THIS SCRAMBLER KNOWS HOW TO DISH THE DIRT
Despite 1100’s extra power and weight, Ducati’s newest retains stylish edge, writes David Booth.
This one, of course, was a no-brainer, an 1100 version of Ducati’s already iconic Scrambler as inevitable as rain in Spain and a budget deficit under anyone named Trudeau. Already the volume seller in Ducati’s lineup — more than 46,000 have been sold since its introduction in January of 2015 — the 1079-cc Scrambler joins the junior-sized 399-cc and 803-cc machines to round off its incredibly hip, retro-modern and quasi-dirt bike lineup.
This is the Scrambler for grownups. Essentially, what Ducati has done is resurrect its previousgeneration, large-displacement and air-cooled V-twin, upgraded its emissions-reduction hardware and plopped it into an only slightly modified Scrambler chassis. It may only boast a tres passé two valves in each cylinder head, and yes, it is one of Ducati’s older V-twins, but it still packs 86 horsepower.
More importantly, it only has to motivate 211 kilograms, so the Scrambler is among the most sprightly of retro-rods. Just as important, its maximum torque — 65 pound-feet — kicks in at just 4,750 rpm, meaning that unlike the lesser 803 and especially the little 399 versions, you don’t have to abuse it like a recalcitrant teen to get it to do its (home)work. And, just like any big twin, it revs a relaxed 3,600 rpm at 100 km/h. Like I said, grown-up. Low-tech it may be, but the 1100 still sounds like a big Duke. Yes, there’s but a single ride-by-wire, 55-millimetre throttle body, and like I said, only two valves grace each Desmodromic cylinder head (though both heads also get two spark plugs for more efficient combustion) but it’s still plenty lively.
Ducati has worked hard to contain the mechanical clatter, an offshoot of which is that the valve maintenance interval has been extended to 12,000 kilometres, so there’s a little leeway for more V-twin basso profundo. It even spits and barks like a highly tuned road rocket on over-run. Twist the throttle of the oversquare — 98-mm bore X 71-mm stroke — and the big Scrambler judders just like an xDiavel. Like I said, it sounds like a full-size bike.
It feels full-size, too. Unburdened from having to make the 1100 amenable to new bikers and those moving up from their first motorcycle, the 1100’s seat is an adult-like 810 mm of terra firma. That’s 20 more than the 800, which means more experienced (that should be read as arthritic) riders will have a little more room to stretch out. Oh, and yes, there’s more ground clearance, so said experienced bikers can really heel the biggest Scrambler over. The seat is also wider: a whopping 43 mm broader across the rider’s section, to be exact. Remember those more, um, mature bikers? Well, they typically also have more ample posteriors, which need to support an equally ample spare tire. That means they need as much area as possible to spread the, er, pressure. Smaller Scramblers, on the other hand, are made for those narrow of hip for whom a narrow seat means an easier reach for short legs to the ground. Yet again, the word grown-up comes to mind.
Thanks to some serious chassis upgrades, the 1100 handles more gracefully as well. A new upper “trellis” subframe helps extend the 1100’s wheelbase to a rangy 1,514 mm (59.6 inches), an increase of six over the 803-cc version. A 45-mm, upside-down Marzocchi front fork sports 150 mm of travel, as does the rear, direct-acting Kayaba monoshock. The front is fully adjustable, while the rear can modify rebound damping and spring preload. Nonetheless, the suspension is the Scrambler’s weakest point. The rear spring is plenty hefty and, as is common, Ducati treats the front forks as if brake dive is the work of the devil. I wound out the compression damping adjustment as far as it would go and the big Scrambler still rode roughly over Lisbon’s potholes. There is salvation to be had. The more expensive Sport — $17,995 compared with the base model’s $15,395 and the Special’s $16,895 price tags — gets some seriously plush Ohlins suspension bits as well as lighter cast wheels, so it should better handle bumpy pavement.
Despite all this talk of larger, heavier and more mature, the 1100 emulates its smaller sibling ’s light handling. It’s no wonder, what with a steep 24.5 degrees of rake and a shortish 111 mm, not to mention the all-up weight of 206 kg (454 lbs.). The wide handlebar, meanwhile, offers plenty of steering leverage over the large-ish 120/80 ZR18 (front) and 180/55 ZR17 (rear) Pirelli MT60 RS quasi knobby tires.
Befitting its status as the Mac Daddy of the entry-level Ducati, the 1100 gets a full complement of high-tech riding aids. Cornering ABS prevents wheel lock up even when leaned over, and there are four levels of traction control. Again, these are things any rider — new or old — can appreciate. And, like so many Ducatis, there are also three electronically controlled riding modes as well: Active (which gives full power and the quickest throttle response), Journey (with max horsepower as well, but with a more contained reaction to throttle inputs) and City (power reduced to 75 hp, married to maximum traction control).
Even the bare-bones base Scrambler is plenty stylish. Solid aluminum abounds — used for the rear subframe, fender supports and, on the Special at least, even the fenders — and its silhouette is aggressive. A bunch of custom parts are available from Ducati — Termignoni pipes, solid billet master cylinder covers and tank panels — and you can (for an extra cost of course) swap the Special’s wire wheels or the standard’s higher handlebar on either of the other bikes.
That distinctiveness remains the Scrambler’s calling card, despite the 1100’s greater power. More and more bikers are seeking to individualize their bikes without having to resort to big-buck customizers. What has made the smaller Scramblers so successful for Ducati is that they are but the blank canvas that marks the beginning of the new rider’s ownership experience. And that’s something all bikers can relate to, regardless of age or riding experience.