Yes! Looks like we have gotten Stev-o longing for an Italian ride. Oh yeah, whats wrong with a white Duc? 
That black one looked nice but that low of a price seems a bit fishy, probably a good thing it was sold. When looking at used Ducs make sure to get service records that show all scheduled maintenance was performed at the proper intervals. The average owner will not have the ability to do the belts and valve adjustments. Heck, I bought a laptop and all the appropriate plugs so I could work on my bike myself and adjust the ECU. Makes setting the TPS and service interval light possible on my 2012.
TT, My 848 is crazy fast with 140hp, I could even imagine trying to control a Panigale at 195hp. One thing to be aware of is hard down shifts on your Ducati. They have so much torque on hard down shifts the back wheel can lock up at times, thats why I upgraded to s slipper clutch, its awesome. I also added a quick shifter to mine and its a kick in the pants. Nothing like full throttle, no clutch, shifts to put a smile on your face. 
tweakin, here is what I was talking about. Article from Web Bike World. Coffee cup read.
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APTC clutchThis exclusive device provides a torque delivery which is a function of the torque applied to it. This makes it possible to considerably reduce the force required to operate the handlebar clutch lever, while ensuring transmission of engine torque to the gearbox primary shaft.
Depending on the design of the APTC clutch components, the transmissible torque, for a given size of clutch disk, can be conveniently increased over that transmitted by a conventional clutch. Another important feature of the unit is its capacity to automatically limit the reverse torque ("slipper clutch") generated during aggressive deceleration.
The APTC clutch was developed for the smallest Ducati two-cylinder engine, the Desmodue 620 i.e., and is now also used on the Desmodue 800 i.e.. In a conventional clutch, the maximum drive torque transmitted from the crankshaft to the primary gearbox shaft depends on the contact surface between each driven and driving clutch disk (and hence their average radius), on the friction coefficient of the disk material and the force with which the disk pack is driven together (which is a simple function of the cylindrical coil springs acting on the pressure plate).
In the APTC clutch, on the other hand, the force compressing the disk pack is not dependent merely on the pressure plate springs, but is also due to the special design of the hub, in other words, the internal device driven by the driven disks and mounted to the primary gearbox shaft. In this way the pressure plate coil springs, which are bolted to the drum studs, need not supply the full load required to compress the clutch disk pack in order to transmit the engine torque.
This significantly reduces the hand force required to operate the handlebar lever compared to that required for a traditional clutch design. The design of the drum is the key to the secret of the APTC clutch. The drum actually generates part of the load on the disk pack as a function of the engine torque. This load thus makes it possible to transmit increasingly higher torques, up to the limit determined by the size specification of the device and the friction between the disks themselves.
To sum up, the relation between the clutch input torque (applied torque) and the output torque (transmitted torque) is linear, while with a conventional clutch this ratio is fixed at its maximum, even when the actual applied torque is lower than the maximum transmissible value.
This is due to the fact that the load exerted by the pressure plate springs is always constant. Applying the same logic, but in the opposite direction of torque transmission, the greater the reverse torque applied to the APTC clutch, the lower its transmission to the crankshaft. <<
Entire write up here.
http://www.webbikeworld.com/ducati-motorcycles/monster-s2r/tt
