Introduction

Ducati has expanded the 2018 Scrambler range with three versions – Standard, Special, Sport – using the firm’s heavily revised 1100cc two valve v-twin engine. All enjoy the same power and torque. However, the Special gets a unique chromed exhaust, spoked wheels, brown seat, gray paint, and some aluminum finishes, while the Sport gets Ohlins suspension front and rear, black and yellow paint, and other visual changes.

Motor

The 1100cc v-twin produces 86 hp at 7500 rpm and 65 lbs of torque at 4750rpm. Heavily revised from the 2012 Monster 100 Evo – which produced 100hp and 77 lbs of torque – the engine in the new Scrambler Ducati has a very broad torque curve from 4,000 rpm through to 6500 rpm. The effect is a spread of meaty twist force in exactly the place where you want it in the real world – commuting in city traffic, riding down back country lanes, and parking in front of your local watering hole. Extra features include larger 55mm throttle bodies and larger valve overlap – 16 degrees – in the heads to help provide extra grunt. Power delivery and throttle response at any speed – even through roundabouts at 3 mph – is an absolute dream. Like all two valve air/oil cooled v-twin Ducati engines, the exhaust note is fantastic – even with the Euro 4 silencers. How they got this sound to satisfy global regulatory agencies is a wonder. The engine was a joy to listen to during the review.

Transmission and Clutch

Clutch lever action is very light and progressive. Unlike some other Ducati models the friction zone is almost in the middle of the lever pull. For those with long enough fingers, utilizing the clutch is a genuine one finger affair. All three variants come with a slipper clutch. The transmission is very good, but did require a slightly firmer push from one gear to the next. I did find neutral twice during my 200+ mile test ride. Six gears are available and the ratios are quite wide, encouraging riders to enjoy the wave of torque from corner to corner.

Chassis and Suspension

The Standard and Special 1100 Scramblers come with 45mm Kayaba front forks and a Kayaba rear shock, while the Sport gets the upgraded 48mm Ohlins units up front and an Ohlins unit in the rear. The Kayaba and Ohlins units have the same level of adjustability – spring preload and rebound dampening up front and the same on the rear. The Ohlins are a touch heavier, hence the Sport has a few extra pounds. The frame is the same on all bikes, tubular steel up front with an aluminum rear subframe. Both sections are very nicely finished. The wheelbase has grown almost three inches to 56.9 inches and the rake has been extended from 24 to 24.5 degrees from the Scrambler 800. In all dimensions, the Scrambler 1100 is a bigger motorcycle.

Ergonomics

The rider triangle is neutral, canting the rider forward to a minute degree. There is virtually no pressure on the wrists and knees are bent a bit beyond 90 degrees. But the riding position is very comfortable and will provide shorter people and folks who are taller a range of positions that are comfortable. The bars fell right to hand and it was easy to tuck my legs in next to the bike. I did feel the tank a bit – which has grown to 4 gallons. However, it never got in the way. The seat is very well padded and provided all-day comfort during my 200+ mile test ride. Pillions should find equal padding out back for those riding or cruising two-up. Given how hard and uncompromising some Ducati seating can be, this will be a revelation to anyone who is used to riding a hypersport on the street.

Wheels, Tires, and Brakes

The Special gets spokes and the Standard and Sport get the same aluminum alloys. Tires are Pirelli MT60RS dual sports – 18 inches up front and 17 in the back. They were a surprise for their high grip levels, feedback, and turn-in. The M4.32 Brembo brakes are right off the Ducati 899 and the Supersport and provide confidence inspiring feel and stopping power. The front lever is light and progressive, in keeping with the wide demographic of riders who this model appeals to – despite some heavy promotion to hipsters.

Instrumentation and Electronics

The Scrambler 1100 is a big step on from the 800 with three rider modes and other options – such as changeable traction control settings. The 1100 has cornering ABS – courtesy of a Bosch IMU – and this electronic aid is the only motorcycle in the segment with this feature. Active and Journey riding modes offer the full 86 hp on tap and City cuts power to 75 hp. All three settings have distinct personalities and changing them on-the-fly is not hard.

