Desmo450-MX-2-1748337375071.webp" alt="Ducati Desmo450 MX-2.jpg" style="width: 100%; height: auto;">
    </div>
  <br>The frame uses lightweight aluminium with a focus on reducing weld seams, which contributes to lower weight and improved structural strength. High-performance braking comes from Brembo, with a two-piston floating calliper and 260mm disc up front and a single-piston calliper with a 240mm disc at the rear. Suspension duties are handled by fully tunable Showa components, including 49mm front forks and a rear monoshock, giving the rider flexibility across varying track conditions.<br></p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/news/bike-news/ducati-announces-multistrada-v4-voyagers-2025-contest-for-touring-enthusiasts-120699/">Ducati Announces Multistrada V4 Voyagers 2025 Contest for Touring Enthusiasts</a></p><p>Perhaps the most notable addition is a traction control system, an industry first for this category. Designed to monitor and manage rear wheel slip, it gives riders added stability on loose terrain. However, when engaged, it intentionally limits the bike’s full performance output to maintain control, making it both a safety feature and a performance modulator.</p>

Ducati Desmo450 MX Enters Production; Deliveries to Commence in June 2025

The Ducati Desmo450 MX arrives at European outlets in June 2025, followed by a July release in North America, then gradually reaching other countries.


<p>Sometimes you have to take a step back to move forward. That seems to be the direction Ducati is taking with the 2025 Streetfighter V2. You see, unlike other new motorcycle launches these days, which follow the concept of ‘the more, the merrier’, Ducati has decided to go in the opposite direction with the new iteration of its middleweight roadster. The twin motor has been significantly downsized, resulting in a loss of over 30 horses from the Streetfighter V2’s arsenal. Yet, Ducati insists that this is the best-ever version of its street naked.</p>

    <div style="width: 100%; height: auto;" class="post-image">
      <img src="https://images.autox.com/uploads/2025/05/Ducati-Streetfighter-V2-S-Speedometer-1747313745590.webp" alt="Ducati Streetfighter V2 S-Speedometer.jpg" style="width: 100%; height: auto;">
    </div>
  
    <div style="width: 100%; height: auto;" class="post-image">
      <img src="https://images.autox.com/uploads/2025/05/Ducati-Streetfighter-V2-S-Motion-1747313750997.webp" alt="Ducati Streetfighter V2 S-Motion.jpg" style="width: 100%; height: auto;">
    </div>
  
<p>As they say, the proof of the pudding is in the eating, and, thankfully, a couple of weeks ago, I got the opportunity to verify Ducati’s bold claims about its new Streetfighter V2. My destination? The stunning landscapes of Almeria, Spain, where I spent an entire day carving through some magnificent mountain roads on the new SFV2. What I discovered after a full day of riding was…</p>

<h2>Add Lightness</h2>

<p>… that there is a replacement for displacement, after all. It’s called adding lightness. You see, while the new SFV2’s twin motor has been downsized from 955cc to 890cc, the motorcycle has also undergone a serious diet. It has lost a whole chunk of weight – it now tips the scales at 175kg (V2 S), making it 18kg lighter than before. Impressively, 9.5kg of that weight loss comes from the engine alone.</p>

    <div style="width: 100%; height: auto;" class="post-image">
      <img src="https://images.autox.com/uploads/2025/05/Ducati-Streetfighter-V2-S-Stand-View2-1747313758088.webp" alt="Ducati Streetfighter V2 S-Stand-View2.jpg" style="width: 100%; height: auto;">
    </div>
  
    <div style="width: 100%; height: auto;" class="post-image">
      <img src="https://images.autox.com/uploads/2025/05/Ducati-Streetfighter-V2-S-1-1747313764917.webp" alt="Ducati Streetfighter V2 S-1.jpg" style="width: 100%; height: auto;">
    </div>
  
<p>Speaking of which, the engine features a number of changes – it gets intake variable timing (IVT), and the desmodromic valves have been ditched for conventional finger followers and springs. The latter may seem like a downgrade, but the move was made to reduce costs and increase service intervals for valve clearance. The IVT, on the other hand, helps shovel 80% of the engine’s 93Nm of torque between 4,000rpm and 11,000rpm, which was quite evident on the racetrack-like roads of Almeria. Despite being short on power compared to its predecessor (118bhp vs 151bhp), the lightness and torque delivery make up for the deficit, as the Streetfighter V2 shoots out of corners with the same kind of urgency as the old version. It doesn’t lack performance for sure. That said, there’s also no denying that it doesn’t have the punch-in-the-face effect or drama of the old engine. On the flip side, the new motor feels super smooth and linear – quite un-Ducati-like. The upshot of this, however, is that you have a motorcycle that you can ride hard and fast, right from the go. You can whack the throttle open as soon as you like, without worrying about the engine’s torque pouring in a quick burst. It flows in a measured and refined manner. That’s not to say it’s a tamed beast, though. It’s still a big brute of a motorcycle, and if you haven’t dialled in the electronics just right, it won’t shy away from lifting its front wheel or scaring the living daylights out of you when provoked. And, yes, those twin underseat exhaust pipes sound absolutely glorious, especially on the overrun.</p>

