The look of disdain Italians give when you dare order a cappuccino after breakfast or a pizza for supper, can be reciprocated upon riding or driving most of their motorized vehicles. Surprisingly, the Ducati Scrambler 800 Icon has been pieced together so nicely, there are relatively few things to deride. (Thank you Audi)
It’s a little on the heavy side, which makes the engine work harder than it wants to. The ‘updated’ version sees a hydraulic clutch rather than a cable clutch, adding weight, higher price tag, nonsense to the ‘icon’ badging, and the extra associated problems/issues. The grips are torturous on the palms, but if you’re riding it from the gelateria to Nona and Nono’s place, you’ll likely survive.
Otherwise, the bike is marvellous for its intended use – not at all what we did with it (insert mischievous devilish emoji). Circumstance made it such that we were testing various bikes, the others designed for much faster and more aggressive riding. A friend of a friend came up with the desire to report on ‘common’/boring bikes and how they react, ridden by professional riders, pushing them to their limits. I’m not referring to thrashing a bike. I’m talking about riding on that thrilling edge where piloting technique and physical ability of a bike are solicited to their maximum. It’s a zone where excuses and complaints have no place.
Let’s be honest and say ‘wannabe semi-professional’, and forget expecting epic performances the likes of Ivan Cervantes taking a Triumph 1200 Scrambler to the Bassella Enduro Race! Our days were slightly watered down, but served their purpose well.
On road, ridden to the absolute limit, the Scrambler was very well composed. It’s true that the ergonomics made riding over 140 km/h a little torturous, but who cares. The ‘new’ softer suspension didn’t hinder the sportiest of riding; the 18 inch front didn’t take too much adjusting to, and was nicely compensated by the width of the handlebars, coupled with the reduction in rake from 24.5 degrees on the 2015 Scrambler, to 24 degrees on this new ‘updated’ version. The ‘Made in China’ Pirelli (the cheapest possible, thinnest and low-quality rubbered crap version of a tire) – a trick most manufacturers employ to save money, rolling resistance, road noise claims, and weight – managed to do their job well enough, and held at peg-scraping lean angles, though let go quite easily on cobble stones (where this tire design is supposed to shine). The lack of traction control wasn’t an issue, and ‘power sliding’ out the rear was controllable, predictable, and smooth. I’d have liked the tachometer and fuel gauge to swap positions – fuel at the bottom of the display clock – but seeing as how having any fuel gauge at all was already seen as ‘an update’, and most panini runs don’t require dancing on the rev-limiter, this critique is really digging deep. Being picky, why must it be 189kg? It can’t even use ‘water-cooled’ as an excuse (using the Monster 796 tried-and-true air-cooled, 90-degree ‘L’ twin), not that its intended rider would fully benefit from a lighter bike.
Every second of riding this bike was an absolute blast. We thought we’d be on a rebadged Suzuki VanVan, but were thoroughly impressed and surprised to find ourselves on a very well poised, amazingly sporty chassis, capable bike, disguised as hipster transportation.
It’s true, even a blind squirrel finds a nut once in a while, but with the Scrambler, Ducati may have hit the mother-load. Perhaps, as a first for Ducati, the marketing may almost work against the qualities of the bike. A man-bun, coiffed and waxed moustache, skinny jeans, checked shirt, fedora and glasses, and blogging at brunch about taken polaroids, are not necessary in order to own or to enjoy the Scrambler.
Writer:
Peter ‘Safety Bear’ Bokor