You can have real fun on the Scrambler, carrying corner speed with confidence. Those Pirelli MT60 tyres work well in both the dry and the wet and offer great feedback. But it is just as happy on the faster stuff as it is cutting up traffic around town. ![]() ![]() The bike is light with a dry weight of 173kg (20kg lighter than the Desert Sled), making it flickable and almost toy-like at times. But, this hasn’t turned the Scrambler into a bouncing mess it still holds its line and the basic chassis with just preload adjustment on the Kayaba rear shock works as soon as you leave the carpark. In 2019 Ducati revised the suspension, increasing the static sag on the rear to improve the ride, making it more forgiving with more movement. With an 18-inch front wheel and a 17-inch rear, and off-road looking rubber, it shouldn’t really work, but it does. I like it, though the riding position encourages you to tuck in, and push the lightweight chassis a little more. You feel more compelled to hang off the Scrambler mid-corner, rather than sit back and simply turn in a traditional manner. On the Scrambler Nightshift you’re further forward in the chassis, more over the fuel tank, which gives a racier feel. On the standard Scrambler, you’re upright, turning with wide bars. The only drawback to the new set-up is the bar-end mirrors, which some people love, and the steering is a little slower – not as natural. I’m only 170cm and taller riders may find the bars more compromising, but they aren’t as extreme as you might think. The new handlebar is not as effortless as the standard Icon’s traditional, more upright bars, but they aren’t extreme or uncomfortable, even at low speeds. The straight and narrow handlebars, complemented by racy bar-end mirrors and retro side-mounted number boards, give the impression of a radical riding position, however it’s more relaxed than it appears. But nearly $15K for an entry-level Ducati might be a little too much for some potential customers. The price hike has much to do with an ever-changing global economy, and in Ducati’s defence, the Scrambler has developed significantly from that first model. The base-model Icon is now $14,790, and the bike we have on test, the new Scrambler Nightshift, is $18,000 on the road. However, today’s entry-level Scrambler has edged up in price. When the first Ducati Scrambler was introduced in 2015 it was pitched at a price-competitive $13,000, or thereabouts, and represented a relatively economical way into the aspirational Ducati brand. The only real downside or discussion point is the cost. As we move into 2021, Ducati addresses this and simplifies the line-up, removing both the Café Racer and Full Throttle variants, and introducing this bike the Scrambler Nightshift. In both 803cc and 1079cc (1100) formats, the Ducati Scrambler has been a marketing and sales success for the Italians, if not a little convoluted in its range. It wasn’t an enormous step forward over the older model, but the improvements were substantial, especially the introduction of cornering ABS. Ducati updated the Scrambler for 2019, and again the launch was surrounded by clever marketing and imagery, again an excellent Scrambler shone. Images aside, the Scrambler was an excellent entry-level bike into the Ducati fold – simple and easy to use, yet fun. It was aimed at a new generation of potential Ducati owners, those more concerned about persona and personalisation rather than performance. Like the new Mini, Fiat 500 or VW beetle, Ducati looked at its history for inspiration and, creating a new sub-brand, the Scrambler was hyped using images of hipsters and glamorous locations. It was a cool looking bike, it typified the 1960s in America with its wide ’bars, centrally mounted headlight and iconic fuel tank, which swept into the wide and comfortable seat. Introducing the 2021 Ducati Scrambler Nightshift.ĭucati launched the original Ducati Scrambler in 1962 aimed at the American market. ![]() Ducati’s new big-bore Scrambler is more desirable than ever – but it comes at a price
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