It is difficult to imagine a world without motorcycles. Not only do they save time and money but they are also awesomely fun.
But according to reports out of the UK, there are some employers who are discriminating against their motorcycle riding employees for riding their bike on world-related journeys.
Well, believe it or not, the British Motorcyclists Federation (BMF) is sounding the alarm on exactly that.
According to Alex Parsons-Hulse from the BMF, they’ve caught wind of ‘several’ companies putting the brakes on employees using motorcycles for work-related trips. We’re talking about legitimate stuff here – visiting suppliers, meeting clients, or attending a conference. And to add fuel to the fire, there are instances where employers are saying, “Sorry, leave your bike at home,” when it comes to the daily commute. Smells a bit like discrimination based on transportation choices, doesn’t it?
The BMF isn’t sitting idly by; they want the scoop. They’re urging people to come forward and spill the beans on these situations. So if you are reading this from the UK and your boss has ever pumped the brakes on your bike for work trips or made you ditch it for the daily grind, the BMF wants to hear your tale.
It is difficult to imagine such a thing happening here in Malaysia, in fact there is no chance of it ever happening here. So our hearts go out to our motorcycle riding brethren in the UK.
When it comes to companies that produce performance machines, there’s always a model that works as the breadwinner.
For many years the breadwinner for Ducati was the Monster, the bike that is credited for saving Ducati from financial ruin in the 90s.
However, over the years, the Monster has become faster and more sophisticated, making it quite daunting for anyone looking to hop onto a Ducati for the first time.
That left a void in the Ducati model line-up. New riders simply did not have a Ducati friendly enough for them.
But that void did not last very long as Ducati was quick to fill it with a new entry level model – the Scrambler Ducati.
Introduced in 2015, the Scrambler Ducati model was a revival of sorts of a Ducati from the 60s.
Though very different from the Ducati’s we know and love, the Scrambler Ducati appealed to a different breed of people. Those that wanted a Ducati but found that the usual models were a little too ‘hardcore’.
And it’s a formula that worked well. Ducati went on to sell over 100,000 Scramblers around the world.
And interestingly, over 20% of people that bought a Scrambler were new to the Ducati world.
Now though, Ducati has introduced a near all-new Scrambler.
Though the Scrambler features three distinct models – Icon, Full Throttle and NightShift – we got to ride the Icon recently in Spain.
The New Design!
Only 30% of parts from the old model has been carried over to the new Scrambler, and this means that that the new Scrambler is almost completely different than the old.
You may be hard done to tell the difference from the design alone, but there are some key giveaways.
Such as that dominant blacked out X on the LED headlight which is the logo for the Scrambler brand.
Scrambler fans will also notice the complete omission of the clutch cable that loops over the handlebars and disappears into the body of the bike. A seemingly messy design but one that was a nod to the original Scrambler from 1962.
We prefer the clean, sleek look of the cockpit of the new Scrambler though. The coloured 4.3-inch TFT screen too is a much-welcomed addition. Though it takes about four seconds to start up after you turn the key, which we find to be too slow. Why would anyone want to wait four seconds for the screen to start up?
Then there’s the design of the new exhaust. It loops down from the extractors and around the side of the engine then seemingly disappears into the engine bay only to come back out again at the bottom of the bike and finishes off with a short exhaust can.
It seems like a visual illusion where the exhaust seems to be hugging the engine and then simply disappearing into the chassis.
The tank too has been redesigned but what is more significant here is the fact the coloured covers are interchangeable along with the fenders and other coloured details on the headlamp.
This means that you will be able to completely interchange the colour of the Scrambler, giving it a level of customisation unseen in any other bike.
The Technology
This is where the new Scrambler is completely unrecognisable when compared to the previous generation model.
Even though it may be powered by the same Desmodue engine as before (producing the same amount of power rated at 73hp and 65.2Nm of torque), but thanks to some advancements such as a lighter gearbox cover and bearings, the engine is an impressive 2.5kg lighter than before.
This contributes to a total weight saving of 4kg.
Besides the engine, the new split trellis frame as well as the new swingarm also contributes to the overall weight reduction of the bike.
And this may not be good news for those who prefer a cable to connect their right wrist directly to the throttle valves, but for the first time ever the Scrambler Ducati comes with Ride by Wire electronic throttle management.
