New RetroDucati Scrambler 1100

The big Scrambler has had a few tweeks to keep it in shape. Chad finds out what it's like to ride.

We try Ducati's big bruiser Scrambler and find a great bike

FOR 2020, THERE ARE TWO NEW Scrambler 1100 models to choose from. First, you have the standard Scrambler 1100 PRO {£11,295) with wide bars, which you'd normally associate with the traditional Scrambler. Then, if you wish to spend a little more money, the £12,795 Scrambler 1100 Sport PRO uses the same air-cooled engine but fully adjustable, Ohlins forks and an Ohlins rear shock, with lower bars, more cafe racer-style bar end mirrors and in matt black.

Revised fuelling for 2020 to make both models Euro-5 compliant hasn't meant any loss of refinement. If you haven't ridden a Ducati twin for a few years, that infamous snatchy fuelling is all but a distant memory. From small throttle openings, it is smooth and precise, with usable torque from low down in the rev range and a willingness to pull away from slow speeds in a tall gear, a doddle around town. The handsome aircooled 2v per cylinder engine can trace its routes back through the Ducati family, and a remarkably similar motor was used in the Monster back in 2011 when, without tight emission laws, it produced a quoted lO0bhp. Some, of course, will only look at the peak power and feel a little short-changed, but that figure only tells a part of the story.

The Italian-made engine is one of the most attractive motors you can buy while the new, double-stacked exhaust is a huge visual improvement over the old model and looks classy. Thankfully, it sounds as good as it looks and has a nice little burble at tick-over and a charismatic chorus on the throttle.

It's not as soulful as older generation aircooled Ducatis, but taking into account the regulations Ducati has had to conform to, it's impressive. I,for one, am happy Ducati stayed with a soulful air-cooled motor. This is usable, unintimidating performance, yet still enough to have fun with. When I first rode the original 803 Scrambler back in

2015, I loved its style, image and handling, but as an experienced rider was left a little deflated by a shortage of power. I wanted another 20-30bhp, just a little extra grunt to chase the odd bike down a country lane, and Ducati answered my wishes with the 1100. Just keep short-shifting through the smooth gearbox while enjoying successive dollops

of grunt. If you find yourself revving the Scrambler PROabove 7500rpm and towards the soft rev limiter then, sorry, you've purchased the wrong bike. Ridethe torque, however, and it is more than quick enough, especially as it weighs just 189kg dry.

As you'd expect from a relatively lowrevving air-cooled twin, fuel economy isn't bad, ranging from high 40s to low SOs.The sculpted 15-litre fuel tank gives a range of around 155-170miles, which isn't bad. The ergonomics are accommodating, more so on the standard PRO,with its relaxed riding position. On the sportier Ohlins-clad Sport version, the bars are lower and straighter, giving an aggressive stance, especially when compared to the standard PROmodel with its traditionally wide Scrambler bars.

On the move you immediately feel the Scrambler's plus points: ease-of-use and natural ability, which is mainly down to its intuitive handling and that low weight. There isn't a getting-to-know-you period with the Scrambler, instead it's into the first series of corners with confidence. The suspension is controlled, but isn't too sporty-firm; in fact, the ride is comfortable and plush, which is an achievement given there's no rear linkage on the suspension. You roll into bends, carry corner speed, feel the feedback through that quality suspension, and use the torque on the exit. The Pirelli MT60RSrubber might be styled like race wets, but the tyres handle and grip far better than they look, plus you have cornering ABS on the way in and lean-sensitive traction control on the way out. Mid-corner there is ample ground clearance; this Scrambler isn't afraid of lying on its side.

The Ducati safety pack comes as standard on both models (rider aids to me and you) and is identical on both machines. There's excellent cornering ABS and also leansensitive traction control, which can be deactivated at a standstill.

To make life simpler there are three rider modes - City, Journey and Active. City mode cuts lObhp, offers a soft throttle map and increases the traction control. Journey and Active are both full power, but have different engine and throttle characteristics, and TC settings. It's relatively easy to change between the modes on the move - you don't have to be an IT expert to work it all out.

Non-intrusive ABS is always a bonus, but you could argue whether you really need changeable traction control or a rider mode that reduces the Scrambler's 86hp any further, especially on perfect summer days (like we had on test) when the grip seems endless. I'd imagine many Scramblers will find themselves in the fashionable cobbled city streets of Rome, Paris and Barcelona, and piloted by relatively inexperienced riders. It would certainly be embarrassing to highside on wet and cold cobbles as you leave a fashionable restaurant.

SO WHAT DO YOU THINK, CHAD?

I was a fan of the old Ducati Scrambler

1100, and really like the air-cooled simple platform. I rated the old bike's simplicity, yet it was sophisticated, stylish, handled, and just had enough power to make you giggle. However, Ducati has now upped the game even further and I love the new styling. BMW and Triumph offer more power from their Scramblers, but for many this air-cooled Ducati will be the one. Now just decide on your chosen style, get out there and look good.