2014 Ducati 899 Panigale Review — With Video!

Reviews -


2014 Ducati 899 Panigale Review

When we rode this bike at Imola — in the pouring rain — back in October, it looked like this smaller brother to the 1199 could actually be the better bike for us mere mortals. Can that hold true back here, in the real world? Let’s find out in this 2014 Ducati 899 Panigale review.


What’s New
Take a Ducati 1199 Panigale and make the holes inside its engine smaller. Take advantage of its new, lower power output to sharpen up the chassis with a shorter wheelbase, steeper forks and a narrower rear tire. Take out some of the bling — the single-sided swingarm, LED headlamps and TFT dash — in the name of cost cutting, write “899” on the side and bob’s your uncle.

The idea is to offer riders the highlights of the Panigale package — its “frameless” design, futuristic styling and “Superquadro” V-Twin — without the intimidating, often unusable power and all the compromises that go with it.

From 1199 to 899, bore and stroke shrink from 112 x 60.8 mm to 100 x 57.2 mm. That has the effect of reducing power from 195 to 148 bhp and torque from 98.1 to 73 lb.-ft.. Importantly, the 899’s less over-square dimensions shift the torque curve down the rev range, giving you more bottom and mid-range to work. The smaller motor is actually the more flexible of the two, delivering something much closer to the traditional Ducati V-twin grunt.

From 1199 to 899, the wheelbase also shrinks from 1,437 to 1,426 mm, rake goes from 24.5 to 24 degrees and trail is subsequently reduced from 100 to 96mm. Perhaps more noticeably, the rear tire narrows from the 1199’s 200/55-17 item to a much more reasonable 18/60-17 item. Those wheels now wear the more everyday, road-oriented Pirelli Diablo Rosso Corsa rather than the 1199’s more track-focused Diablo Supercorsa Sps.

Weight actually increases from 1199 to 899. Thanks to its single-sided swingarm, magnesium engine covers and aluminum rear subframe, the 1199 weighs 420 lbs (wet). The 899’s bulkier, double-sided swingarm, aluminum cases and steel subframe take its weight up to 425.5 lbs. What a porker!

2014 Ducati 899 Panigale Review
Radial Brembo Monoblocks. Not the 1199′s fancy M50s, but they still work exceptionally well.

The Ride
We’re paraphrasing here, but Ducati more or less describes the 899 as an 1199 for the road. More linear, manageable power and more neutral handling are claimed to deliver a friendly, more easily exploitable package.

And how. Six corners into riding the 899 on a good road for the first time and I was dragging knee. This came as a surprise to me, as I was trying to ride conservatively and fully warm the tires up. That first drag happened with my leg in the wrong position, catching the ground hard as I was still turning in — it was just that unexpected — this took weight off the tire and upset the chassis, something the bike dealt with without actuating its TC, set in one of the lower intervention levels. Few bikes have ever inspired this much confidence so early or dealt with a ham-fisted mistake so easily.

A lot of that confidence and composure comes down to the suspension. What, at first blush, appears to be more budget friendly equipment than that fitted to the 1199 is actually just much more compliant. Front suspension is 43mm, fully-adjustable, USD Showa Big Piston Forks. The rear is also a fully-adjustable Show unit. Not as fancy as Ohlins, but man it gets the job done. Softer spring rates pared with quality damping do a great job at keeping the tires in contact with the road.

The fast steering combined with solid mid-corner stability is reminiscent of a Yamaha R6, just one with 27 bhp and 25 lb-ft more. All easily accessible and smoothly delivered. This is not a slow bike, but nor is it an intimidating one. The 899 works with you facilitate, fast, flowing, safe riding.

The 899 also gains a new seat shape, now covered in suede rather than slippery vinyl. It’s thicker, without impacting seat height, making it more butt friendly and proving at least half-day comfortable. It’s also fitted with a re-contoured shape; the edges are more pronounced and the whole thing appears a little slimmer. That helps you hang off and find the right body position.

The result of all that is a revelation. I reached the end of my usual fun riding route having ridden in more confidence than ever before, with greater corner speeds and also arrived in comfort. All that from a Ducati?!

2014 Ducati 899 Panigale Review
The 899 wears Showa BPF forks and their unique adjusters.

What’s Good
Traffic-stopping good looks; you forget about that double-sided swingarm the second you hop on board.

Solid comfort. You won’t quite forget you’re riding a sportbike, but you’ll be doing so without numb body parts.

