Scrambler 1100 Tribute Pro
The best bike here? No. But charm and character (and yes, the tank badge) can make up for all manner of shortcomings…
One thing that isn’t up for debate in this month’s group test is the noise the Ducati makes on tickover – it is class-a quality. Turning over the Scrambler’s 1079cc desmodromic air-cooled V-twin brings forth a deep, throaty, gurgling sound. It’s more soulful than the Kawasaki’s flat intake hum, more characterful than the deadpan Indian, and with enough presence to make the Yamaha sound like it’s AM licence specified. There’s also titillating pop on the overrun that’s turning us into a group of serial throttle-blippers. As sensations go, this is up there. With its V-twin warming on idle, the yellow tank Scrambler looks superb in the haze of a late summer afternoon. Ducati have spent money where it counts – the logo above the brake light is stitched into the leather, something detail obsessive Triumph don’t even bother with. Spoked wheels are a classy touch too, and you get those Scrambler-specific replaceable tank side panels to help 'personalise' the bike without the assistance of a panel-beater and painter. Or being forced to spend hours on the blower lodging a colour change with the DVLA.
That style-conscious bench seating is also spacious, and with nifty under-seat grab handles hidden in the subframe the 1100 is one of the best bikes here for enjoying pillions. Especially if the pillion is an audiophile (they could pat the high-slung exhaust in appreciation). In fact, some romantic R&D bloke at Ducati HQ must have ordered the suspension wound up for two right out of the gate – the bike doesn’t even sag an inch when I submit it to my buff twelve-stone. Springconscious Armitage doesn’t approve: ‘They’ve gone too far with the retro thing by giving it a suspension set-up from the bad old days of rock-hard Italian bikes.’
At low speed the Ducati’s wide ’bars feel heavy to turn, requiring positive input to complete tight manoeuvres. Dial in the throttle, though, and the Scrambler burps forward enthusiastically. No brutal acceleration here, just rich, lumpy thrust. Enough poke to have a good gouge, but not enough to actually get the eye out. This engine used to power the old Monster 1100, and despite a rigorous knocking about to meet regulations arrives in good shape, more or less. ‘I know the motor isn’t quite as compelling as it once was,’ admits Mike. ‘It’s only 85bhp after all. But in isolation it’s still great. Peak torque is at something like 4750rpm, so there’s always grunt on hand and it’s easy to make progress, it’ll spin up cheerfully when you’re in a rush… and that noise is always great.’ However. While it’s still a great road engine, so manageable in fact, there was zero need for Ducati to have included three riding modes (Active, Journey, and City), it’s obvious the Scrambler has the least power and thrust of the six bikes here. While it has the same sort of torque as the Yamaha, it just doesn’t have the same ability to excite on a quick rampage to ninety. Speed Triple 955i owner Andy doesn’t pussyfoot around with his opinion: ‘Nice engine, but it’s a little gutless compared with the others.’
The stiff suspension set-up means a super-firm ride on your local nadgery B-road. That said the 1100 doesn’t kick you out of the saddle like the Yamaha, but there’s a lack of feel and connection to the tarmac that reduces confidence when going hot into corners. We stop to dial out some damping and reduce preload at the shock to see if it makes things plusher, and under the seat there’s the poshest toolkit I’ve ever seen strapped to a bike and it’s delivered in a classy green pouch emblazoned with the Scrambler logo. Nice touch. Shame it doesn't include a flathead screwdriver to adjust suspension on the fly.
That toolkit is an allegory for the 1100 Tribute Pro: stylish as hell, but missing the bits that could make its ride stand out. In this company, the 1100 ends up being a tad forgettable. It’s also less polished than the BMW, not as rough-you-up ready as the Indian, and more nervous in corners than the Kawasaki.
‘It’s a bit pricey too,’ pipes up Mikey, who knows the value of a £. ‘There are faster, smoother and better-equipped bikes for what the Scrambler costs – though of course its looks, character and Ducatiness make up for a lot.’
‘There are faster, smoother bikes for what the Scrambler costs – though its looks, character and Ducatiness make up for a lot’