Du­cati scram­bler 1100 sport

There’s a new Scram­bler in town. It is big­ger, smarter, and more pow­er­ful. Does it still re­tain that cheeky Scram­bler vibe, though? We headed to the Nandi Hills to find out


The big­gest scram­bler yet, now rid­den right here in In­dia

When the scram­bler line was res­ur­rected by Du­cati at in­ter­mot in 2014, the ital­ian mar­que in­sisted that this neo-retro air­cooled 800 wasn’t part of the pri­mary, per­for­mance-hun­gry Du­cati line-up; it would be a sub-brand and should by rights be re­ferred to as scram­bler Du­cati. that ar­range­ment for its moniker didn’t quite catch on; the bike, how­ever, did. spawn­ing four ini­tial vari­ants and with five more fol­low­ing and chalk­ing up a com­bined 46,000 units sold world­wide, the scram­bler fam­ily is one that’s been thriv­ing since its re­vival. and now, four years later, that fam­ily has just got­ten a lot big­ger. en­ter the scram­bler 1100. a range of three bikes, all pow­ered by Du­cati’s 1,079-cc air-cooled l-twin last seen on the Du­cati mon­ster eVo and very firmly em­bed­ded in the scram­bler ethos. apart from the new(ish) en­gine, this range gets a new steel trel­lis frame and a rear alu­minium sub-frame. it also gets beefier mar­zoc­chi 45-mm fully ad­justable usD front forks and a Kayaba pre-load and re­bound ad­justable rear monoshock. as a re­sult of the new chas­sis set-up, the scram­bler 1100 be­comes taller and wider. it comes with a longer wheel­base and even sports a big­ger fuel-tank and chunkier tyres.

the 1100 comes in three vari­ants: a base ver­sion rem­i­nis­cent of the icon in the 800 line, a spe­cial that comes with black-spoked wheels, a be­spoke brown seat, chrome ex­haust pipes, and a glossy grey paint job, among other things (see our septem­ber 2018 is­sue for a lowdown on that vari­ant); and, what we rode, the top-of-the-line sport vari­ant. in typ­i­cal scram­bler fash­ion, there are also 30 ac­ces­sories and 22 pieces of ap­parel on of­fer. the top-of-the-line sport vari­ant that we rode came with a few ad­di­tional tricks up its sleeve. First, out went the stock sus­pen­sion and in came a 48-mm Öh­lins usD in­stead, along with a monoshock from the swedish sus­pen­sion-maker, too. it also gets a lower bar than its 1100 sib­lings, a be­spoke black seat, cus­tom black paint job with yellow pin-stripe ac­cents, and my per­sonal favourite, cus­tom ter­mignoni dou­ble-bar­rel pipes. When ex­am­ined from near or from afar, the 1100’s size ad­van­tage over the smaller scram­bler is ap­par­ent.

the re­designed tank isn’t as slim as be­fore, the seat is still that same sin­gle and flat unit, but is now wider than be­fore and the longer wheel­base makes for a more prom­i­nent stance. the head­lamp is the same round unit as be­fore; only now it is pow­ered by lightemit­ting diodes (leD), as is the tail­lamp, and the wheels have been tweaked. While it fol­lows the same scram­bler de­sign ethos, i think the 1100 is an even bet­ter looker than its

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