    <div style="width: 100%; height: auto;" class="post-image">
      <img src="https://images.autox.com/uploads/2025/05/Ducati-Streetfighter-V2-S-Motion2-1747313825601.webp" alt="Ducati Streetfighter V2 S-Motion2.jpg" style="width: 100%; height: auto;">
    </div>
  
    <div style="width: 100%; height: auto;" class="post-image">
      <img src="https://images.autox.com/uploads/2025/05/Ducati-Streetfighter-V2-S-Exhaust-1747313832871.webp" alt="Ducati Streetfighter V2 S-Exhaust.jpg" style="width: 100%; height: auto;">
    </div>
  
    <div style="width: 100%; height: auto;" class="post-image">
      <img src="https://images.autox.com/uploads/2025/05/Ducati-Streetfighter-V2-S-Rear-Suspension-Close-Up-1747313839901.webp" alt="Ducati Streetfighter V2 S-Rear-Suspension-Close-Up.jpg" style="width: 100%; height: auto;">
    </div>
  
<p>The new chassis complements the engine beautifully. There have been some small yet significant upgrades – the rear frame is now made of cast aluminium, and there’s also that dual-sided swingarm that the world is still raging about. The wheelbase is longer and now measures 1,493mm – only 3mm shorter than the Streetfighter V4. The V2 S version we tested was equipped with fully adjustable Ohlins suspension. All the changes combined result in a motorcycle that feels supremely light and nimble. There’s a newfound level of surefootedness in the way the Streetfighter goes in and out of corners. The front end is wieldy and super communicative. It tips in beautifully without feeling nervous or twitchy. Similarly, the Brembo M50 brakes are a godsend, as they allow you to shed speeds quickly and confidently. And in case you do overcook or run out of talent, there’s always those Ducati electronics to fall back on. There’s a raft of settings and modes to fiddle with, along with a new TFT display to sift through menus easily.</p>

<p>Out on the streets, the V2 is a bit of a mixed bag. While it is roomier than the outgoing version – the handlebar is wider by 30mm – it can still get uncomfortable if you ride at city speeds for long durations. Or maybe I’m being unfair, for all I really wanted to do with it was pound it around the twisties.</p>

    <div style="width: 100%; height: auto;" class="post-image">
      <img src="https://images.autox.com/uploads/2025/05/Ducati-Streetfighter-V2-S-Seating-1747313850411.webp" alt="Ducati Streetfighter V2 S-Seating.jpg" style="width: 100%; height: auto;">
    </div>
  
    <div style="width: 100%; height: auto;" class="post-image">
      <img src="https://images.autox.com/uploads/2025/05/Ducati-Streetfighter-V2-S-2-1747313857222.webp" alt="Ducati Streetfighter V2 S-2.jpg" style="width: 100%; height: auto;">
    </div>
  
    <div style="width: 100%; height: auto;" class="post-image">
      <img src="https://images.autox.com/uploads/2025/05/Ducati-Streetfighter-V2-S-Stand-View-1747313868830.webp" alt="Ducati Streetfighter V2 S-Stand-View.jpg" style="width: 100%; height: auto;">
    </div>
  
<h2>Verdict</h2>

<p>The Streetfighter V2’s agility and lightness are the two key factors that stood out for me. For new riders moving up from a smaller motorcycle, the Streetfighter V2 would feel like the perfect upgrade. Make no mistake, it’s still going to keep you on the edge of your seat, but not in an uneasy or scary way. Truth be told, when you ride it hard and fast, especially on twisties, it feels no bigger than a KTM 390 Duke. It simply shrinks around you.</p>

<p>Is there any potential deal breaker? Well, like almost all Ducatis, its high sticker price may deter buyers. The current version already retails at around ₹20 lakh (ex-showroom) in India, so expect the new version’s price to be north of it. That’s an eye-watering amount for a middleweight naked that’s now down on power and cubic capacity. However, objectively speaking, if there’s one Ducati that you can extract the full performance and your money’s worth from in India, it has got to be this. Now, suddenly, it doesn’t seem all that exorbitant, does it?
</p>

<p>----</p>

<p>What I discovered after a full day of riding was that there is a replacement for displacement, after all. It’s called adding lightness</p>

