As the title indicates, I'm at 2500 miles ( ~ 4000 km). Here are my observations. - Handling: Ducati has placed this bike right at the leading edge of a balance between stability for commuting and touring vs. sport. They pulled the rake in another degree from the prev gen. Can tell the difference from my '13. On the '13 I could slow crawl easily even when looking downward. With the '16 it's eyes up or start wobbling. It's like when you go across the room with a glass of water filled to the brim. If you watch the glass it may spill, eyes up and fixed on your destination and all okay. The rake edit pays off in whipping the bike around curves, very effortless and light, very fast transition in s-curves noticeably more so than the '13. Totally flickable. However, those same tendencies make the bike less stable when you have to be out on the slab in the wake turbulence of 18 wheelers, suv's and such-- bike slaps around more than the '13 did. - Engine: Ducati still needs to refine the power deliver of the DVT. It's an 11,000 redline engine. Below 4000 it feels torquey enough but nothing earth shaking of course. the infamous flat spot pegged between about 4000 - 6000 seems settled in at 4500 - 6000 on mine. it is not like a power dip it's just as if the linearity of the throttle response falls off, i.e. the power is there you all of the sudden have to roll more in to maintain the pull and what happens is that at 6000 the turbo kicks in (not equipped, just rhetoric). This requires getting used to and adapting how you apply power exiting a curves and it really needs to be better addressed in a software update. The work around is to not be between 4000-6000 when doing curve work, but my riding style is not that aggressive so I often find myself in the flat spot, but I am working on it. If the readout is to be considered accurate it is averaging 42 mpg (6.7 liter/100km) mix of city commuting and joyriding outlying areas. It runs best on 91 octane (R+M/2). I have tested this a bit. It pulls better on 91 than 93. I don't know why it just is how it is with this particular bike, honestly my '13 was similar but the DVT now has knock sensors whereas the previous version of the Testastretta did not, so I would think that the DVT would incrementally add more advance with 93 until ping is detected but maybe they've just got the tuning optimized for 91 who knows. Generic 10% ethanol convenience store premium 91 and it runs [censored] strong. There is a problem in 1st gear after moving off from a stop where around 3000 - 4000 rpm it feels like either a misfire or clutch buck/judder that clears up if more twist is applied. It is not a misfire I don't think because the exhaust note stays rock steady and putting more twist in smooths it out. I suspect some bizarre calibration issue with the throttle-by-wire or maybe the twist grip needs replaced. I would think they are using the Hall Effect type twist grip and not a sweeper and pot mechanical contact (i.e. El Cheapo) for signal generation in the twist grip. But either way since it only does it in 1st gear who knows. Have tried burping the clutch at the master but no air came out. Which brings me to another issue. The clutch master cylinder emits a rubber-on-metal dry squeak sound when pulling the lever. This is apparently an issue for others with the new DVT Multi based on postings on Ducati specific forums. It is not the lever system I have lubed all that, it has to be coming from inside the master cylinder assembly. Cruise ctrl works great and flawless, but seldom use for it so far. As far as power, once you pass 6000 make sure of a firm grip on the bars. Used to watch re-runs of Gilligan's Island as a kid after school in the '70's and there was an episode where a typhoon hit and Gilligan was holding onto a palm tree for dear life while the wind blew him to full horizontal. Full throttle on this bike reminds me of that. Transmission: Same feel as the previous one, little clunky, but once used to it not bad. Previous multi's trans was finicky about what oil. It was smoothest on Silkolene synthetic and Mobil 1 4T and clunkier on anything else, this one may be same-- if I keep the bike I will find out (a hint as to my intentions). More straight cut gear noise in 3rd than other gears for some reason, hope not a sign of impending problem. Maintenance: Oil changes will be as easy as previously. Chain and sprocket not bad due to single sided swing arm. Air filter requires removing tank, hummmmm on that. Service intervals set by Ducati for oil change and etc. are every 9000 miles ( ~ 15,000 km) with major service (valve adjust check and etc.) every 18,000 ( ~ 30,000 km). My plan is oil change every 4500 miles ( ~ 7500 km). - Body and misc: Emits a lot more heat between the legs than the '13 did, very noticeable, mainly mid inner thigh between crotch and knee. Seat comfort sucks after about 90 minutes in the saddle, gf says same for pillion seat. Wind protection was better on my '13. More buffeting with this one and they cheapened the wind screen-- this one looks about half as thick of plexi than the '13's was and already has a few scratches and chips whereas the '13's looked new to the day I wrecked into bambi. Tank mounted kill switch was a quality feeling rubber covered push button before, now it is a plastic radial rotating toggle that looks and feels cheap. The LED headlights certainly grab motorists' attention day or night, but my '13 had them too. Preferred the set up of the '13 here too, LED lo beams and halogen hi's meant the hi's threw a light more readable to my eyes. The LED hi beams of the new one don't light the road ahead as far or as wide and the pure white isn't picked up by my eye as well. The cornering lights don't really do much but I understand they had to keep them dim to avoid blinding any oncoming traffic you might meet in curves. Rear brake is much better than previous gen. The exhaust note is much nicer than the previous. Deep and throaty instead of high and raspy, and emits some pops on downshifting which while may be symptoms of need for better fueling still sound cool. TFT display is nice but seems prone to feather scratches. It is a gloss finish whereas the '13's was a non-glare matte type clear so most likely it is just showing feather scratches that the matte of the '13 had but didn't show. I never have used the bluetooth other than for pairing my phone to be notified on the bike's TFT screen with a little cartoon speech box icon if I've received a text message or voicemail. As far as styling appearance, it is what it is, unusual looking and I don't get offended by those who call it ugly or weird looking. Conclusion: Pro's and cons as expected. In Sport Mode they have taken it as close to a pure sport bike as possible and while you can tame it to a more touring or commuting friendly engine and suspension configuration, the rake, trail, and balance of the bike seems setup to be as close to sport bike flickability as possible and that still shows through in every mode. My former bike I was always solo, this one since I am engaged there is a bit of two-up riding. I love the flickability of the bike when solo and messing around having fun but I am going to want two-up touring comfort and stability which so far it looks like I will at least need to pony up north of $1000 for a Corbin seat and pillion back rest combo to help with that, plus unknown $$ on improving wind protection. The bike will always suffer from being slapped about out on the interstate in traffic due to it's tall stance, 24 deg rake w/ 4.3 inch trail, and light weight and of course motorways/interstate slab is not where I prefer to be but it is a necessity at times depending on destination. Need to make a decision on keeping or trading before too many more miles rack up and cause a worse bath on trade allowance than I'd already take.