Say Hello to Big Brother: The New Ducati Scrambler 1100

Since the Scrambler’s launch back in 2014, Ducati has sold more than 45,000 examples of that machine.  The range has flourished into different segments and niches like few others in the brand’s history and there are more than a dozen Scrambler sub-models to choose from; everything from the off-road Desert Sled, to the diminutive Sixty-2, and the righteous Café Racer.

Now, enter this: the larger, more powerful, and more intense Scrambler 1100.

Right out of the gate, the new Scrambler 1100 makes its presence known. It’s clear that Ducati has made a serious effort to separate the 1100 from the rest of the Scrambler line: it’s nearly two inches wider, nearly three inches longer, and the seat is almost an inch higher than the “normal” Scrambler 800.

Ducati has also gone to significant lengths to make the 1100 a more premium feeling machine. As a testament to that, there are only three major parts on the entire bike made from plastic; nearly everything is some kind of metal. Even the mud guards on the ‘Special’ model are made of aluminum.

You can spec your 1100 in three different trim levels: the base model ($12,995), the upgraded Special ($14,295), and the top-tier Sport ($14,995).

While all three trims share the same basic architecture and components, the Special and Sport add delightful visual and mechanical bits. Opt for the 1100 Special, and you’ll get a set of dope spoked wheels, the aforementioned aluminum fenders, a premium seat cover, that beautiful polished swingarm, gorgeous chrome header pipes, and a slick gray paint job.

Bumping things up to the Sport trim adds most of the Special’s goodies, plus a unique sport seat and fully adjustable Ohlins suspension front and rear.

Each model gets the same chunky Pirelli MT60RS dual-sport tires with an 18-inch front wheel and a 17-inch rear.

The motive force behind this new Scrambler is a 1,079cc air-cooled v-twin derived from the previous generation Monster 1100 EVO. In Scrambler 1100 form, the engine pumps out a meaty 85 horsepower and 65 pound-feet of torque, increases of 13 hp and 16 lb-ft over the Scrambler 800.

For this application, the 1100’s motor has been given a new single throttle body, revised gearing, and a few other mechanical touches. At the end of the day, it’s mainly the same mill as the one from the old Monster which is ok because it’s friggin’ great.

Taken in context, none of the Scramblers would really be considered under powered; it’s simply not in their nature to be fire-breathing animals. It’s hard to argue against more power, though, and the additional grunt serves the Scrambler 1100 well and helps separate it ever further from its siblings.

One of the 1100’s most notable achievements is the inclusion of electronic rider aides, a first for the Scrambler platform. It utilizes Bosch’s cornering ABS system, as well as traction control and three of the most lifestyle-y names for rider modes you can think of: Active, Journey, and City. If that’s not Scrambler marketing to a ‘t’, then I don’t know what is.

The 1100 sets another series of Scrambler firsts by featuring twin disk brakes and adjustable suspension. Hooray progress!

The smaller Scrambler 800 is unquestionably a delightful machine, as is the entire lineup of Scramblers for that matter.

The raft of changes Ducati has made to the platform in creating the 1100, however, equates to a very different riding experience and goes a long way to justifying its significant increase in price.

This motorcycle really is far more than just another styling exercise, or a bike that’s the equivalent of adding another Scrambler branded t-shirt to the mix. It looks great, goes and sounds great, and takes the Scrambler range into uncharted and exciting territory.