The same ABS, Traction Control, Electronic Brake Control, quickshift and Ride-By-Wire throttle as the 1199 are equally effective. Making the 899 a package which is as safe as it is fast.

And boy is this thing fast. 149 bhp was liter bike territory a decade ago and nearly as much power as the old Ducati 1098 superbike.

That 73 lb.-ft of torque is also delivered in a linear, flexible manner making progress through traffic and around town easy, too.

And you can tailor that performance to the riding conditions, selecting between the presets of Wet, Sport and Race or tailoring levels of electronic intervention independently. Doing so makes a discernable, effective difference in the bike’s aggression and your safety net.

Nothing about the bike feels smaller or lesser as you ride it. The engine will take the bike as fast as you care to go, just now, you’re in control, not it.

The sound remains distinctly Panigale — a deep V-Twin boom paired with a screaming top end.

2014 Ducati 899 Panigale Review
The 899′s good side…

What’s Bad
Compared to the 1199’s full-color, high-res Thin Film Transistor display, the old mono-color LCD off the 848 feels positively low rent. It gets the job done, but it’s not fancy.

Park the bike, step back and look at it side-on. Man is that swingarm bulky; it almost looks like it’s off another, larger bike.

You also see some of the cost cutting evident in things like the rear caliper mount. Pull the seat off and the tubular rear subframe looks like something off a budget commuter.

As with all current Ducatis, the foot pegs are way too slippery. Throw in some water and they’re positively lethal. Yes, we know Ducati would love to sell you some Corse replacements, but come on, you should at least be able to safely sit on the bike in stock form.

The UX in the dash is obtuse, confusing and frustrating. In a world of iPhones, why is this still such an issue?

The Price
Starting at $14,995, the 899 sheds $3,000 than the base Panigale. It’s the better bike, so that’s quite a deal. Trouble is, the more powerful, arguably more exotic Aprilia RSV4 R is $1,000 cheaper. It’s also $1,500 more than the Triumph Daytona 675 R, which does without electronics, but does with top-shelf Ohlins. I’d buy the Ducati, but its competition is very close.

2014 Ducati 899 Panigale Review
Just a reminder that Wes can ride bikes too.

The Verdict
We said from Imola, “Accessibility doesn’t mean watering the experience down, it means making that experience easier to reach.” Back at home in California, this experience remains true. On the road where the 899 delivers superbike performance in confident ease rather than frustrating you with constant challenge. It’s everything everyone loves about the Panigale, you’ll just be able to love it confidently more of the time.

RideApart Rating: 9/10

Helmet: AGV Grid ($400, Recommended)
Leathers: Dainese Laguna Seca ($1,200, Highly Recommended)
Gloves:Dainese Full Metal Pro ($400, Highly Recommended)
Boots: Dainese Axial Pro In ($500, best sport boots out there)

  • erall

    want badly

  • Zack

    Love that the gas tank is now steel instead of the old plastic ones that seemed to like to expand. Wish they could have brought the price down a little lower, hard to pass up the RSV4 R for $1K cheaper.

    • Piglet2010

      The plastic tanks are fine if you only run straight gas – but in much of the country you will only find E10 for sale.

  • Samushko L Tangerine

    The slippery footpegs: is this a consensus among moto journos? This seems like a really stupid thing to be failing at on a machine that is supposed to be at the top of the market.

    • http://RideApart.com/ Wes Siler

      Oh yeah, it’s ridiculous.

  • Tom Gabriele

    That last pic of Wes dragging knee…is that what form should look like? I am a conservative rider, and keeping my knees close to the tank serves me well enough, but I know that’s not real race form. But Wes looks like he is just throwing a knee out for the sake of dragging knee. Can anyone enlighten me?

    • Innis O’Rourke

      if you look at his body position he’s really hanging off that right side. Even though the bike doesn’t appear to be leaning to an extreme angle, His weight is all on that side. I think there was a discussion on one of the articles here about lean angle vs body position when it comes to traction and all that. I believe Wes was in the positioning camp which seems to be practiced in that picture.

      • http://RideApart.com/ Wes Siler

        The more you hang off, the less you have to lean for a given speed. Less lean equals more safety, there is no camp, that’s a fact.

