Sure, it’s now aging a little, but as a retro that’s not a deal breaker." While its base mechanicals, being R1200R but uprated with S1000RR cycle parts, are more than enough for the retro roadster style. "The R nineT, however, as its success and spin-offs since 2014 demonstrate, wins on both counts: Its standard looks with lots of alloy, wires, boxer engine and twin dials, tick all the right boxes yet are almost endlessly customisable. Instead, Ducati’s two main criticisms arise elsewhere: Its fairly bland, unremarkable 85bhp performance and its uninspiring and sometimes gimmicky styling. Even so, it’s a sweet-handling, cultured scratcher worthy of the name. West said: "'Show’ and ‘go’ are always uneasy bedfellows, as the new Scrambler 1100 Sport PRO most conspicuously shows by being a retro roadster with sporty Öhlins suspension and Brembo brakes yet bizarrely retaining a 19in front wheel and semi-knobbly tyres. Twin test: Ducati Scrambler 1100 vs BMW R nine Tįirst published in MCN 23 September 2020 by Phil Westĭuring 2020 Phil West pit the Scrambler 1100 against its main rival, the BMW R nine T, to find out which retro's best. The large-capacity road bike class is strongly contested, with the 1100s facing stiff competition from the likes of the BMW R nineT, Triumph Speed Twin and Scrambler 1200, Honda CB1100 range and more. If you were hoping for more power and sharper handling, you’ll be disappointed, but if you wanted class leading style, then look no further. That said, both are sophisticated, stylish and desirable with easy handling and a soulful, unintimidating air-cooled engine.īoth machines are superbly enjoyable road bikes. Journey and Active are both full power but have different engine and throttle characteristics and TC settings.Īt £12,885 for Scrambler 1100 Sport Pro and £11,385 for the Pro model, both 2020 Ducati retros are a heavy investment. City mode cuts 10bhp, offers a soft throttle map and increase the traction control. To make life simpler there are three rider modes – City, Journey and Active… yes, they moved away from the normal 'Urban, Touring and Sport' to keep the Scrambler marketeers happy. There’s excellent cornering ABS and lean-sensitive traction control, which can be deactivated at a standstill. The Ducati safety pack comes as standard on both models and is identical on both machines. And if you haven’t ridden the Sport version you’ll find little to fault with the standard Pro. No, the Scrambler is designed to flow and be a relaxing ride. And if you’re riding a Scrambler hard, pushing the handling boundaries, you’ve possibly bought the wrong bike in the first place. In reality, new or inexperienced riders may prefer the softer ride of the standard model. On the Pro, however, the limitations of the 45mm Marzocchi forks and p reload and rebound-adjustable Kayaba set up wouldn’t be too far away. On the road, you’re nowhere near the limits of the Sport’s suspension. On both models you immediately feel the Scrambler’s plus points: ease-of-use and natural ability, which is mainly down to its intuitive handling and that low weight.Īt speed, when you really start to push, the Öhlins set up is always controlled. The Sport’s new ergonomics move you further forward on the bike, while bar-end café racer-style mirrors give the new model a sportier feel. On the sportier, Öhlins-clad Sport Pro the bars are much lower and straighter, giving an aggressive stance, especially when compared to the standard Pro model with its traditionally wide Scrambler bars.
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