The 2018 Ducati Scrambler 1100 Is Scrambling On Steroids

Ducati has enjoyed a massive success with the Scrambler Ducati model range and is pushing into the retro/standard market with a new big brother to the original bike. The Bolognese company has reached back into its history for another air-cooled twin motor with the scrambler aesthetic for those of you who want something a little bigger and more performance oriented: the 2018 Ducati Scrambler 1100.

But Ducati isn’t just releasing one variant; it has three models of the new Scrambler 1100 to try and snag a variety of different buyers. For those looking to save a little coin or do any customization themselves, there’s the standard Ducati Scrambler 1100. The Scrambler 1100 Special adds fancy gray paint, gold fork tubes, a different handlebar, a brushed swingarm, and a brown seat. The Scrambler 1100 Sport has Öhlins suspension, a special black and yellow colorway, aluminum wheels, a special handlebar, and custom trim on the seat.

The Scrambler 1100 is built around the 1,079cc air-cooled L-twin from the Ducati Monster 1100, though it claims the bike has been redesigned for smoother fueling and a more "scrambler-like" feel. Maximum power comes at a claimed 86 hp at 7,500 rpm and 65 pound-feet of torque at 4,750 rpm.

Like the current Scrambler, the Scrambler 1100 gets a six-speed gearbox as well as a slipper clutch to help limit back-torque during aggressive downshifts.

To update the styling and give the bike some flair (and to save weight), Ducati has been more liberal with its use of aluminum, and now things like engine covers, clutch and alternator cover, and belt covers are all swathed in light machine-finished pieces.

One of the biggest updates to the bike comes in the form of electronics, with the Scrambler 1100 getting variable riding modes as well as a five-level traction control. This new bike has both ride-by-wire fueling and an inertial measurement unit (IMU), which makes it possible to customize the riding experience. The riding modes are Active (full power and direct fueling), Touring (full power and relaxed fueling), and City (engine power reduced to 75 hp and muted fueling). Traction control changes with each level, though it can be manually set, with 1 being the least aggressive and 4 the most, and traction control can be turned off.

That IMU also allows Ducati to add cornering ABS to the Scrambler 1100, which takes lean angle into account to keep the brakes from locking. Stopping power comes from twin 330mm discs up front, which are paired with radially mounted four-piston Brembo M4.32B Monoblock calipers, and the rear wheel gets a single 245mm disc and single-piston caliper. ABS cannot be turned off.

Ducati claims the frame for the Scrambler 1100 is all new, made up of a twin-spar upper steel trellis frame and rear aluminum subframe. Rake is listed at 24.5 degrees, half a degree larger than the original Scrambler 800, and the wheelbase at 59.6 inches is almost three inches longer than the original Scrambler’s 56.9 inches.

The fuel tank grows from 3.57 gallons to just shy of 4.0 gallons, and claimed wet weight grows 30 pounds from 424 pounds on the original Scrambler to 454 pounds on the Scrambler 1100.

The riding position has also changed slightly, with a handlebar that is lower and farther forward and pegs that stretch the gap farther from the seat. I’ve always preferred the bars of the Ducati Scrambler Full Throttle and thought the bars on the Scrambler Icon were too tall and swept back, so this new riding position should be an improvement.

Suspension on the Standard and Special versions come in the form of a 45mm upside-down Kayaba fork which is adjustable for spring preload and rebound damping; the Sport gets an Öhlins unit with the same specs. A single Kayaba shock (or Öhlins in the case of the Sport) handles the rear of the bike and is also adjustable for spring preload and rebound damping.

Overall, Ducati has done a sound job with this new trio of Scramblers. It has done away with lots of the plastic pieces and covers that made the original model feel a little cheap, and the addition of more aluminum and care to small details reap big rewards. Items like the new instrument panel—which displays the added info from things like the traction control and riding modes—look nice and don’t get in the way of the aesthetic.

It’s cool to see the designers add more subtle throwbacks to the bikes of old. Things like the gray metal “X” inside the headlight assembly—which was inspired by off-road bikes of the ’70s—or the new tank inserts add a solid touch to the bike without going too far. The only piece that doesn’t quite fit is the new exhaust system, though Euro 4 emissions regulations are making it tough for every company to design stock systems that are visually appealing.

The beauty and brilliance of the Ducati Scrambler 800 was how fun and whimsical of a bike it is to ride. It's great around town and on fire roads and for getting into mischief, and its smaller size and light handling play a huge part in why it's so fun for both new and experienced riders. Part of my complaint with BMW's R nineT has always been that it's just too much to be great at being a daily roadster. It has so much power and weight and character that you're always conscious of managing those things; but, with the Ducati Scrambler, you're just focused on having fun.

We're anxious to see if Ducati is able to keep that magic alive while adding performance and safety to this new bike, or if the original is still the porridge with a temperature that's juuuuust right.

Stay tuned for more technical information and pricing as they're released, as well as riding impressions as soon as we're able to get on one. And don't forget to check out the rest of our EICMA coverage here.