The Ducati Scrambler 1100 Sport is the flagship of the Scrambler range.
It features many top-of-the-shelve components.
It also has Bosch IMU-based Cornering Traction Control and Cornering ABS.
I made a sudden realization while riding the Ducati Scrambler 1100 Sport, that the model line has come a long way after the first Scrambler Icon introduction in 2015.
Back then, we found that we needed to wrap our heads around riding a Ducati which didn’t feel like a err… Ducati. For the image and feel of traditional Ducatis have stuck with us: Stiff suspension and steering, seating position which offers our bums to the sky, etc. But most of all, Ducatis are RED.
We got even more confused when we rode out. The engine definitely sang like how Ducatis do but the suspension, handling, seating position were all “foreign.” Those were nothing bad, by the way. It just meant that we were trying to break out of red Ducati box. But we found ourselves attached to it by the end of the ride, as we started to understand the entire philosophy around the model.
Since then, the Scrambler line-up grew from the basic Icon to include different configurations including the Urban Enduro, Full Throttle, Classic, Café Racer and Desert Sled. A 400cc variant called the Sixty2 was also added. Ducati had sold 56,000 Scramblers by this point.
But now, Ducati introduced two new 1100cc models to top off the line. There are two variants, the 1100 Special and the 1100 Sport we tested here.
Introduction to the Scrambler 1100 Sport
The Scrambler 1100 Sport is considered the alpha-bike of the entire Scrambler range.
Its 1079cc, air-/oil-cooled, 2 valve-per-cylinder, L-Twin (90oV-Twin) engine came from the Monster 1100 Evo. It produces 86 bhp and 88 Nm of torque.
However, the Sport stands out by featuring a pair of fully-adjustable and beefy 48mm Öhlins upside-down forks and an Öhlins monoshock. The shock is adjustable for preload and rebound damping. Additionally, the front brake calipers are Brembo M4.32 Monoblocs. These were the same calipers fitted to the Panigale 899.
The two 1100 models also utilize Bosch Cornering Traction Control and ABS. Additionally, there are three ride modes. ACTIVE gives direct throttle response; JOURNEY gives softer throttle response but full power and; CITY which limits power to 75 bhp and soft response. Choosing the different ride modes also alters the traction control (DTC) levels.
Lastly, the exhaust. While other Scramblers have low-slung exhaust pipe tips, the 1100 flaunts them by exiting high, underneath and to the sides of the passenger seat. Our test unit was fitted with the Termignoni option which puts both tips on the right side. They sounded good, so no complaints.
Riding the Ducati Scrambler 1100 Sport
The seating position is still very much Ducati Scrambler – neutral and natural. But we particularly like the handlebar position which is the same as the Full Throttle’s and lower than the Icon’s. It put our torsos on a slightly forward cant over the fuel tank.
Open the throttle and it’s about the V-Twin torque that Ducati is famous for. Torque, torque, torque. Twist and go. But that didn’t mean the bike was a beast. On the contrary, the throttle response was really smooth and linear compared to even the 803cc engine.
What it did was build up speed almost surreptitiously. That’s actually a good thing because the rider won’t feel overwhelmed by the sudden rush of speed.
The gearbox is so much more improved now, giving that positive feel everytime a new gear went in. There’s no “hunting” feel like that on some other Ducatis and we didn’t miss one gear. But it was still pretty much a Ducati and will go chugga-chugga-chugga if you tried to lug it in too high a gear.
The wide handlebar gave us a lot of control of the front end since it provided more leverage. There’s no question about the handling since those Ohlins took care of everything. The 1100 Sport is more “sportily” sprung, without the floaty feel of the Icon. In fact, it handled much closer to a Monster.
See that decreasing radius corner? Take a wider entry and just chuck the bike in. Then slam open the throttle ignite the rockets out of the corner. Not the ideal way of riding we do but it showed us just what the bike is capable of. Such handling trait is especially useful when you ride through narrow roads such as up Genting Highlands, Ulu Yam, Titi Kelawang.
The suspension is what gave the confidence in corners, while the traction control worked in regulating the rear wheel’s reaction as you grab the throttle while leaned over.
Or in downtown KL.
Swing the bike left, swing the bike right. Accelerate hard while the mechanical orchestra sings to other road users, and rely on the strong brakes and great chassis to help shoot through gaps.
The Scrambler 1100 Sport wasn’t only good when in motion. Its classic yet muscular looks definitely turned heads wherever it went.
The Ducati Scrambler 1100 Sport is a worthy flagship of the Scrambler line-up. The special bits add not only adds more cool to the bike but also expands its performance envelope.
Head over to Ducati Petaling Jaya to test ride the bike.
|2-cylinder, 4-stroke, DOHC, air-/oil-cooled, Desmodromic, 2 valve-per-cylinder, L-Twin
|BORE x STROKE
|98 mm x 71 mm
|86 bhp (63 kW) @ 7,500 RPM
|88 Nm @ 4,750 RPM
|Constant mesh, 6 speed, straight-cut gears
|Electronic fuel injection with ride-by-wire throttle
|Multiple-plate wet clutch with slipper function, hydraulically operated
|Tubular steel trellis
|Öhlins upside-down ø 48 mm forks, fully adjustable
|Öhlins monoshock, spring preload and rebound damping adjustable
|SUSPENSION TRAVEL FRONT/REAR
|150 mm / 150 mm
|2x Brembo M4.32 Monobloc 4-piston calipers, ø 320 mm floating discs
|1X single-piston floating caliper, ø 245 mm brake disc
|Bosch Cornering ABS
|120/70 ZR-18; 180/55 ZR-17
|STEERING HEAD ANGLE
|FUEL TANK CAPACITY
|WEIGHT (READY TO RIDE)