<p>It’s easy to ride the Streetfighter V2 hard and fast, but make no mistake, it’s still going to keep you on the edge of your seat</p>


<p>[tabs]</p>

<p>[tab title="<strong>Ducati Streetfighter V2 S</strong>"]</p>

<p><strong>Engine:</strong> 890cc V2</p>

<p><strong>Transmission:</strong> 6-Speed</p>

<p><strong>Power:</strong> 118bhp </p>

<p><strong>Torque:</strong> 93Nm</p>

<p><strong>Fuel:</strong> Petrol</p>
 
<p><strong>Price:</strong> ₹20 Lakh (Expected ex-showroom)</p>

<p><strong>X-Factor:&nbsp;</strong><em>The perfect middleweight roadster, one that feels right at home in the streets as well as on a racetrack.</em></p>

<table cellpadding="1" cellspacing="1">
	<tbody>
		<tr>
			<td>
			<p><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br>
			•&nbsp; Nimble, engaging yet brutal</p>

			</td>
			<td>
			<p><strong>Cons</strong><br>
			• Lacks drama</p>
			</td>
		</tr>
	</tbody>
</table>

<p>[/tab]</p>

<p>[/tabs]</p>


Ducati Streetfighter V2 S First Ride Review

Less is more, and light is right – this seems to be the mantra of the new Ducati Streetfighter V2. But is that enough? We take it for a spin in the south of Spain to find out.

<p><a href="https://www.autox.com/new-bikes/ducati/">Ducati</a> has launched the Multistrada V4 Voyagers 2025 contest, inviting owners of the <a href="https://www.autox.com/new-bikes/ducati/multistrada-v4/">Multistrada V4</a> to share their most memorable travel experiences. Ducati says this global initiative celebrates the spirit of adventure that defines the Multistrada community, offering participants a chance to become part of the brand’s storytelling legacy. Riders can submit photos, videos, and written accounts of their journeys, which will be evaluated across six themed categories, including solo rides, group tours, and longest distance covered. Six winners will receive an exclusive Ducati travel kit and be featured on the brand’s official channels. Open to all current and past Multistrada V4 owners, the contest runs until June 12, 2025, with winners to be announced later that month.</p><h2>Multistrada V4 Voyagers 2025 Contest: Key Details </h2><p>This campaign gives Multistrada V4 riders a chance to connect with the Ducati legacy by sharing their personal travel stories. Participants are invited to submit photos, videos, and a written narrative detailing their journey. A panel of judges will review all submissions and select winners in five distinct categories: adventure, group travel, Ducati Official Club journey, longest ride by distance, and solo expedition. A sixth winner will be chosen for best capturing the spirit and values of the Ducati brand.</p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/videos/2025-ducati-panigale-v4-s-track-tested-at-chang-international-circuit-autox-120533/">2025 Ducati Panigale V4 S – Track Tested at Chang International Circuit</a></p><p>Each winner will receive a customised trophy along with a premium Ducati accessory kit, which includes a Redline T5 Trolley, Beauty Case, 24B Thermos Water Bottle, Ducati Corse Travel Plate, Skyline Neck Warmer, and a Ducati Key Ring. Winning entries will also be featured across Ducati’s official social media platforms, with select additional participants also being showcased.<br><br>The contest is open to all current and former Multistrada V4 owners, regardless of model year or variant. Participants can find full contest guidelines and entry details on the official website. <br></p><h2>Ducati Periodic Maintenance Contract (PMC)</h2><p>In other news, the bikemaker recently introduced the Ducati Periodic Maintenance Contract (PMC) in India.&nbsp;The ‘Ducati Protect’ service plans are available for the Monster and Multistrada V4 range, which includes the V4, V4 S, Pikes Peak, and Rally variants. </p><p>Ducati is offering two maintenance plan options: Ducati Protect Plus, valid for 2 years or 15,000 km, and Ducati Protect Pro, which covers 4 years or 30,000 km. Pricing starts at Rs 25,999 for the Monster under the Protect Plus plan, while the Protect Pro is priced at Rs 68,999. For the Multistrada V4, the Protect Plus plan is available at Rs 29,999 and the Protect Pro at Rs 52,999. Both packages include authentic Ducati parts and labour, with service carried out exclusively by Ducati-certified technicians at authorised centres in major cities such as Bengaluru, Mumbai, Chennai, and Delhi.</p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/news/industry-news/ducati-monster-multistrada-v4-range-now-covered-under-ducati-protect-plans-in-india-prices-start-at-rs-25999-120536/">Ducati Monster, Multistrada V4 Range Now Covered Under ‘Ducati Protect’ Plans in India; Prices Start at Rs 25,999</a></p><p>The contract begins from the date the motorcycle’s warranty is activated and remains valid even after a change in ownership. However, regular wear-and-tear components like clutch plates, tyres, and brake pads are excluded. Ducati emphasises benefits such as fixed service costs over time, optimal bike upkeep, and enhanced resale value due to an official service history.<br></p>

Ducati Announces Multistrada V4 Voyagers 2025 Contest for Touring Enthusiasts

This latest contest from Ducati is open to all current and former Multistrada V4 owners, regardless of model year or variant.

