The seat, derived from the Streetfighter V4, is 33.2 inches high, and compared to that of the Panigale V2 it is longer, wider and has new padding. Ducati also says the braking system uses pads with a less aggressive bite, more suitable for road use.

Ducati describes the Streetfighter V2’s 955 cc Superquadro engine as "capable of delivering a maximum power of 153 hp" and torque of 74.8 lb-ft, and says: "This engine results are not only usable and enjoyable on the road but also effective and excellent on the track, where the bike can be easily managed." It notes a shorter final ratio than the Panigale V2 "guarantees greater torque to the wheel at road speeds while giving better engine responsiveness when re-opening the throttle," explicitly targeting road-speed usability and controllability.

The Streetfighter V2 is equipped with a new 90° V2 engine featuring "an innovative electronic variable timing system that ensures substantial torque delivery at all engine speeds and real sports performance at the top end." The technical specs list maximum torque as 69 lb-ft (93.3 Nm) at 8,250 rpm from the 890 cc twin, with wet weight (no fuel) of 392 lb (178 kg). Ducati describes the bike as delivering "a lot of great low and mid-range" torque and being tuned to smooth power delivery and reduce jerkiness compared to previous big twins.

Ducati states that the new 90° V2 engine with variable intake valve timing, 890 cc and 120 hp, has "a torque curve, with 70% of the maximum value already available at 3,000 rpm, [which] ensures that riding is always exciting, even on the road." The company highlights "lightness, intuitiveness, reduced physical and psychological effort, a generous power delivery curve at low revs with a sporty extension at high revs" as the main characteristics of the Panigale V2 and Streetfighter V2. It also notes that the new V2-powered Streetfighter is "the lightest Streetfighter ever created by Ducati" and is aimed at road riding as well as track use.

Cycle World’s first-ride of the 2025 Streetfighter V2 S describes it as: "less power and less weight, but it's more comfortable, more controllable, and just more fun in the real world." The review emphasizes road and canyon use: "On the street and in the canyons, the Streetfighter V2 S’ more accessible performance makes it easier to exploit more of the bike, more of the time." It notes that compared to the V4, "you’re working with a smoother, more forgiving power delivery that doesn’t punish small mistakes, which makes the V2 S feel more rideable on imperfect public roads."

Ducati’s technical page for the Streetfighter V4 S lists a 1,103 cc Desmosedici Stradale V4 with maximum power around 208 hp and peak torque of roughly 90.4 lb-ft (123 Nm) at 9,500 rpm (values vary slightly by model year, but are in this range). The torque curve is described as offering strong midrange and extending to high rpm, with engine modes and gear-by-gear torque management; however, Ducati positions the V4 S primarily as an ultra-high-performance naked derived from the Panigale V4, with track-level capabilities and very high top-end power compared to the V2.

The Streetfighter V2 ergonomics mean that compared to the Panigale V2, it has more rake angle, a longer swingarm, and a more upright riding position. That all adds up to a much more comfortable riding position, especially for my wrists and legs. The writer says it was an absolute breeze to ride all day.

The spec comparison lists engine power for the Streetfighter V2 S as 120 hp and for the Streetfighter V4 S as 208 hp, with dry weight (with ABS) 175 kg for the V2 S and 178 kg for the V4 S. Fuel tank capacity is 15 l (V2 S) versus 17 l (V4 S), and range is 283 km for the V2 S compared to 223 km for the V4 S, with combined fuel consumption 5.3 l/100 km (V2 S) vs 7.6 l/100 km (V4 S). The accompanying text states: "With the new Streetfighter V2, Ducati really has a highlight to offer… Despite its manageable power, it is particularly well positioned on the road thanks to its well thought-out overall concept," framing the V2 S as more road-oriented in its overall design.

The article’s subheading explicitly states the position: "The 2022 Ducati Streetfighter V2 is better than the V4 for most riders, especially on the street." It adds: "The Streetfighter V2 is very easy to ride, and it's accessible to a wide range of riders… you feel more relaxed handling the lesser power output." The reviewer contrasts it with the V4: "In fact, the throttle can be open wide all the time, unlike the V4… the Streetfighter V2 is more capable and fun to ride on the street or some nice twisty canyon roads… it’s got nothing on the Streetfighter V2 when it comes to making the rider feel more in control and engaged."

