Ducati Scrambler Nightshift
A new Scrambler on the horizon
‘Ducati’s Scrambler, in both 803-cc and 1,079-cc (1100) formats, has been a sales, brand, and marketing success for the Italians. As we move into 2021, Ducati have simplified the Scrambler range, removing the Café Racer and Full Throttle, and introduced one new model, the Nightshift. We snatched the keys off Ducati as soon as the bike arrived and took the bespoke-looking new Scrambler for a spin’
IN 2015, DUCATI INTRODUCED THE WORLD TO THE “LAND OF JOY” and their highly anticipated ducati scrambler icon. the italian company created a new brand — the new scrambler was hyped by hipster images and glamourous locations. it was aimed at a new generation of potential ducati owners, those more concerned about persona and personalisation than performance. once you removed the hipster image, there was no hiding the fact that the scrambler was an excellent entry-level bike into the ducati brand — simple and easy to use, yet fun. ducati updated the scrambler for 2019, and again the launch was surrounded by clever marketing and imagery, again the excellent scrambler shone. it was not an enormous step forward as compared to the older model, but the improvements were substantial, especially the introduction of cornering abs.
ducati’s scrambler, in both 803-cc and 1,079-cc (1100) formats, has been a sales, brand, and marketing success for the italians. as we move into 2021, ducati have simplified the scrambler range, removing the Café racer and full throttle, and introduced one new model, the nightshift. We snatched the keys off ducati as soon as the bike arrived and took the bespoke looking new scrambler for a spin.
Since i first rode the then new Scrambler back in 2015 upon the launch of the original bike, i have always admired its simplicity. Just jump on, press the starter button, and ride. the air-cooled motor has been diluted by euro-5 restrictions and the attractive, twin-stacked exhaust just about beats out enough decibels for it to offer some character.
the straightforward air-cooled l-twin is loosely based on the old Ducati Monster 796 (803-cc) engine (which produced a quoted 88 hp). Bore and stroke are the same but valves, injectors, exhaust, intake, and airbox are all completely different. in 2019, Ducati introduced a hydraulic clutch, instead of the conventional cable, and in 2021, the motor remains unchanged. the “base” of the engine is over 10 years old and peak output is 73 hp at 8,250 rpm and 66.2 nm at 5,750 rpm. these figures may not impress your mates down the pub, but the engine is bulletproof, eminently usable and, importantly in this market, attractive. Ducati could have gone searching for more power with a modern, water-cooled engine but it wouldn’t have had the visual charm and character of the simple air-cooled l-twin.
Power delivery is smooth and friendly and there is a lovely connection, even at low speeds. Peak torque is at just 5,750 rpm, so there is no real need to rev the twin; instead, short-shift and enjoy the usability of the Desmo motor. all of the 73 hp is accessible, that flat torque curve gives great drive from anywhere, and, combined with typical Scrambler lightness, you soon realise this is anything but a slow bike. i have ridden numerous miles on different variants of the Scrambler over the years and i am always pleasantly surprised by its sprightly and well-measured performance, which is more than enough for the road and cruising along at high motorway speeds without it feeling out of breath. experienced riders dropping down in capacity for a Scrambler
may miss the lack of over-rev and might pine for a little more excitement towards the top end, too, but the target audience of new and inexperienced riders will appreciate its accessibility. after all, almost any gear will do! and around town, the hydraulic clutch is light, the gearbox is smooth… it’s a delight to ride and as useful as it is attractive.
as you would expect, economy is ample for a low-revving air-cooled twin. Ducati claim 19.2 kilometres per litre, i managed a little less at 18.4 km/l, which gives you a theoretical tank range of just over 240 km from the 13.5-litre fuel-tank. a fuel-gauge was added in 2019, rather than a fuel light, and you’re going to need to start looking for fuel around 190-210 km, which is not bad. with reasonably welcoming ergonomics and a new and comfortable flat seat, embarking on some serious miles on the nightshift isn’t unthinkable. i spent all day in the saddle without any comfort complaints.
the straight and narrow handlebars, complemented by racy bar-end mirrors and retro side-mounted number-plates, give the impression of a radical riding position, whereas it is much more easy-going than it appears. the new bars are not as effortless as
the standard icon’s traditional Scrambler bars, but, equally, they are not extreme or uncomfortable, even at low speeds and around town. for reference, i am only 5’ 7” and taller riders may find the bars more compromising, but they are not as extreme as you might think — the nightshift may appear to have a sporty edge but, in reality, it is as extreme as mini golf.
the only downside to the new bars is the bar-end mirrors, which some people love, some hate and the steering is a little slower — not as natural. on the standard Scrambler, you are upright, turning with wide, friendly bars. in comparison, on the nightshift you are further forward in the chassis, more over the fuel-tank, which gives a racier feel. you feel more compelled to hang off the Scrambler mid-corner, rather than sit back and simply turn in a traditional manner. i like it, though; the riding position encourages you to tuck in and push the lightweight chassis a little more.
with an 18-inch front wheel and 17-inch rear and off-road looking rubber, it shouldn’t really work, but it does. in 2019, Ducati revised the suspension, increasing the static sag on the rear to improve the ride, making it more forgiving with more movement. But this has not turned the Scrambler into a bouncing mess; it still holds its line and the basic chassis with just pre-load adjustment on the Kayaba rear shock works as soon as you leave the car park. the bike is light at 173 kg dry (20 kg lighter than the Desert Sled version), flickable, and almost toy-like at times. But it is just as happy on the faster stuff as it is cutting up traffic around town. those Pirelli Mt60 tyres work well both in the dry and the wet and offer great feedback. you can have real fun on the Scrambler, carrying corner speed with confidence. even when you push on, it still performs and is far more capable than it needs to be.
a single 330-millimetre disc up front is gripped by a Brembo radial caliper — Bosch cornering aBS was also introduced on the 2019 upgrade. Since the nightshift is so light, the single-disc stoppers are more than capable and are not too abrupt. the introduction of cornering aBS was an addition applauded by new and experienced riders alike and it is not obtrusive. as mentioned, cornering aBS carries on from the previous model, yet there are still no additional rider aids like traction control. you may ask: are sophisticated rider aids needed on a relatively slow-revving air-cooled Ducati that has excellent mechanical grip and feedback anyway? Possibly not, but new riders might be more attracted to the competition which has tc as standard. technology-wise, it is relatively basic but the nightshift features very neat Ducati Performance leD indicators (european union only) which are also self-cancelling. there is an leD Drl headlight, as on the previous model. the uSB under the seat is a nice touch and comes in handy.
for me, the nightshift is attractive, but if it isn’t individual enough for you, there are a host of accessories to personalize the bike further. one of
Easy to ride, fun, lightweight, goodlooking, and driven by a charismatic engine