        • BlackSnake

          No. You are confusing apparent and effective lean. By hanging off you reduce the apparent lean of the bike (through the axis of the bike) but not the effective lean (through the center of mass and the contact patch of the tire with the road). You only gain more lean before hard parts of your bike touch the ground letting you go a little faster but ONLY if you also have that extra of grip available which is kind of lottary on public roads. Admittantly your suspension works better at less lean but I guess hanging off on bumpy roads is anyway nothing you should do. Besides centrifugal forces your tires have to compensate only depend on curve speed and radius not on lean. So you always use the same amount of tire grip no matter how much you lean (given same speed and radius).

    • http://RideApart.com/ Wes Siler

      More or less. In an ideal world I’d have my head lower and my knee tucked in a little more, but for road riding, that ain’t bad. Don’t forget that I’m tall, thin and gangly. What can look like a pointed knee on me is actually pointed forward quite a bit. The all-black suit doesn’t help there.

      • Tom Gabriele

        Gotcha. Thanks for the response. Is that kind of butt-hanging form something I should work on for regular street riding? Or is it unnecessary for “regular” speeds?

        • http://RideApart.com/ Wes Siler

          I mean, don’t use it around the neighborhood… But yeah, anytime you’re enjoying the bike, you should be hanging off in corners. Explore our How To section, there’s a lot of helpful advice like this:


          • Tom Gabriele

            Thanks. Now I just have to wait for the snow to melt. Oh wait, we’re getting more tonight.

        • Mitchel Durnell

          Going anything more than 6/10 on the street is begging to join all the ghost riders in the canyons. Do a track day if you really want to know how fast you can go.

          • Tom Gabriele

            I think we all agree with that. I was just curious as to how applicable race form is at street speeds.

            • Mitchel Durnell

              In my opinion, it’s not very applicable at all. Street speeds and corners are too short and slow to exploit techniques that produce performance; hanging off does decrease lean and increase grip envelope, but learning to do this the right way on the street would be nearly impossible and more likely to develop bad habits. It’s just a poor classroom to exploit repetition, the best learning tool to reproducing results. Leading with your shoulder will serve you much better than taking a knee off the tank (upper body off, lower body on), and ‘keep you honest’, i.e. act as a behavioral limiter to riding too fast on the street.

              • Tom Gabriele

                Well said. Do you think the decreased lean from hanging off would be useful in a situation like rounding a corner at normal speeds, where there might be some winter sand left on the asphalt? Where the bike would be able to maintain traction with less lean and more gyroscopic turning, but not as much if one were to keep the knees in and put more pressure on the edge of the tire?

                Hopefully that’s all theoretical, but I am certainly interested in learning to ride in the safest way.

                • Mitchel Durnell

                  It’s hard to say with certainty, but in a purely technical manner, less lean is going to give you a larger cushion/time for correction if either one of the tires loses traction; but factoring your tension on the bike and your reaction times can change this (should be uncomfortable or less capable because of body position, it could be seen as a net negative compared to leaning more but being more ‘on the bike’.) Bikes are a little strange in that they actually handle best with no human rider aboard; riding as if you are not there is actually a good concept to integrate, as if you stay as light and smooth on the controls as possible, letting the bike ‘move’ underneath you has saved my bacon more than once, than if I tried to fight the bike.

              • Piglet2010

                For what it is worth, Eric Trow teaches half a butt cheek off the saddle (but no more) in his street riding classes. Jason Pridmore says no more than one butt cheek off the saddle while riding on the track, while some teach hanging way off – both can be very fast, e.g. Lorenzo for the former, Marquez for the latter.

                Of course, hanging way off may be fine in a short race or track session, but is not something even the best conditioned rider will be doing all day long.

            • Stuki

              Doing repeated runs of the same corner for the cameras, has much more in common with racing than riding an unfamiliar road does. Just saying……

  • Aaron

    I like that you used Plan B as the music.

    • Ceol Mor

      Glad to know the name so I can include that on my ‘do not play list’ — horrible!

      • Aaron

        That was a remix of some kind, but the guy makes some nice music. That is from a concept album too with him singing rather than rapping.

    • Robotribe

      I do too, but I loathe the fact that the dude on camera at the beginning is competing with the singer in the background music. I feel like he has something important to say but it’s fubar’ed with someone singing on top of his dialogue. Seriously annoying.

      • Aaron

        I thought the same thing.

    • Generic42

      I liked the music, but music with lyrics overlaid on top of key talking points is a bad idea. Either they need to bring in the music later or have it be softer.

  • SteveNextDoor

    Glad to see you guys making more videos; really enjoyed some of the elevated shots in this one, amazing views.