This test focuses on the Streetfighter V4 S’ performance character: "There's three main things to concern yourself with the new SF V4—the new chassis, new electronics, and the small matter of a claimed 214 hp." The reviewer notes that ergonomic changes have made it more comfortable: "You also get a thicker seat, which proved quite comfy after six very hard sessions… so I’m sure it’ll be just fine for big mile days in the saddle, if those are your intentions." However, the emphasis is on track riding and exploiting its very high power output rather than low‑to‑midrange road usability.

The dealer comparison notes that on the Streetfighter V4 S, "the fork has an increased excursion of 125 mm, as for the Panigale V4, which means greater ability to filter road bumps," and highlights the Öhlins Smart EC 3.0 semi-active suspension. These features are aimed at improving ride quality and stability at speed but are derived from track-focused hardware, suggesting a design emphasis on performance rather than low-speed comfort.

The specification comparison shows the power gap between the two: the Streetfighter V2 is listed at "118 bhp @ 10750 rpm" while the Streetfighter V4 produces "205 bhp @ 13000 rpm." The site also reports user ratings: "According to our average user rating, Ducati Streetfighter V4 has a score of 5.0/5 while Ducati Streetfighter V2 is rated 4.5/5." These specs illustrate that the V4 is substantially more powerful, whereas the V2 sits in a middleweight range typically associated with more accessible road performance.

In this first-ride video, the tester states that the Streetfighter V2 S’s 890 cc V2 engine produces "120 horsepower at 10,750 RPM with 68.8 lb‑feet of torque at 8,250" and comments that variable intake timing is used "to squeeze the power out at high RPM while still delivering torque in the low to mid-range" with "the smoothest power delivery possible." They describe it as "a compact lightweight engine" that "really smooths things out," noting it is "not as jerky as some of the big twins" and that "the usable power is pretty considerate," with "a lot of great low and mid-range" performance on twisty roads. The quickshifter is said to work particularly well at low rpm and midrange, supporting controllability in typical road riding.

A user summarising road use impressions writes: "The V2S is the best option and will be far more fun to ride on the road (this will be solely for road use). Lighter weight and plenty of power and useable…" Other comments emphasise that the V4S’s extreme performance is harder to exploit on public roads, while the V2S’s power delivery and chassis are more exploitable and manageable in typical riding conditions.

One rider summarizes the common view for public-road use: "My understanding is that street riding the V2 stands out because the power delivery is more suited for that setting. The V4 doesn't shine till you are on track or at very high speeds." Another commenter contrasts stability and feel: "the longer wheelbase and wider rear tire on the v4 make it feel less twitchy and more stable, whereas the v2 feels more ‘fun’ in that regard." A different rider adds: "The v4s is the best bike I've ever ridden, but it's too much bike for me. I too am a road rider…" highlighting that the V4’s performance can be excessive for typical road riding.

MotoCorsa’s description of the 2026 Streetfighter V2 S states that "the Ducati twin delivers very linear torque right from low rpm, with a prompt and exciting throttle response, and sports performance at high rpm." It also notes the availability of a racing exhaust that raises output to 126 hp at 10,000 rpm and 72.2 lb-ft of torque at 8,250 rpm. The emphasis on linear low-rpm torque and predictable throttle response highlights the bike’s rideability and controllability in everyday road use.

The comparison page for the 2026 Streetfighter V2 S notes that "the sportiest version delivers 126 hp at 10,000 rpm and 72.2 lb-ft of torque (+3.68 lb-ft) at 8250 rpm with the racing exhaust for track use." Combined with Ducati’s own claim that 70% of maximum torque is already available at 3,000 rpm, this indicates a torque curve biased toward early availability of torque and strong midrange, which is generally favorable for road and canyon riding rather than only for track-focused, high-rpm operation.

One rider describing the Streetfighter V4 on the street says: "The V4 is easy to ride on the streets. It's not high strung or temperamental. The handling and lean in is sublime. The power delivery is linear, and the brakes…" Another comment notes: "The v4s isn’t a difficult bike; its throttle response is very smooth, and the true power emerges only toward the top of the rev range." These accounts suggest that despite higher peak performance, the V4S is tuned for smooth controllability at lower revs, not inherently compromised in rideability.