<p>
The Chang International Circuit is F-A-S-T. Long straights, hard acceleration zones, and harder braking points – all stitched together with some truly terrifying high-speed corners. Common sense would suggest it’s not exactly the ideal playground for first-timers on a top-dog, litre-class superbike. But when it’s about Ducati, there’s always some room for surprise. Which is why they flew me to this MotoGP track to get my first taste of the 2025 Panigale V4 S.</p>

<h2>Change of Heart</h2>

<p>Now, this is a big deal. This is about the brand-new Panigale V4 – the flagship from Bologna. As you’d expect, Ducati has been shouting from the rooftops that this is the best-ever, fastest-ever, and most forward-looking Panigale, ever. A manufacturer hyping its latest product? Business as usual, or are they actually telling the truth?</p>

<p>Well, after spending a full day on it, lapping a racetrack under the sweltering Buriram sun, we think we have the answer. The new Panigale V4 is fan-effing-tastic!</p>

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<p>Now, of course, a whole lot of fine-tuning and fresh changes have gone into this 7G Panigale. But let’s start with the familiar. The 2025 version is still propelled by the same 1,103cc V4 engine. It’s still blazingly red. And it’s still very desirable. Some might complain the design has softened, but it grows on you with time. Two minutes, to be precise. That’s how long it took me to fall for it.</p>

<p>Let’s move to the finer details. The frame is all-new, and so is the dual-sided swingarm, which replaces the gorgeous single-sided unit of the outgoing model. Why the change? Because it’s all about form following function here. The new swingarm reduces lateral stiffness by a whopping 37%. It’s a similar story with the front frame – it claims to bring lateral rigidity down by an impressive 40%.</p>

<p>There are also new electronics, an updated Öhlins semi-electronic suspension setup, a beefed-up braking package, and more. Now, I could go on and type out the entire brochure for you, but I’m pretty sure I’d run out of space on these pages. So, let’s cut to the chase and talk about what really matters: the riding experience.</p>

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<p>If you’ve ridden the original Panigale V4, especially the first-gen from 2017, you’ll remember what an assassin it was. Relentless. Rigid. Unforgiving. It was hot-blooded and temperamental, like a heavyweight boxer dialled up to 11. A lethal weapon that wouldn’t hesitate to chew you up and spit you out for the slightest mistake.</p>

<p>Ducati realised the problem quickly, which is why the later versions of the Panigale V4 became a bit less feverish and a little more friendly. But, as they say, a leopard doesn’t change its spots – the red mist never fully cleared from the Panigale’s head. Well, that was until now. The new Panigale V4 is a complete rethink. It’s no longer out for your blood the moment you twist the throttle. Instead, this one gently holds your hand, calms your nerves, and then blows your pants off – same, same, but very different.</p>

<p>It is noticeably friendlier to ride – something that was clear from the very first lap. It feels lighter, roomier, and far less physically demanding. At 213bhp, the V4 motor still produces more or less the same power, but these 2025-spec horses are far more accessible.</p>

<p>For instance, the throttle no longer feels like you’re cracking open the lid of a nuclear reactor. The response is sharp but measured, and not barking mad. Make no mistake, the acceleration is still mind-tinglingly brutish, and a slight twist of the wrist will still leave you breathless – just not in a suicidal way.</p>

<p>And those long straights? The Panigale eats them up like Pac-Man. The acceleration is jaw-dropping. But before you can even pick your jaw off the floor, you’re hard on the brakes, and down it goes again on the floor – the stopping power from the new Brembo Hypure brakes are simply sensational.</p>

<p>What’s more, you now get Race eCBS – a linked braking system that automatically engages the rear brake for trail braking when you grab the front lever. The result? Tighter lines into apexes and a sense that, just maybe, you’re the second coming of Marc Márquez.</p>

<p>And last but not least, the handling and electronics. While the old Panigale needed to be muscled into corners at high speeds, this one flows with you, like an extension of your body. You can hurl it into a bend without a second thought, and it’ll rocket out the other side, gripping the tarmac like a leech. Honestly, it feels more like a middleweight than a full-fat litre-class machine.</p>

