The seven wonders of the world have remained untouched for aeons. The Pyramids have never had Llewelyn-Bowen round for a re-style and Titchmarsh hasn't laid his grubby mitts on the Hanging Gardens of Babylon. But the eight wonder of the world, the Ducati 916 series, has now emerged from the mother of all makeovers.

Ducati charged Pierre Terblanche with the onerous honour of replacing an icon, a bike swathed in victorious history held close to the hearts of millions, whether each Ducatisti member owned one or not. The brief was to amalgamate everything from rider ergonomics to the Testastretta engine in a bike that would still pump Bologna's blood through its veins. However, Terblanche was given precious leeway when function was specified over form. This meant that the best components were utilised, whether they were completely new or improved version of 998 parts. Terblanche then proved that style and substance can live together harmoniously by wrapping the bike in a contemporary cloak. Ducati talk of a 'redvolution' in that the 999 mixes the old and the new, passion and circumstance, technology and tradition, all swathed in the most evocative red in the world. Despite this, the 999's appearance is undoubtedly the biggest talking point. The bike is clearly a Ducati but there are no concessions to beauty pageantry and the styling is intentionally functional. Everything from the mirrors to the silencer has been in the wind tunnel in an effort to become one with the wind. The snout has a reduced frontal area to improve aerodynamics (hence the stacked headlights), the side conveyers (at the front of the fairing) reduce drag, as does the GP style extension of the bodywork towards the swingarm.

The rider has been at the forefront of Terblanche's mind. The seat lower by 15mm, the frame narrower by 20mm and the (double sided) swingarm longer by 15mm. These changes are designed to improve nimbleness whilst increasing acceleration/deceleration stability - but adjustability is the key word. Most impressive is the seat and tank unit, which is able to move to three different positions (20mm in total). This feature is integral to the 999's philosophy as this movement lets the bike adjust to the rider, not vice versa. There are five-way adjustable rearsets and fully adjustable clutch and brake master cylinders that compliment the adjustable trail as featured with the 998. These changes give riders the opportunity to customize their 999 to themselves and their situation. Revolution indeed. The motor barely gets a mention but internals have been changed to give a better spread of power over the 998. It pumps out 124bhp with masses of torque laid right where it should be but the engine plays a supporting role for the rest of the 999 – and the curtain is about to be raised. So to Misano, a sun baked and sand covered circuit to test the most delicate of right wrists. With the Testastretta warm and the Michelins scrubbed in it was time to perform the nervous ritual of the first session. After pottering down pitlane on the pegs to stretch the leathers the return to the seat was unexpectedly pleasant. The lower seating position gives a feeling of 'in' as opposed to 'on' as with 998. The pegs felt good from stock so the adjustable gear and brakes levers remained untouched too. The shorter reach to the clip-ons force a sporty pose, but not a contorted one. Hang about, Ducatis are supposed to hurt more than this.

For the first few laps the 999 is happy to let the rider get on and learn the circuit. With its smooth power delivery the new Ducati never sports an aggressive Stella face to scare the bejesus out of you. With the suspension components having only minor work carried out on them the 999 enables you to climb a progressive learning curve at a rate that you are happy with. As you learn more about the bike and the circuit, acceleration points are shoved forward. Thankfully, Ducati didn't throw the baby out with the bathwater and the motor is still as punchy as ever. The engine is familiar in terms of delivery and power, although torque is spread earlier in the rev range. This suits Misano's slower corners but does mean short shifting through the faster bends unless you want to rely on sheer power. The pull form 5,000 rpm is strong but hardly arm wrenching, although when you've got this beauty beneath you, who needs a beast?

The cleverest dash this side of Formula 1 flashes red as you approach the 10,500 rev limit, but this isn't where you should be to get the most of the bike. Short shift up to fourth for the three-lefts-in-one Curvone Veloce and then wind the throttle to the stop for proper propulsion down the back straight. The longer single seat (not long enough to cover the rear exhaust though) enables a decent tuck to be achieved to wring out the final ponies. The motor's top and bottom ends have been revised but there is a problem in the way the gasses are forced through the machine. Despite an increase in air-box size and an exhaust system fit for the Millennium Falcon, the traditional thunder has all but disappeared. A built up of wax would almost completely muffle the sound and even the chattering dry clutch sounds as if it has tonsillitis. At least you can hear yourself giggling as you throw it into another corner and the 999 falls on its ear quicker than a field of corn in a thunderstorm. Once a line has been picked railway contractors go out and build a narrow gauge track for you to stick to. Sod the square-it-off-and-gas-it crowd, you want this bike to be on its side for as long as possible because it carries terrific speed and is a hoot to boot. Accuracy, stability and confidence are the usual Ducati mainstays, but rapid changes of direction? Thanks to the lower centre of gravity and longer the 999 performs like a pendulum but things weren't quite as tight through the exit as understeer meets a slippery track and non track focused tyres. Stickier rubber and less dust on the track would certainly lessen the liveliness. Ducati is fastidious about their suppliers and this results in components fit for a Mafia Don. Brembo is an example of this and their revised master cylinder and discs work superbly to produce astonishing braking levels. Braking from nearly 160mph to the hairpin at the end of the back straight was so straightforward it was as if an auto braking option had been left on.

The adjustable seat unit also gives the rider the opportunity to tune the bike in a new lateral dimension. The bike was set fully forward, which suits the bike at the track, but if you don't like too much on the front (or want easier wheelies) then you can change the character of the bike in under two minutes. On the flip side, it's yet another thing to fiddle with and screw up.

Without doubt the 999 is a better behaved, more refined and more rewarding bike than its older brother. As a motorcycle, it should appeal to far more people than the 998 thanks to Ducati's insistence on putting the rider at the forefront of development. With regard to style, the longer you live with it the more you forget about the luscious lines of the 916 series – that was then, this is definitely now. Science has finally overtaken art at Ducati. You may not like it yet, but you will.