    P.S. The 899 in white is, in my opinion, one of the most beautiful machines ever made.

    • Stuki

      “The 899 in white is, in my opinion, one of the most beautiful machines ever made.”

      Agree. Alongside the 899 in other colors….

  • yakimushi

    You got a drone? Show us that!

  • Phoneix_Ikki

    Aprilia RSV4-R is not $1k less unless you’re looking at a 2013 model. Apple to Apple comparison on a 14, RSV4-R is actually $15,499. $500 more than the 899 Minigale

    • http://RideApart.com/ Wes Siler

      Regardless, you can walk out of a showroom with a brand new RSV4 for $1k less. Whether it says ’13 or ’14 on the title is fairly irrelevant, there were no mechanical changes this year.

  • Braden

    I don’t know why, but I was always under the impression double-sided swingarms are lighter than their single-sided counterparts. Possibly due to the singles requiring a stiffer construction to handle the additional torsional forces. Is it a case-by-case basis?

    • juliansr

      i’m with you!do the research and show me the numbers!

      Visordown has clearer info

      IT’S HEAVIER than the 1199, due to parts like the
      clutch cover, sump and cylinder heads being made from aluminium not
      magnesium. The tank is steel, which although it’s heavier than the
      aluminim tank on the 1199, it’s lighter than the plastic tank on the 848
      Evo. The rear subframe is steel trellis instead of cast aluminium. In
      total, the 899 Panigale weighs in at 193kg, which is 5kg heavier than
      the standard 1199 Panigale.

      THE 1199 single-sided swingarm will fit if you really
      can’t deal with the looks. But it’ll cost you a decent amount and it’s
      heavier too, meaning the 899′s looks would have to really bother you to make the change worthwhile.

      Read more: http://www.visordown.com/features/7-things-you-didnt-know-about-ducatis-899-panigale/23694.html#ixzz2uRrlTcGO

    • MrMotoWise

      SSSA is generally heavier, given equal stiffness. This arm, however, is stiffer than that of the 1199.

  • Ayabe

    Given the target audience, I’m not sure the $~200 or whatever they saved with the ‘meh’ dash was a good move.

    The color TFT is soo much nicer looking and the new Monster has it; it’s just an odd choice for such a premium bike.

    • Chris Carter

      Good call on the dash. It’s the only downgraded part from the 1199 that doesn’t make sense to me.

      As for this article, I rather like the ‘two reviews for the price of one’ vibe. While I very much understand RideApart not wanting to do comparos, I do like a bike review with multiple contributors, and that seems (demonstrably) within RideApart’s scope.

    • imprezive

      You have to look at the big picture. In a year or two they have an 899S with a color dash, single sided swingarm, and probably LED headlights. Then it will be yeah it’s a couple more grand but look at all the stuff you get!

    • http://krtong.com/ Kr Tong

      Meh, you’re only going to look down at it once every speed trap.

      • Ayabe

        Right, it’s a novelty, a gee whiz bit to show off a bit for sure.

        But so is owning a Ducati to begin with and whatever pittance they saved would be meaningless to a potential buyer.

        • http://krtong.com/ Kr Tong

          See that E30 M3 in the background? To me, that’s the same as hoping it still has the brick phone in the center console from 1988.

          • Piglet2010

            I would pay extra for clear, legible analog gauges, such as the ones on my Honda Deauville.

            • http://krtong.com/ Kr Tong

              The ones on the 899 are still clear and display everything the tft one does. They’re just not in HD retina THX surroundsound.

  • TP

    Is the shock Showa or Sachs?

    • http://garrett-nelson.tumblr.com/ Garrett Nelson


  • TechGuy5489

    Can we get an 899 review that compares it to its peers instead of the 1199? It seems like almost everyone is doing the 899 vs 1199 thing but I have to believe that comparing the bike within/near its class would result in far more interesting results. What about the 675R, ZX-6R, GSX-R750, F3 800, etc compared to the 899?

    • livacpa

      Google.com, there are like 4 publications who have done this now, just read a new one yesterday

    • MrMotoWise

      Is your google broken? There are at least two major reviews out doing just that.

    • TechGuy5489

      @MrMotoWise:disqus @livacpa:disqus Yes, as it happens Google works just fine here as does Youtube. I’ve more than likely already seen the material you’re referring to and I’m wanting RideApart’s take on the bikes and not some other source. More sources/opinions are a good thing.