<p>Adding to that sense of confidence is its suite of stellar electronics, including the new DVO (Ducati Vehicle Observer), which constantly tweaks wheelie control and traction control in real time. Not only does it keep you from launching yourself into space but also helps you post faster lap times.</p>

<h2>Verdict</h2>

<p>As far as I’m concerned, the Panigale V4 S is faultless. It’s blisteringly fast and drop-dead gorgeous, and now it’s also friendlier and more welcoming than ever. Regardless of your skill level, it’s a motorcycle that urges you to push harder, without punishing your body or bruising your ego. The only downside? That price tag. At ₹36.5 lakh (ex-showroom), it demands a heck of a lot of money. But, then, in return, you also get a heck of a lot of bike.
</p>

<p>----</p>

<p>It ate the long straights of the Chang Circuit like Pac-Man!</p>


<p>[tabs]</p>

<p>[tab title="<strong>Ducati Panigale V4 S</strong>"]</p>

<p><strong>Engine:</strong> 1,103cc V4</p>

<p><strong>Transmission:</strong> 6-Speed</p>

<p><strong>Power:</strong> 213bhp </p>

<p><strong>Torque:</strong> 121Nm</p>

<p><strong>Fuel:</strong> Petrol</p>
 
<p><strong>Price:</strong> ₹36.5 Lakh Ex showroom</p>

<p><strong>X-Factor:&nbsp;</strong><em>Not just the best superbike of the present era, but perhaps an all-time great!</em></p>

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			<td>
			<p><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br>
			•&nbsp; Handling, performance, electronics</p>

			</td>
			<td>
			<p><strong>Cons</strong><br>
			• Costs a bomb!</p>
			</td>
		</tr>
	</tbody>
</table>

<p>[/tab]</p>

<p>[/tabs]</p>


Ducati Panigale V4 S First Ride Review

Shivank heads to Chang International Circuit to get his first taste of the 2025 Ducati Panigale V4.

<p>Ducati India has expanded its after-sales offerings with the introduction of 'Ducati Protect' plans for the Monster and Multistrada V4 range. Designed to enhance ownership value and peace of mind, these periodic maintenance contracts cover essential service requirements, ensuring optimal performance and reduced long-term maintenance costs. Starting at Rs 25,999, the plans offer flexible tenures and kilometre options tailored to individual riding needs. This initiative aligns with Ducati’s focus on delivering a premium customer experience and aims to offer greater convenience, cost transparency, and factory-grade service standards. With this move, Ducati extends its care beyond the showroom floor, reinforcing its commitment to long-term customer satisfaction and support across its expanding premium motorcycle portfolio in India.</p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/news/bike-news/2025-ducati-scrambler-full-throttle-launched-in-india-at-rs-1260-lakh-120499/">2025 Ducati Scrambler Full Throttle Launched in India at Rs 12.60 Lakh</a></p><p>Commenting on the roll out of the brand's first-ever Periodic Maintenance Contract (PMC), Bipul Chandra, Managing Director, Ducati India, said, 'We are thrilled to launch Ducati Protect, a service initiative that embodies our commitment to provide exceptional care and peace of mind to our clients. With this new offering, we aim to enhance the after-sales ownership experience and ensure that our clients enjoy their Ducati motorcycles to the fullest without worrying about the service cost.' </p><h2>Ducati&nbsp;Periodic Maintenance Contract (PMC): All You Need to Know</h2><p>Ducati India has launched its ‘Ducati Protect’ service plans, now available for the Monster and Multistrada V4 range, which includes the V4, V4 S, Pikes Peak, and Rally variants. The plan&nbsp;is offered in two choices: Ducati Protect Plus, covering 2 years or 15,000 km, and Ducati Protect Pro, which extends to 4 years or 30,000 km.</p><p>
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  </p><p>The cost of the Ducati Monster Protect Plus plan starts at Rs 25,999, while the Protect Pro plan is priced at Rs 68,999. For the Multistrada V4, the Protect Plus is available for Rs 29,999, and the Protect Pro is offered at Rs 52,999.<br></p><p>Both plans include genuine Ducati parts and labour, with servicing carried out by Ducati-certified technicians at authorised service centres across key cities like Bengaluru, Mumbai, Chennai, and Delhi.</p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/news/bike-news/ducati-panigale-v4-lamborghini-edition-unveiled-with-revuelto-inspired-styling-120401/">Ducati Panigale V4 Lamborghini Edition Unveiled with Revuelto-Inspired Styling</a><br></p><p>The maintenance contract activates from the date the motorcycle’s warranty is activated and can be transferred if the owner sells the bike. It is important to note that the plan does not cover routine wear items such as clutch plates, tyres, or brake pads. Key benefits highlighted by Ducati include long-term cost efficiency through locked-in service pricing, assurance that the motorcycle remains in optimal condition throughout ownership, and improved resale value thanks to an official service record.<br></p>

Ducati Monster, Multistrada V4 Range Now Covered Under ‘Ducati Protect’ Plans in India; Prices Start at Rs 25,999

The 'Ducati Protect' package is offered in two options: Ducati Protect Plus, covering 2 years/15,000 km, and Ducati Protect Pro, which extends to 4 years/30,000 km.

