NEW DUCATI SCRAMBLER
Ducati’s Scrambler finally gets its bigger engine…
Ducati bulk up Scrambler with a bigger 1100cc engine…
THE ORIGINAL SCRAMBLER is a proper Ducati success, selling 46,000 in three years and endearing itself to owners with retro looks and easy handling. It’s so successful it’s spawned six models ranging from the entrylevel Sixty2 to the off-roadready Desert Sled. And now Ducati have built the big version with a big engine and a big price. The big question is do the 1100’s ambitions hinder the original’s perky charm? It definitely looks bigger, leaning on its sidestand dockside in Lisbon, Portugal. Dual underseat exhausts plump up the rear and a chunky tank holds 15 litres (1.5 more than the Scrambler 800). Turn the Scrambler-branded key in the ignition barrel, flick the killswitch down and fire up the
1079cc V-twin. It immediately feels like the Monster 1100 Evo, but calling it a ‘straight lift’ is being hard on Ducati. Bologna say only the pistons, conrods and timing belt are the same. Everything else has been redesigned or replaced. Dual throttle bodies are swapped for singles, there’s a twin spark head, and valve overlap has been reduced from 39° to just 16°. These changes give the engine an easy-going throttle response, a flat torque curve, and allow it to pass Euro4. There’s a gutsy sound, too. More bigness is served up by the riding position. Thighs are spread wide thanks to a tank that’s broader than the Scrambler 800’s, the extra girth being more the result of the bulky airbox than extra litres. And you lean forward to grasp a wide black handlebar. Today’s ride is on the Special, which sits in the middle of three 1100 variants. The standard 1100 is £10,835 and looks fabulous in yellow, while the £12,435 Sport wears Öhlins suspension front and rear. The Special includes a smattering of aluminium parts, spoked wheels and a lowered handlebar. Early impressions are that the Special feels a bit unwieldy trickling through mid-morning traffic to the 25 de Abril suspension bridge. The higher ’bars on the base bike would allow you to sit straighter and turn without putting weight on your wrists. Comfy seat, though. Roads clear past the bridge and soon the Scrambler’s swanning along in the Arrabida Nature Park. Power and torque figures sound disappointing: there’s just 86bhp at 7500rpm and 65 lb.ft at 4750, far below the donor
engine’s 103 lb.ft and 100bhp. But the lower numbers make this bike much more manageable. Ducati say buyers of the 1100 are looking to upsize from their Scrambler 800s, so soft response and lazy power are reassuring for big bike first-timers. As is the steady turning, helped by a long 1514mm wheelbase. Cruise round a bend, whack the throttle open and bark off down the next straight – minimal fuss, and no need for any swapping of riding modes or traction control tweakery. The big Scrambler’s got three settings for both, but just stick it in ‘Journey’ and leave it there. Push hard, though, and the front end starts to skip over bumps, the ’bars slapping from side to side. Ducati have firmed up the fully-adjustable suspension on this bike, and it’s much too hard for my 70kg. I spin front preload all the way out and add more rebound damping to calm things down. The change is noticeable. Now this feels more like the laidback Scrambler we love. Parked up, it’s easy to spot clever design touches. Aspiring customisers will like the easy-toreplace aluminium subframe, and the tank covers can be clipped off and swapped. But there are also a few budget parts that jar. Adjustable levers can be wobbled up and down, while brake and clutch lines loop distractingly round the dash. It’s clear this Scrambler ticks the right style boxes and has more power, strong brakes (Brembo calipers up front), and much steadier handling than the 800. Big bike appeal and a friendly throttle will doubtless draw owners out of the city for day trips. But they might just miss the light, energetic handling and fun they had on the original Scrambler.