The 1100 has some additional instrumentation for gear selection and speed while respecting the original design intent of the 800 Scrambler. I did find some pieces of information difficult to read at a glance due to the monochrome LCD background. Given the focus on style and the availability of TFT setups from a variety of other companies at similar (or lower) price points, updating this setup would be welcome.

Style and Attention to Detail

The Scrambler 1100 has a variety of paint flourishes, finishes, metals, and other details to differentiate it from the original Scrambler 800 and the competition. For some it will be a blank canvas upon which to dream and the accessories catalog provides some interesting options.

The 1100 has LED indicators, a headlight X with the Ducati logo in the center, and a LED light circling the edge of the headlight. There are lots of metal bits where plastic or another composite material was previously fitted on the 800 in the engine area.  There is brushed aluminum throughout and the paint finishes are very flattering in the sunlight. Even with some dirt and dust on the bike, the 1100 looks good. Such is the attention to esthetics by the design team.

Price and Value

The Scrambler 1100 Standard is $12,995, the Special is $14,295, and the Sport is $14,995. These are premium prices but they reflect a focus on superior materials and style over a strict calculation of hp and dollars spent. What you do get is a different ride versus the competition – a very Ducati experience. The air/oil cooled v-twin produces a very unique sound and feel, the electronics package – particularly the IMU – is compelling, and the bike has many interesting details and finishes to enjoy. For those buyers who want and need this type of riding experience, the combination is hard to find elsewhere.

Final Thoughts

I have had the advantage of testing the Scrambler Ducati 1100 after its market introduction, read about its sales numbers, and reflected on the Scrambler brand’s broader success and challenges. In truth, Scrambler 1100 sales have been soft worldwide. Part of this reflects slow motorcycle sales overall – Harley Davidison’s sales are down significantly – and shifting demographics in the powersports industry. People are buying few hypersport/sportbikes – which is important for Ducati – and other performance categories have been impacted too.

Ducati has marketed the Scrambler brand very heavily to male hipsters – dudes with beards, earrings, tattoos, and billfolds hanging from a chain. Early on this focus worked to bring new riders into the brand and Scrambler sales during the first 18 months were strong. But are those riders who started on a Scrambler 800 ready to upgrade and do they have the financial wherewithal to make it happen? For many millennials, household budgets are tight – and beyond.

With more women getting involved in the sport, is Ducati’s predominant focus on male hipsters going to encourage women to more seriously look at the Scrambler brand – and Ducati more broadly?

A good portion of those who bought the original Scrambler 800 were not young bucks in their 20s and early 30s. They were folks in their late forties, fifties, and sixties who where looking to recreate their teenage dirt bike adventures from the 1970s and early 1980s. They enjoyed the Scrambler 800’s fun, lighthearted spirit. They loved the idea of tearing around some dirt trails in something simple and affordable. Are they now ready to upgrade to a more serious, expensive, robust and adult motorcycle?

What is undeniable is that the Scrambler Ducati 1100 is a very good motorcycle for a lot of different riders – those interested in upgrading from a starter bike, those returning to the sport, and those moving from a hypersport to something more comfortable. The Scrambler 1100 has excellent handling characteristics, a characterful motor, a compelling electronics package, light controls, and quality bling. It is simply a very enjoyable bike to ride.  Time will tell if this combination of attributes is enough to lure buyers.

I suspect the one to own is the Sport with the Ohlins suspension.  The up-charge is good value considering what the Ohlin’s offer.  The Sport will sell in small numbers, due to its higher price, and therefore be sought after once the model is retired.  Like the Ducati Sports Classics from a decade ago, these types of bikes hold their value well as time passes.  Stay tuned.

I’d like to thank Ducati Winchester/DucPond Motorsports for lending me the bike over two days.  They can be found and reached here:

https://www.ducpond.com/
pete@ducpond.com