<p>The 2025 Ducati Panigale V4 S gets sharper, more communicative, and even more exhilarating.<br><br>Join Shivank Bhatt as he takes Ducati’s flagship superbike for a full-tilt spin around Chang International Circuit in Buri Ram, Thailand.<br><br>A revised engine, new electronic aids, refined chassis, and unmatched composure at speed, thanks to new aerodynamics — this is a superbike that keeps evolving!</p>

2025 Ducati Panigale V4 S – Track Tested at Chang International Circuit | autoX

The 2025 Ducati Panigale V4 S gets sharper, more communicative, and even more exhilarating. Join Shivank Bhatt as he takes Ducati’s flagship superbike for a full-tilt spin around Chang International Circuit in Buri Ram, Thailand.

<p>Ducati has expanded its premium retro-style lineup in India&nbsp;with the Scrambler Full Throttle, priced at Rs 12.60 lakh (ex-showroom).&nbsp;Described by the Italian marque as a motorcycle “built&nbsp;for those who crave a dynamic ride with a timeless, post-heritage edge,” the Full Throttle takes&nbsp;inspiration from flat-track racing while maintaining Scrambler DNA. It stands out with its bold styling, sporty character, and everyday rideability,&nbsp;offering a unique proposition in the modern-classic space. The bike is available through Ducati’s network of ten authorised dealerships across key Indian cities, including&nbsp;Chandigarh, New Delhi, Ahmedabad, Pune, Mumbai, Bengaluru, Chennai, Hyderabad, Kochi, and Kolkata. Here’s a closer look at the key specifications and features of the Scrambler Full Throttle.</p><p>
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  </p><h2>2025 Ducati Scrambler Full Throttle: Design and Features</h2><p>Ducati's Scrambler models have long struck a balance between old-school visual appeal&nbsp;and current-generation features, making the brand more approachable.&nbsp;The new Full Throttle variant adds to the legacy with a more performance-focused character,&nbsp;crafted for those who enjoy a racier, more aggressive design.&nbsp;It sports a bold black and bronze colour scheme&nbsp;that instantly sets it apart, complemented by race-style side number plates&nbsp;and bronze alloy wheels—a clear nod to its flat-track roots. The bike has&nbsp;a compact tail section and a low, variable-diameter handlebar that contribute&nbsp;to a more assertive riding stance. It sports a flatter saddle (795mm)&nbsp;that ensures both comfort and confident control, making it just as suitable for daily commutes and weekend rides.</p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/news/bike-news/ducati-panigale-v4-lamborghini-edition-unveiled-with-revuelto-inspired-styling-120401/">Ducati Panigale V4 Lamborghini Edition Unveiled with Revuelto-Inspired Styling</a></p><p>The model includes a 4.3-inch TFT display and Ducati's multimedia system&nbsp;for smartphone integration with handlebar controls.&nbsp;Riders can choose between Road&nbsp;and Sport modes using ride-by-wire.&nbsp;For safety, the bike has cornering ABS&nbsp;and four-level adjustable Ducati Traction Control (DTC).</p><h2>2025 Ducati Scrambler Full Throttle: Engine and Hardware</h2><p>The heart of the 2025 Ducati Scrambler Full Throttle is an 803cc air- and oil-cooled L-twin engine that pumps&nbsp;out 72bhp of power at 8,250rpm and 65.2Nm of torque at 7,000rpm. It is mated&nbsp;to a 6-speed gearbox and equipped&nbsp;with a slipper clutch.</p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/news/bike-news/ducati-desmo450-mx-unveiled-as-brands-first-motocross-bike-with-450cc-single-cylinder-engine-120324/">Ducati Desmo450 MX Unveiled as Brand's First Motocross Bike with 450cc Single-cylinder Engine</a></p><p>The motorcycle&nbsp;is built on Ducati’s signature tubular steel trellis frame, supported by a 41mm Kayaba front fork and a preload-adjustable Kayaba&nbsp;rear monoshock. The braking setup&nbsp;includes a 330mm front disc and a 245mm rear disc.</p>

2025 Ducati Scrambler Full Throttle Launched in India at Rs 12.60 Lakh

The Scrambler Full Throttle sports a black and bronze theme, bold side number plates, and a low-slung handlebar. It is available for purchase across ten authorised dealerships across key Indian cities.