In this Spanish test of both models, the presenter notes regarding the V2 S: "this wide handlebar makes it comfortable in maneuvering at low speeds," and describes the riding position as "quite racing… but this wide handlebar makes it comfortable in low‑speed maneuverability." In contrast, about the V4 S he says: "the V4 has a quite different posture… it is much more racing, the seat is quite more uncomfortable, it is taller… because in reality this is a Panigale naked without fairings," indicating a more aggressive, track‑oriented ergonomics less focused on everyday comfort.

In this comparison video, the presenter states that the Streetfighter V2 was "made a more road friendly bike" and argues: "when talking about which bike is the better one for Road use in traffic I do believe it is the street fighter V2 over the V4 and that is why I could have bought the V4 but I actually bought the V2 instead because I do believe it's much more Road friendly." The video also outlines the objective power difference: "the street fighter V2 has 155 horsepower where the V4 has…208 horsepower," framing the V4 as the more extreme machine whose capabilities exceed what is usable on normal roads.

Independent tests and reviews commonly report that the Streetfighter V2’s midrange-focused power delivery, slightly lower weight, and less aggressive geometry make it easier to ride quickly and comfortably on public roads and in canyons, whereas the Streetfighter V4 S is often characterised as a track-derived naked whose 200+ hp and sharper brakes favour high-speed performance but can feel excessive or tiring in typical road use.

In a comparative test ride where both Streetfighter V2 S and V4 S are evaluated, the reviewer comments on the V2’s ergonomics: "on the Street Fighter V2 I have found myself super comfortable, that is, the posture with the handlebar, the footpegs set high… and as I say, the flat handlebar and so on was very good." He later notes a more extreme character relative to a fully faired sibling, but still acknowledges: "it is true that this bike is a little more comfortable than before. The riding position is a little less extreme, less leaned forward… the riding position is a little more upright." These observations support that the V2 S aims for improved comfort and usability over earlier, more track‑biased setups.

The reviewers note the similar gearing feel but highlight the V4S’s extra rev range: "you have literally 4,000 more revs on that one than you do on this one," and comment on braking: "I do feel like the brakes on the v4s are a little bit sharper you have upgraded calipers on that." They observe that the extra 50+ hp on the V4S results in dramatic speed accumulation: "when you really feel that extra power is when you're like oh my God this thing piles on speed," suggesting that while both bikes are controllable, the V4S demands more restraint and may be less relaxing for typical canyon or public-road riding.

In a Ducati owner community discussion about road suitability, one rider notes: "The v4s is the best bike I've ever ridden, but it's too much bike for me. I too am a road rider…" Another contributor who rode two iterations of the V2 says: "Hands down the 2024 will put the widest smile on your face. It has plenty of oomph and lets itself steer easily in and around corners. They both are comfortable bikes to ride…" The comments reflect user perceptions that the V2 offers sufficient power with easier steering for typical road riding, while the V4 S can feel excessive.

A rider comparing their Streetfighter V4S to their V2 writes: "Surprisingly, very little difference in low-end torque/powerband. I only really noticed the added horsepower over 60mph." This suggests that in everyday speeds, including typical canyon riding, the V4S does not feel overwhelmingly more powerful at low-to-mid revs than the V2, and the major performance difference appears at higher speeds, which may be less relevant for public-road rideability.

In a discussion of the 2025 Streetfighter V2/V2 S, a commenter defends the new engine, stating that it "delivers 70% of its torque at 3,000 RPM" and that "most of the torque is available around 4,000 RPM," contrasting this with the previous engine that "was really weak below 6000rpm." They provide comparative numbers: "2025 vs 2024 Peak Torque: 93.3Nm @ 8250rpm vs 101.4Nm @ 9000rpm," and claim that torque at 4000 rpm is roughly similar between generations. This user-generated discussion supports that the V2 S’s new engine and torque curve are designed for better low-to-midrange usability on the road.

The presenter says the Streetfighter V2 S is more upright and more comfortable than a Panigale, but also notes the seat and peg setup is quite tight for long rides for some riders. The video also says the bike has some vibration around 4,500 rpm in town, though it smooths out higher in the rev range.

The presenter describes a neutral seating position on the Streetfighter V4 S and says the bike is comfortable for the rider tested. However, the discussion also emphasizes how close the rider is to the tank and that fit depends heavily on body size.