Ducati 899

Motorcycles get a bad rap for being dangerous, unstable and too fast for anyone's good. Only one of those accusations is true. Take this, the Ducati 899 that's just hot, hot piping hot out of the oven. This is what dreams may be.
Look at it. The design evokes sultry midnight images. It's what true form following function is all about. The monocoque chassis incorporates an air intake that also feeds cooling to the onboard electronics package, which is not something to be sneezed at.
The throttle is ride-by-wire, meaning there's no cable involved. Electronics measure everything to the minutest degree. The 898cc, four-valve-per-cylinder, L-twin engine gives a phenomenal 148bhp at 10,750 rpm and 73 lb-ft of torque at 9,000 rpm. Compare that to the mightiest of Bajaj Pulsars pumping out, at most, 24bhp (not saying the Pulsar 200NS is slow or bad, the NS is a marvel in its segment). But the comparison draws to mind what we just can't have in BD. Makes us sad, but it's also good to dream.
Shahin Ahmed, a fellow biker working in Michigan, USA, says he tried the previous 848 (with a 'measly' 124bhp). It scared the living daylights out of him because the bike was so sharp, so responsive, it makes any rider feel like a great rider, which can be misleading and dangerous. “These bikes are meant for experienced riders. The gadgets are there to tame the ride and make it safer, but I'll stick to my sub-500 budget used bikes for now,” he says.
Take the braking performance of the Ducati 899.  Three-stage ABS provides extra braking assurance depending on road conditions and how you set it up. The Wet riding mode drops power to 110 hp with even smoother throttle, increased Traction Control input and full ABS. 110hp? That's typical Corolla Axio levels of power output. Bikes now offer so much tech, comfort and safety, it makes the pedestrian versions available in Bangladesh almost feel like rickshaws in comparison. Then there's traction control as well as engine brake control which can be set up independently via a large display. The suspension is also 3-way adjustable for pre-load, compression and rebound. This effectively gives you all controls over stiffness and how well it soaks up the bumps. But unlike the fancier and bigger Ducati 1199S, this is not electronically adjustable. A screwdriver and wrench needed.
The 899 is priced at around $15k. We can't have it here without bending a few rules and paying bejillions. But then we do have two Ferraris here in BD at the time of this writing. Why not this? For now I'll settle for the newly acquired scale model of the 899.