Ducati Scrambler Icon in the top test

Ducati Scrambler Icon in the top test
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Retro is very much in fashion. The practice, which has been common in the automotive sector for quite a while, to present the latest technology in a backward-looking look (New Beetle, Fiat 500, etc.) is also becoming more and more established among two-wheel manufacturers. That much is not only evident with the market launch of the new Ducati Scrambler . 'It's not retro, it's post-heritage,' says Ducati to consider - and is somehow right. In contrast to the more old-school, conservative classic models from Triumph or the blissful sport classics of the Bolognese themselves, the four scrambler variants cite the theme of the old single-cylinder scramblers half a century ago. More like an electronic remix, if you will, instead of a detailed cover version of the original.

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The response to the new Ducati Scrambler agrees with the makers. With its simple, unexcited and unobtrusive design, the Scrambler Icon we tested (8490 euros) is obviously particularly popular with those who have nothing to do with two-wheelers. Passers-by seem to perceive, in a strange way, intuitively that something different, fresh is thundering through the alleys. At the café, too, the Icon proves to be a popular figure; it is, watch out bachelors, the two-wheeled equivalent of the puppy dog. Too much hype? Let's let the market decide.

2 A short bench is good for people who have just fallen in love

Either way the appearance is not only correct from afarConsidered, there is also a lot of love in the details. To name just a few examples: The chic aluminum lamp holder, the elegant finish of the tank emblems (also aluminum), the old-school throttle cable housing, the fuel cap - there are small gimmicks and reminiscences everywhere that attract the eye magnetically and from the designers' hearts announce. In any case, the Ducati Scrambler passes the Rolf Henniges litmus test for a motorcycle; the author would have a beer with it in the garage in the evening. But what about the actual benchmark, the 1000-point top test? As much as the Ducati Scrambler tries to evade this with its simple, reduced-to-the-essentials style, it's no use: Even style icons should be able to tie their shoelaces. So away with the latte macchiato and Claudia's phone number, and here with your helmet and ignition key!


Anyone Ducati scrambler takes place for the first time, is likely to be surprised by the graceful shape of the motorcycle. At 790 millimeters, the seat height is low, and the machine is nice and narrow around the tank and seat. The bar on a handlebar, on the other hand, is wide, high up and close to the pilot, which requires an upright, boss-like, casual, but hardly active posture. Anyone who is as compact as the machine is automatically seated in a small hollow directly behind the tank. Taller drivers can slide backwards, but then the very best of them will sit on an edge in the upholstery, which is uncomfortable in the long run. Due to the moderately high footrests, the knee angle is a little bit acute, but bearable, for drivers at 1.75 meters. If you don't need a ladder to pick cherries, you will feel a bit oversized on the compact Ducati Scrambler. The space available on the Numero due seat is cozy: the knee angle fits, but the short bench is more suitable for people who have just fallen in love or who want to become one : index ->

3 Ducati Scrambler manages the balancing act between mild and wild

The engine of the Ducati Scrambler should actually be taken out of the program, as Ducati communicated with the end of the not so long ago Monster 796 also the end of the air /oil-cooled two-valve valve. Funny how the disused aggregates of bygone days experience their second spring today - see BMW R nineT. Here, in the Ducati Scrambler, the 803 cubic L-Twin, modified by means of modified throttle valve bodies and camshafts, delivers an excellent performance. Such sociable manners would hardly have been expected of the engine in the past. The scrambler is alien to the somewhat rough chopping of the old monsters, instead there is swallowing-free pulling from 2500 tours and a decent torque plateau of over 60 Nm from 4000Tours. Even on top, the Desmodue doesn’t give up and offers speed reserves of up to over 9000 revolutions.

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Clear, 75 HP does not embarrass any 180 slippers, but the incredibly smooth and predictable, linear thrust of the drive allows the pilot to achieve appealing driving performance at any time. The Ducati Scrambler manages the balancing act between mild and wild: Beginners are not overwhelmed, advanced usersare allowed to have the twin to their heart's content and then circle pretty quickly. The whole thing is acoustically underlined by a soundtrack that warms hearts and spares neighbors. Hard, bassy L-twin beat, rounded on the baffle plate, mezzo-like puffed, robust and yet socially acceptable, and as the icing on the cake, a subtle tennis ball sizzling in push mode. Voilà, the ear canal flatterer is ready.

4 short, bone-dry switching paths

The clutch works unobtrusively and underlines the playful character of the Ducati Scrambler with easy dosing and low hand strength. The promised anti-hopping function of the APTC unit has to be looked for with a magnifying glass, but rear wheel stamping is still not an issue. The six-speed gearbox is - surprise! - a typical Ducati gearbox with short, bone-dry shift travel. It would like to receive its switching commands from an authoritarian foot, but rewards it with a full detent. The translation is short in line with practice. A remarkable top speed of 195 kilometers per hour is specified, but longer stretches of the motorway are prohibited due to the lack of wind protection. That wouldn't fit the character of the Ducati Scrambler at all.