<p>
    When you’re an eight-year-old kid obsessed with motorcycles, all you dream of is owning a superbike one day. There are no in-betweens and nothing else will do – or so you tell yourself. However, once you become an adult and have enough cash in the coffers to buy a full-blown litre-class ballerina, you quickly come to realise that while you still have the enthusiasm of an eight-year-old, you might not necessarily have the body or flexibility to ride a fully-faired crotch rocket. And that, kids, is precisely why naked motorcycles exist – to keep your childlike excitement alive without crushing your spine into smithereens.</p>

<p>More often than not, though, a naked version of a superbike doesn’t possess all the madness of its fully clothed sibling – the whole experience is dialled down to make it more friendly. That's not the case with the new Ducati Streetfighter V4, though, we're told. It is essentially a Panigale V4 minus the slippery bodywork and racy clip-ons, says its maker. It is the closest-to-Panigale version. And to prove their point, Ducati flew us to Andalucia Circuit in Spain, slapped some slick tyres on the new Streetfighter V4, and let us go full send for a whole day.</p>

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<h2>Dressed to the nines</h2>

<p>The 2025 Streetfighter V4 doesn’t look all that 'new'. That's not necessarily a bad thing because it’s still very red, still very naked, and still very hot. That said, it does incorporate some visual refinements. The panels are now sharper; the front-end looks softer and curvier; the single-sided swingarm has been replaced by a hollow dual-side swingarm – something that the internet can’t stop raging about – but if you ask me, it’s not an eyesore. Plus, it has a functional purpose – it reduces the lateral stiffness by a whopping 43%. Benefits? More flex, more agility, better feedback, and superior mechanical grip (more on this later). Other small but significant changes include a handlebar that’s pulled back by 10mm without disturbing the rider’s triangle, a seat that’s two inches thicker than the Panigale’s, and footpegs that are now 10mm inwards on each side – not only do they allow for better clearance while leaning but also help you hold on to the bike tighter. There’s also a new 6.9-inch TFT display, which controls the updated suite of electronics packed into this beast.</p>

<h2>Gentle Juggernaut</h2>

<p>At its heart is the same 1,103cc Desmosedici Stradale V4 engine as earlier. But thanks to its Panigale-derived variable intake system, it now produces six more horses, taking the total power output to 211bhp. Couple this with a naked body that weighs 189kg (V4 S), and what you end up with is a hyper motorcycle, and then some. Thankfully, to rein in all that firepower, the Streetfighter is equipped with the latest and greatest electronics, some of which have come directly from Ducati Corse's MotoGP wing.</p>

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<p>There are four riding modes – Race, Sport, Road, and Wet – and four power modes – Full, High, Medium, and Low. So, you get all of the 211 horses in all modes except Low, which limits the power output to 158bhp. The main difference between the other three modes lies in the engine mapping and power delivery. To put it simply, Medium is mental; High is borderline bonkers, and Full is downright ballistic. On this occasion, we had access only to Sport and Race modes with Medium power mode – perhaps Ducati didn’t want a bunch of journalists to launch themselves into orbit while tackling the tight and super technical layout of the Andalucia circuit. Good call!</p>

<p>On the track, even when the engine was not running at its full potential, the acceleration was simply brutal. It pulls harder and harder with each gear shift. The longer you hold off shifting, the blurrier your surroundings get. It’s ultimately a test of your courage because this engine simply refuses to let up, even on the longest of straights. The Streetfighter V4’s appetite to eat straights is simply mind-blowing, and that’s putting it mildly. What's more, the initial burst of acceleration here is even stronger than the Panigale because the Streetfighter’s first and second gears are shorter. Plus, it also has a shorter final drive ratio (15/42 vs 16/41 on the Panigale). In other words, the Streetfighter V4 devours straights with the same ferocity with which an Italian devours a Negroni. And the aftereffects are just as heady, if not more. It’s the kind of performance that can melt your grey matter.</p>

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<p>What stood out the most in terms of performance, though, was how crisp and progressive the throttle response has now become compared to the previous Streetfighter’s, which was snappy and violent on the slightest touch. Of course, that’s not to say this V4 has been neutered – it’s still a wild child. It’s just that it now unleashes its true nature only when you poke it. And when you do, trust me, you could end up wetting your leathers! The top end is gnarly, so much so that I often found myself short-shifting for the most part of the test ride. Your best friend in these circumstances is Ducati’s expansive electronics package, which now includes DVO (Ducati Vehicle Observer), which uses 70 sensors to measure 70 different physical parameters and alter the intervention levels of systems like traction control and wheelie control in real-time. Think of it as a fusion of black magic and engineering.</p>