    • http://RideApart.com/ Wes Siler

      We don’t feel the ROI is there on shootouts, especially when the traditional bike pubs all do them identically. If you want to know which bike is faster around Chuckwalla, you can find those numbers elsewhere.

  • juliansr

    the double swingarm is almost always not only more rigid but lighter as well. you might want to get a real weight number on the SSS, but typically it has to be overbuilt compared to a dual sided setup so weight there goes up. That’s one reason why they don’t use them in motoGP since the HONDA ELF days. it, however, SSS looks more exotic and badass and ducati people will pay for that especially on a flagship bike.

    • Marc

      I’ve made similar clarifications in the other 899 thread, but a production dual sided swingarm is not lighter than single sided when you take into account minimum wall thicknesses on a cast part. MotoGP and WSBK swingarms are fabricated from extrusions, forgings, and sheet… they can get to much thinner sections and actually use the two arms efficiently. That said, I bet as much or more of the weight savings comes from the subframe and the mag covers.

  • Clint Keener

    Love this bike. Got to “demo” one at the Newport Beach release party, aka down and back PCH.

    The steering is telepathic.

  • Kevin

    How the fuel economy on these thing ?? RSV4 are cheaper but eat lot of fuel ??

    • http://RideApart.com/ Wes Siler

      You don’t buy a Ducati superbike for fuel economy.

      • Kevin

        maybe but the daytona 675 have decent fuel economy, I’d like to make 120-130 milles with a full tank

        • http://RideApart.com/ Wes Siler

          That should be no problem. You’ll manage the same on an RSV4.

  • Joseph42s

    Thank you for bringing back the video review!

    • Scott Vogt

      Agreed! Are you guys gonna get Jamie Robinson back for some shoots? I know hes got the motogeo thing going but figured i would ask

    • Gonfern

      Agreed. More videos please. In fact, don’t even bother posting an article on a motorcycle ride if you couldnt be bothered to take along a go-pro. Thank you.

      • Piglet2010

        I only like motorcycle videos with cool music and motorcycle sounds and *WITHOUT* people talking – unless you are a David Attenborough quality narrator, leave the words to print.

  • Stuki

    If the Showa Big Piston on this thing is anything like the one on the 636, it’s got to be the most magical piece of front suspension I have ever encountered. I hear racers and other super fast guys complain it doesn’t hold up to a full on race pace like top shelf Ohlins; but every Ohlins bike I have ridden on has been set up too stiff for street riding. The The Big Piston is plusher over sharp bumps than the front ends of either Vstroms on the new 1200GS (a wr250r is plusher yet, and the 1190 adventure, but c’mon…..), despite their longer travel and softer setup. And that’s not just hyperbole. The Big Piston feels like a couch, despite all that weight on the wrists. And yet, absolutely no hint of wallow at any pace, and over any surface, I could subject it to. It really is one of those magical pieces of bike kit that just plain works better than it has any right to; like the Suzuki 650 twin engine; or the Interceptor 800 (whole bike.)

    Doesn’t exactly hurt that the forks are, in the case of the 899, attached to the most beautiful sport bike currently on the road, either… The pragmatic in me insists that you can get the same handling and pace for 2/3ds of the purchase price, and a comparative pittance in maintenance, by getting a Japanese SS; but man does that 899 look and sound like the bees’ knees.

    • Jack Meoph

      The Showa BPF on my 2009 ZX-6R was fantastic. I don’t how much more you could need on a street bike, and I’m sure they would be up to speed on the track as well. The Showa’s are a really nice step forward in shock development, while keeping the price under control.

  • Captain_Hatorade

    Another crashed & “borrowed” bike from another LA dealer/bike shop
    that this guy didn’t have insurance to repair. I’m pretty sure he won’t
    be getting bikes from Beverly Hills Ducati or Moto Club Santa Monica
    ever again. DEALERS BEWARE!! This cocky NYC transplant doesn’t have
    insurance to pay for his crashes.

  • Jack Meoph

    According to Motorcyclist, the competition won. The Triumph 675r is top dog in this “middle weight” category. But I usually end up going with ergos so I’m not making a judgment.

    • http://RideApart.com/ Wes Siler

      The 675R’s a great bike, but therein lies the problem with just visiting Chuckwalla, comparing lap times and calling it a day. The Triumph is massively oversprung for street use, if you weigh under 240lbs, it’ll tie itself in knots on a bumpy road. The 899 is specifically built for street use, at the expense of some outright track capability. The Ducati’s motor is easier to use and much faster, and it has electronics. Sorry, but that result makes no sense.