This means that the Scrambler now has an electronic brain that manages everything from power input and output, and even allows the addition of riding modes, though the Scrambler only has two – Road and Sport (Just for comparison, it’s distant cousin, the Desert X has six modes!).
But that’s not all, the new Scrambler also features a traction control system and cornering ABS, giving the rider a higher level of confidence, especially considering the fact that the Scrambler comes with Pirelli MT 60 knobby tyres that seem better suited to the dirt than the road.
How does it ride?
It would be too easy to simply sum it up as a bike that is easy to ride, but Ducati has gone to lengths to give the Scrambler a docile character. The new clutch for example has eight-discs which makes the clutch easier to manage with a higher biting point. This is great for new riders who are just starting off their journey as a Ducatisti.
The seat is mounted low at 795mm, and if that is still too high Ducati also has a 780mm option which we suspect will be offered as standard in Malaysia. And for the taller ones, there’s an 810mm option as well.
The wide BMX like handlebars are mounted high which combined with the low seat height, gives it a comfortable sitting position. It also makes the Scrambler easy to manage around traffic and tight areas such as in parking lots.
But when the road opens, the Ducati in the Scrambler takes over.
It may not be explosive in nature, but it is still quick and the intake makes some intoxicating sounds swallows air with the usually pops and bangs that follow when you roll off the throttle.
It unquestionably sounds better than before.
Though the power output may be the same, the ride modes give the engine a different tuning. This time there is a more linear torque delivery with a good midrange punch without having to downshift.
This lets you shuffle along at lower speeds at 3rd or 4th gear, making the Scrambler perfectly suited to life in the urban environment.
Should you buy it?
If you have always wanted a Ducati but found them all to be too intimidating, then this is the bike for you. If you are vertically challenged and need a bike that is great for the daily commute and for a short tour on the weekends, then this is the bike for you. The new Scrambler Ducati is like a big friendly Labrador that has all the muscle but without the bite. But if you are experienced and want something that will scare you or want something to take you to faraway places in comfort, look at the Panigale V4S or the Multistrada V4S.
Specifications
Engine: 803cc, L-Twin, Desmodromic, 2 valves per cylinder, air-cooled
Gearbox: 6-speed, wet multiplate clutch
Power: 73hp @ 8250rpm
Torque: 65.2Nm @ 7000rpm
Front Suspension: Kayaba 41mm fork with 150mm travel
Rear Suspension: Kayaba rear shock adjustable with 150mm travel
Front Brakes: 330mm disc, 4-piston calliper with Bosch Cornering ABS
Rear Brakes: 245mm, 1-piston floating caliper with Bosch Cornering ABS
Price: To Be Confirmed
We like: Customisable looks, friendly nature We don’t like: Small, not for experienced riders
The second web-launch series of the 2021 Ducati World Premiere has just aired yesterday where four new 2021 Scrambler Ducati models were unveiled (well, more like one new model and three updated 2020 models). For 2021, you can get the 2021 Ducati Scrambler Nightshift, Desert Sled “Sparkling Blue”, Icon “Ducati Red”, and 1100 Dark PRO. (more…)
There’s no denying this, we simply adore Scrambler Ducatis. The 2020 models have been a huge hit around the globe and the latest addition to the family comes in the form of the 202 Ducati Scrambler Icon Dark, BUT, is it already here in Malaysia? If you ask the ‘Magic 8 Ball’, it’ll say “Signs point to YES!” (more…)
If you’re in the market for the most luxurious Scrambler Ducati, take a look at this 2020 Ducati Scrambler Club Italia. Based on the Ducati Scrambler 1100 PRO, this exclusive version was birthed in collaboration with the Scuderia Club Italia, a premier sports-cultural association in Italy. (more…)
The Scrambler Ducati family has received its well-deserved upgrade for its biggest sibling, the 1100. Introducing the 2020 Ducati Scrambler 1100 PRO as well as the Ducati Scrambler 1100 Sport PRO. The new PRO series comes with updated exterior features to keep things fresh for the big-bike scrambler market. (more…)
Ducati has had a good year so far with the launch of several bikes but they’re looking to stir things up even more with the upcoming launch of the 2020 Ducati Scrambler 1100 Pro. The setting will take place sometime tomorrow in California, USA, one of the biggest playing grounds for Scrambler Ducati in North America. (more…)
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.
Conclusion
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.