<p>The only place where the electronics aids don’t seem to work is when you’re hammering down a straight. At anything over 200km/h, the g-forces, along with the windblast that you’re subjected to during full-bore acceleration, can literally hurt your arms and chest. That said, the bike remains glued to the road even at these speeds, thanks to those new winglets, which provide up to 45kg of downforce until 280km/h. That said, on those long straights, you can’t help but miss the Panigale’s fairing and wind protection. On the upside, the Streetfighter gets the same Brembo Hypure brakes as the Panigale, so bringing it to a halt is a much tidier affair.</p>

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<p><br></p><p>On the handling front, the Streetfighter V4 is as close to a Panigale as a naked bike can get. It features the same front aluminium frame and suspension hardware, which, on the V4 S we tested, comprises the top-of-the-shelf semi-electronic Ohlins NIX 30 (front) and TTX36 (rear) with Smart EC3 software. Now, while the suspension components are the same as that of the Panigale, the calibration is slightly different for obvious reasons. Other changes include a longer wheelbase (1,496mm vs 1,485mm), a half-a-degree steeper rake (24.5°), and a 1mm increase in trail (99mm). Now, while I still haven’t got my hands on the new Panigale V4, I can tell you with full conviction that the Streetfighter V4 handles every bit as brilliantly as a superbike! But, unlike a superbike, it doesn’t leave you battered and bruised after a track day. Truth be told, it feels much easier to ride than its predecessor. Riding the old Streetfighter fast on the track felt like a cage fight, but this one feels more like a high-speed rollercoaster ride. It goes exactly where you want as if it can read your mind. To give you some perspective, I spent the first three sessions (out of six) just figuring out what is essentially a maze of a ciruit that's Andalucia. I couldn’t focus on the bike, but all I remember is that it was forgiving to my abrupt inputs and last-minute corrections. As I found out in the next three sessions, this thing isn’t just about being faster on paper – it’s about making that performance accessible to everyone, and not just to top-tier God-level riders.</p>

<p>The handling? Let’s just say that it’s telepathic. The front end is taut and offers impressive feedback. Whether it’s mid-corner adjustments, tightening the line, and chucking it from one corner to another, you can do it all without breaking a sweat. It feels more like a middleweight than a hypernaked, to be honest. And the DVO, along with the raft of electronics, lets you do your own silly thing and mess around without letting things go south. If I have one criticism, it's that the quick-shifter wasn't seamless all the time, and that takes away some confidence, especially when you're travelling at warp-speed.</p>

<h2>Verdict</h2>

<p>Regardless of how fast you think you are, a 200+bhp superbike will always be an overkill – even Marc Marquez uses a Panigale V2 these days for training, you know. So, you could say that having a street naked with almost identical power and zero wind protection is asking for even more trouble. Well, I'd say that was the case with the previous Streetfighter, but not for this one! And that’s because the new version is two bikes rolled into one – a docile middleweight and a fire-spitting hypernaked. Depending on your mood, it can change characters at just a flick of a button. Now that’s a winning combo!</p>

<p>Sure, it’s expensive, and sure, you’ll run out of roads and even racetracks long before you ever reach its full potential. But even then, it’s well worth having one in your life – if for nothing else, then to keep that little child in you grinning from ear to ear. It’s a big boy toy in the truest sense – unapologetic, outrageous, and intoxicating.
</p>

<p>----</p>

<p>It has the kind of performance that can melt your grey matter!</p>


<p>[tabs]</p>

<p>[tab title="<strong>Ducati Streetfighter V4 S</strong>"]</p>

<p><strong>Engine:</strong> 1,103cc V4</p>

<p><strong>Transmission:</strong> 6-Speed</p>

<p><strong>Power:</strong> 211bhp </p>

<p><strong>Torque:</strong> 120Nm</p>

<p><strong>Fuel:</strong> Petrol</p>

<p><strong>Price:</strong> ₹32 Lakh (Expected ex-showroom)</p>

<p><strong>X-Factor:&nbsp;</strong><em>A hyper-naked that can go from a middleweight roadster to a full-on race bike within a blink of an eye!</em></p>

<table cellpadding="1" cellspacing="1">
    <tbody>
        <tr>
            <td>
                <p><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br>
                    •&nbsp; Performance, Handling, Electronics</p>

            </td>
            <td>
                <p><strong>Cons</strong><br>
                    • Going to be pricey!</p>

            </td>
        </tr>
    </tbody>
</table>

<p>[/tab]</p>

<p>[/tabs]</p>

2025 Ducati Streetfighter V4 Review:  More Hyper, More Naked!

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