      • Dolphin Henry Overton IV

        My 2013 675R works perfectly with the dampers dialed back on the street. I’m 200lbs. on the dot with gear FWIW. With the Apex GP clip ons installed, I can ride all day in comfort as well. I will admit the stock ergos are sadistic at best, but $170 worth of bars solved my issues.(reach to the bars being a large problem for me)

        My only issue with the 675 currently on the road. is the awkwardly light/shaped clutch lever. The shape at least is easily corrected.

        Certainly the 899 is a fantastic bike, but saying the 675 doesn’t work on the street is laughable.

        • Piglet2010

          Triumph is one of the few manufacturers that actually uses reasonable rate springs for USians who normally suffer from Dunlop’s Disease – on my Honda Deauville with an overnight touring load I have 40mm of rear sag with the preload full up. The Japanese seem to suspend even their export bikes for a 140-pound rider.

  • http://metabomber.com/ Jesse

    Rumour is that it bakes the rider’s groin. Apparently not bad enough to make it onto the “bad” list.

    • http://RideApart.com/ Wes Siler

      Nah. We rode it on a pretty hot day and I spend some time on it around LA and it didn’t boil my balls once.

      • http://metabomber.com/ Jesse

        If you get too warm, just go faster. Thanks for the review, Adey & Wes.

  • hater

    no mention of Adey crashing the 899? I like his quote from the video, “despite today’s conditions, you know with it being cold, and damp, and dirty after last night’s rain, I was going pretty fast into malibu with this bike today, you know, and it was kinda crazy how sketchy the conditions were, and I was still pushing it, you know, that’s what I like about this bike, because I really had no qualms about going that fast”

    • http://krtong.com/ Kr Tong

      Where do you see him crashing?

  • AEH_Toronto

    Thoughts on the Minigale vs. the new MV Agusta F3 800? I’m looking at both and having trouble deciding which one… The Minigale seems great, but as the reviewer mentioned the cheap stuff ( and in my opinion the difference in looks the SSS makes ) does take away from it. Great vid btw, hope we get to see more

    • http://RideApart.com/ Wes Siler

      Ducati has dealers and service techs and warranties and parts availability and an aftermarket and will always have all that. An MV occasionally winds up in a dealer who may or may not allow you to exchange cash for it and may or may not be able to repair or service it. On paper, the F3 800 looks like a stunning motorcycle, I’m just not sure it actually exists in the real world.

  • tobykeller

    The vocals on the video music at the beginning are WAY too loud… I can’t concentrate on what Adey is saying at all.

  • jpan08

    I want one to use as my daily bike/commuter

  • ebfleming

    How commuter friendly is this? Yes, I know, there’s a 1001 bikes that would be better for a daily. But I’m 31 and I got into the bike thing only a few years ago. I figure I’m looking at another 5 or so years of being able to have a bike like this before the body says no.

    It’s supposedly a 1199 for the road – but does that translate into the riding position? Or is seating still a ‘built for the track’ thing?

    • http://RideApart.com/ Wes Siler

      You could do it. It’d cost you some money in service and consumables and yeah, your wrists and back will complain if you’re sitting on highways for hours, but I’ve owned bikes like these as an only form of transport.

      • Piglet2010

        But the 899 will look silly with Givi top box mounted on back. And how does one mount hard panniers to the 899?

    • http://metabomber.com/ Jesse

      Bah. I’m 40 and still ride sportbikes as a daily commuter. Usually between 25-45 miles each way. Treat the body right, and you’ll be fine.

  • kevin

    Certainly a great bike, but it really is hard to justify the price versus the RSV4. Unless you absolutely have to have a Ducati for some reason.

  • FalloutNL

    Did something happen to the video? It says the owner deleted the account.

    • Price Action Guru

      First RideApart loses Jamie.
      Now RideApart loses Adey.

      Seems like anyone whom can ride well and make a good vid ends up leaving.

      Let us see if this comment gets deleted. ;-)

  • enzo269

    Great review… Love this bike! Accessibility is a relative term.. The 899 is still a very expensive motorcycle, but worth every penny in my opinion as you guys have so nicely laid out in the review.. The bike will be 20k after dealer prep, tax and Rizoma rear sets, ASV levers and Termis are added.. ;)