ONE FOR THE OFF-ROAD
Under that retro skin is a true-bred scrambler, one that can quench your thirst for off-road adventure
ASI GOT OFF THE FLIGHT AT MADRID, a member of the Spanish airport staff broke the news that my luggage, consisting of my riding kit and change of clothes, was probably stranded midway. There wasn’t much I could do, and I had a secret mission to accomplish. I reached my final destination, Almería, in south-eastern Spain with just my passport, a little cash, clean boxer shorts (hallelujah), and the survival instinct that most Indians are genetically blessed with.
The only thing that kept me going was the fact that I was on a mission — to ride the new Ducati Scrambler Desert Sled, a thought that can cheer anyone up, no matter how high the odds. And a secret because the story had an embargo of a few months. Things started to look up as soon as I reached my hotel. The considerate and hospitable people from Ducati lent me their company-branded riding gear. This included the fabulous retro-looking Bell off-road helmet. After a hot shower, change of clothes (also provided by Ducati) and a quick dinner, I headed straight to bed .... hoping this nightmare would end when I wake up.
But it didn’t. It kept pouring all night; which meant the Desert Sled ride was going to be a cold and wet ride on washed-out terrain. Anyway, after a short bus ride I was at the Sierra Nevada desert. The venue was a film set, Fort Bravo, with a typical cowboy movie setting... complete with the sheriff’s office, a jail, bank and even a saloon to wet our whistles. Seems like the blockbuster, The Good, the Bad and the Ugly, was shot here. In front of the saloon was the fleet of Desert Sleds waiting to be tested. Finally, things started to look up.
Fully kitted, I swing open the batwing door and walked out on to the front porch. The sky was grey with the rain gods refusing to relent. Ignoring the pelting I took a closer look at the Italian steed.
The retro-styled model is a big deal for Ducati, as every second bike they sell globally is a Scrambler. As we know, when launched in 2014, the bike was offered in four variants. They all looked like old-school on- off-road bikes but weren’t really prepped to scramble over dirt, muck or sand. To keep the wheel of fortune spinning, the Bologna firm unveiled two new versions of it last year in Milan: the Café Racer and the Desert Sled. Since the Ducatisti have been demanding a Scrambler true to its name, the Desert Sled promises to deliver just that. This is the most capable off-roader in the entire Scrambler line-up. Hence the Wild West desert setting.
The bikes looked beefed-up, stronger and quite attractive in the metal too. With an enduro-like saddle height of 860 mm, the bike is taller than its siblings. The long seat narrows down towards the fuel tank so that shorter riders can also get their feet on the ground. However, internationally a lower 840-mm seat is also available.
Its taller stance can be ascribed to its new suspension setup with travel increased from 150 mm to 200 mm. It also gets a new
I could not have asked for better conditions to test the Desert Sled’s dual nature. The experience was surreal
motocross-style handlebar which makes it stand proud, and there’s an aluminium belly-pan to protect the engine and frame while off-roading. You can’t miss the new front and rear mudguards which are higher. While it still comes with the distinctly round headlight, there’s a new metal grille to protect it.
However, the most attractive part is its simplicity. A simple adventure bike without complicated electronics. Just a single digital clock, slightly off-set so that one can enjoy the view ahead. My test bike sported optional off-road bear-claw footpegs that offered additional grip, but the standard Desert Sled borrows its pegs from the Ducati Multistrada. Additionally, one can easily unbolt the pillion foot-pegs to improve the off-road riding experience.
Like the other Scrambler models, this one comes with an 803-cc L-twin engine, which continues to produce 75 PS at 8,250 rpm and 68 Nm of torque at 5,750 rpm. It’s Euro 4 compliant now, and uses a catalytic converter to achieve it. To ensure serious off-road ability, Ducati had to make some big changes on the chassis. There’s extra strengthening around the swingarm pivot point to counter the additional stress, while the swingarm itself has been stretched and is more rigid compared to other Scramblers.
I started to drool when I noticed that the usual 41-mm forks have been replaced by beefy 46-mm Kayaba upside-down front forks. These are adjustable for preload, rebound and compression. Radially mounted on them is a Brembo calliper with a 330-mm single disc. Even the rear Kayaba shock is new with an aluminium spring and has 50 mm more travel than
before. And how can I not mention those golden rims on spokes, 19-inch at the front and 17-inch at the rear? This Scrambler version is clearly my favourite.
With the weather showing no signs of improving, I cranked the bike up and headed out, riding around Fort Bravo, crossing the cowboy bank, town hall and even the jail before heading out on to the road. Unlike any desert I have seen, Sierra Nevada was drenched and piercingly cold. Pellets of raindrops lashed through the visor-less Bell helmet and the motocross goggles were getting misty. The helmet’s peak caught wind, making it difficult to cross 120 km/h. The only bright spot was the Ducati. I could not have asked for better conditions to test the Desert Sled’s dual nature. The experience was surreal.
The bike felt very different from any of the other Scramblers I’ve ridden before. Since this is taller and has a new handlebar, the riding position felt more enduro like — higher and with the arms wide apart. It’s easier to stand on the foot-pegs and ride the bike. Even the power delivery is a lot linear at low speeds due to the new throttle cam. It’s quick to climb the revs and the burst of power from the L-twin catapults this 191-kg Ducati towards the horizon.
The dual-purpose Pirelli Scorpion Rally STR tyres clung to the wet tarmac and offered decent grip even on loose gravel. However, a muddy and washed-out off-road section was a bit too much for it to handle. After a couple of kilometres, I got to see the ‘desert’ part of the region (read: deep sand). I had to sit on the seat to keep the bike going straight ahead, avoiding the front
tyre to dig in; sticking mostly to second and occasionally shifting up to third gear, to stay in the meaty 2,000-6,000 rev band. There’s decent low-end power and one just needs to manipulate the throttle to prevent the rear from sliding out.
The suspension is firmer and soaks up the undulations far better than the other Scrambler models. Ruts, ditches and even rocky surface, not once did the suspension bottom out. Obviously, it’s not as light or nimble as a fully fledged enduro. While manoeuvring it over sand the extra weight can be felt, which it has gained due to the off-road kit. On a series of hairpin bends, the Scrambler takes the turns confidently, without being sloppy or quick steering. It’s predictable and friendly. The brakes do a good job on road with adequate feel and offer a nice and gentle bite off-road with the ABS turned off.
Slamming the brakes for the final time, I parked the bike at the movie set, changed into dry clothes and pondered over the entire Desert Sled experience. It was overwhelming to experience the complete transformation of the dual-purpose machine — what with tweaks to the bike’s frame, which included the new suspension and tyres. It’s not a pretender and under the retro skin it has proper off-roading genes. This is truly a scrambler. The Desert Sled is the most expensive model in the current range of Scramblers, and costs Rs 9.32 lakh for the Red Dusk colour and Rs 9.45 lakh for this White Mirage version (both ex-showroom). It sure can do some serious butt-kicking off-road, but the question remains if a premium bike owner would be willing to go that extra mile (read: off road)?