Dear pleasurable Swing on the highway, where the Ducati scrambler delivers a largely coherent picture. Using the wide handlebar, it can be circled through all kinds of radii with very little effort, it turns easily and evenly and stays cleanly on track. The straight-line stability is impeccable, and the freedom from leaning is good. Just turning to the right - late, but still - the exhaust cover is scratching hard before the footrest. It's good if there is no bump in the road.

In general, bumps and the Ducati Scrambler are not very best friends, especially that directly articulated, underdamped rear strut passes short blows to the driver's rear by express delivery. At the front it fits halfway, but a somewhat softer setup and better responsiveness would suit the Scrambler's easy going nature better. So we book the simple chassis, which can only be adjusted in the preload at the back, a bit optimistically under 'robust and honest'. For two-person operation, the rear must also be biased more strongly, otherwise the freedom of inclination will shrink badly.


5 half the brake system of the Panigale

specially reissued for the Ducati scrambler was the roughly profiled Pirelli MT 60 RS in the dimensions 110/80/18 front and180/55/17 rear. The rubber pleased with its low set-up moment and good grip level, especially when wet, and in contrast to its ancient predecessor, which was popular among Supermoto pilots at the time, low driving noise. However, the zero-degree steel belt tire already showed acute signs of wear and tear on the front flanks after a good 1300 kilometers of test operation. So nothing for the kilometer-guzzler, but if necessary, up-to-date rubbers in the dimensions mentioned with more durable compounds can also be found in stores - only they don't look so cool then. Who needs to know: The tire still plays along on forest and gravel paths, but real off-road inserts are of course not possible due to tight spring travel and the unsuitable seating position, no matter how spectacular it looks. The retro rocket is more likely to be in the urban jungle, where ease of use and a comfortable seating position enable stress-free A-to-B. Only the width of the handlebars bothers you a little when you wind your way through the traffic lights.

The Ducati Scrambler on the front wheel decelerates a single 330-millimeter disc and a Brembo monoblock are used, in principle half of the Panigale's braking system. The anchors are easy to dose and calculate, but the pilot has to reach in for heavy decelerations. We couldn't detect any fading, and the twisting tendency of the asymmetrical single-pane system is negligible. The Bosch ABS, which can be switched off, also does a good job with short control intervals and low pulsation in the adjustable brake lever. At the back it says “typical Ducati” again. Here the braking power is modest and of a more cosmetic nature, no matter how hard you step in.

6 4.7 liters Consumption per 100 kilometers

The Ducati Scrambler is also easy to handle in everyday matters. With 4.7 liters per 100 kilometers, the consumption is within the normal range for this class, which results in a theoretical range of around 300 kilometers with a tank capacity of 13.5 liters. Maintenance intervals of 12,000 are easy on the wallet, standard Ducati controls are easy on the driver's nerves. The equipment is spartan, the only luxury is a USB socket under the bench. But fans can book this as purism. The small digital speedometer provides information about the essentials, namely speed, daily kilometers, clock and, barely decipherable, the speed as a clockwise rotating bar.

But the Ducati Scrambler doesn't really want to chalk such little things, because it makes no secret of the fact that it doesn't care about the everyday category. A lot of things that score points don't matter to her, and that somehow makes her likeable. For cynics it may be a fashion item, for racers a crutch, for the custom scene toocommon and a mystery to utility fetishists. For everyone who enjoys simple, uncomplicated motorcycling, beautifully made objects and Italian moments, it could be just the thing. Their good-natured, honest driving behavior is no mystery, and the pearl of an engine fits in wonderfully with the overall concept. To say it again: We had fun with the new Ducati Scrambler.


Anyone who has fallen heavily in love with one will only be marginally interested - nevertheless we can report that the Ducati Scrambler, apart from small chassis weaknesses, is a good motorcycle with a great engine. Sure, there is just as much for less money elsewhere, but that's not the point. The Ducati Scrambler takes no prisoners when it comes to winning hearts and ruling ice cream parlors.

Motor Scrambler Icon /Monster 796

The engine of the Ducati Scrambler: Originally in the Monster 796, now in the Ducati Scrambler. 803 cubic meters, air-cooled and timelessly beautiful.

The dead live longer

It should actually go, but now it stays: The air /oil-cooled L-Twin should also disappear with the departure of the Monster 696 and 796 from the Ducati portfolio. The two-valve engine lives on in the Ducati Scrambler.

After the Monster 821 and 1200 with their water-cooled units advanced into new performance areas, but did not necessarily win beauty prizes (have you ever noticed that the water monsters are usually photographed from the right side?), Friends of the air-cooled two-valve model can rejoice. In the Ducati Scrambler, the 803 cubic L-Twin equipped with desmodromic forced valve control is experiencing its second spring.

For the The drive was properly used in the retro bikemodified: A single throttle body instead of two (50 millimeters in diameter), modified camshafts and a tame eleven degree valve overlap - that costs around 12 hp at the top, but brings a much smoother response and wonderfully even power delivery.

The revised engine accelerates much earlier without jerking and chopping, has no torque or power dents and robust pressure in the middle. On top of that it lacks a bit of monster revving, but you can live with that in the Ducati Scrambler. And let's be honest: Doesn't it look gorgeous?

Technical data Ducati Scrambler


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