Words by Maynard M. Marcelo Photos by Jerel Fajardo
Of the four Scrambler variants made by Ducati, the Classic is the one I like the most. For me, it epitomizes everything a Scrambler motorcycle should be. Aesthetically speaking, at least. Because it is similar mechanically to the Icon, Urban Enduro, and the Full Throttle variants, don’t expect it to perform any differently. It has the same 803cc air-cooled L-twin as the other Scramblers that churn out an honest to goodness 75 bhp at 8,250 rpm and 50 lb ft of torque at 5,750 rpm. It’s considerably tame by current Ducati Superbike standards in terms of outright power and gizmos, but for what it can offer (and can’t), the Classic Scrambler is the one bike to have. Here’s why:
The 75 bhp and 50 lb ft of torque isn’t anything to write home about, especially when you consider that modern Superbikes are capable of more than double its peak power. But the truth is, the Scrambler doesn’t need that amount of power. Honestly, it feels liberating to have so much fun with so little power available. Plus the fact that the Scrambler weighs just 186 kg fully fueled and ready to go; its power to weight ratio is just about right for a variety of riding styles and conditions. You can putt around town or go canyon carving with it all day, and you always find yourself asking for more. It also doesn’t shy away from taking to the occasional fire trail because it’s equipped with Pirelli MT 60 RS dual sport tires and its riding position actually encourages standing on the footpegs for more control. Extra wide handlebars afford plenty of leverage for counter steering or for applying opposite lock when you decide to steer with the rear wheel. Stopping on wet roads isn’t a problem either, with standard ABS, and that’s the only electronic trickery you’ll get.
The Right Stuff
Ducati believes that the Scrambler can be an ideal platform for customization, and they’re right. In fact, they have a catalogue full of custom parts to make your Scrambler, well, more personalized, if that’s your cup of latte. But if you’re not much into customization, you’re better off with a stock Classic Scrambler. You see, the Classic, more than the three other variants, resembles its 70’s counterpart. Out of the box, the Classic has all the right stuff. It features aluminum fenders, wire spoke rims with the same diameters as the others (18 x 3 front, 17 x 5.5 rear), 70’s-ish brown seat with diamond shape patterns, and just like the original, the delicious “orange sunshine” fuel tank paint job with a black central stripe. Again, the Classic Scrambler is mechanically similar to the Icon so performance hardly differs, if at all. But this particular Classic Scrambler we borrowed from Ducati Manila already sports an aftermarket Termignoni exhaust system and it simply sounds marvelous compared to the stock setup. A handful of throttle will reward you with a crisp and satisfying “braaaaaap…” with the occasional pop when decelerating. So if you buy a Scrambler, any variant, we say the first thing you should do is replace the stock exhaust. Then the rest is up to you.
You see, riding the Classic Scrambler feels like orange sunshine all the time. Even when it’s raining. And that’s what riding a motorcycle is all about.
Engine: L-twin cylinder, SOHC, Desmodromic, 2 valve, 4 stroke, air-cooled
Max Power: 75 hp @ 8,250
Max Torque: 50 lb-ft @ 5,750
Seat Height: 790mm
Fuel Capacity: 13.5 Liters
Dry Weight: 170 kg.
Top Speed: 200 Km/h
Price: PhP 650,000.00
+ Styling, neutral handling, lightweight
Editor’s rating: 10/10