2020–2022 · Scrambler · A variant of the Scrambler 1100
Differences between the standard Scrambler 1100 and the Pro
The Big-Bore Italian Purist
The Scrambler 1100 takes the Scrambler idea and gives it real muscle. The 1079 cc air/oil-cooled L-twin makes 86 hp and 65 lb-ft, and almost all of that torque is sitting there just above idle, which is exactly how a bike like this should be geared to feel. Ducati wrapped it in the hardware to match: upside-down fork, 320 mm front brake, adjustable suspension at both ends, and a genuine rider-aid package with cornering ABS, traction control and ride modes. The look is the headline, and it earns it. This is one of the few big scramblers that passes the three-glance test without needing an excuse.
Ride it and the honesty shows up fast. At 454 lb wet with a wide bar and an 18-inch front, it steers easily at town speed and settles down properly once the road opens out. The 31.9 in seat suits average-to-tall riders; the 4.0 gal tank and 45 mpg give it real weekend range. Here's the caveat: 5.9 in of travel front and rear is scrambler-shaped, not dirt-capable. Treat it as a big-torque road bike with attitude and gravel-driveway manners, and it makes complete sense. Expect a dirt bike and you'll be annoyed by lunchtime.'
Spec sheets don't ride bikes, but they set the baseline.
| Power | 86 hp (63 kW) @ 7,500 rpm |
|---|---|
| Torque | 65 lb-ft (88 Nm) @ 4,750 rpm |
| Displacement | 1079 cc |
| Engine | L-twin |
| Cooling | Air/oil-cooled |
| Gearbox | 6-speed |
| Final drive | Chain |
| Fork | Upside-down (USD) |
| Front brake | 320 mm |
| Front tire | 120/70-18 |
| Rear tire | 180/55-17 |
| Wheelbase | 59.6 in (1514 mm) |
| Front travel | 5.9 in (150 mm) |
| Rear travel | 5.9 in (150 mm) |
| Seat height | 31.9 in (810 mm) |
| Wet weight | 454 lb (206 kg) |
| Fuel capacity | 4.0 gal (15 L) |
| Fuel economy | 45 mpg (US) |
Equipment check
Chassis
Comfort
Connectivity
Drivetrain
Lighting
Safety
The first thing that registers is the noise. Big air-cooled twin, uneven beat, plenty of mechanical clatter mixed in with the exhaust, and it stays interesting at 40 mph in a way most modern engines don't. There's a low-frequency shake through the pegs and the bar at idle that smooths out but never disappears entirely, and that's part of the appeal rather than a fault. Riding position is upright and open with a wide bar that gives you leverage, feet under you rather than forward, and a seat wide enough to stop the miles biting early. At real road speed it holds a line without fidgeting, and the mirrors stay usable. You look down at that tank and those wheels at every stop. Two years in, that hasn't worn off for me.
My own miles are only half of what goes into a picture like this. The rest comes from riders: paddock conversations, owners I catch at club nights, and the steady run of emails and messages from people living with the bike every day. Pooled together, the Scrambler 1100 reads consistently. The praise centers on how it steers and how the engine pulls, and most of the criticism sits on price and equipment rather than on the ride itself.
The most repeated comment is about how easy the bike is to place. Riders describe light steering and a balanced chassis that make it quick to change direction in town and unfussy on a tight back road, and that theme shows up in more owner reports than anything else. Right behind it comes the engine. Owners talk about strong pull low in the rev range without having to chase revs, a throttle they call clean and predictable, and a personality that reads playful rather than serious. Brakes come up less often but always the same way: powerful, progressive, easy to squeeze exactly as hard as you want. A smaller group mentions the upright seating working for riders of quite different sizes on longer days.
Price is the complaint raised most. Riders who cross-shopped it against retro machines with comparable performance say the Ducati asks for meaningfully more money, and not all of them find the badge and the styling enough to close that gap. The instrument panel forms the second cluster. The LCD unit reads as dated to owners at this money, and smartphone connectivity is a cost option rather than something you find fitted. Wind is the third. At sustained highway speeds riders report a serious amount of blast, which cuts the comfortable stint short.
Two more surface in smaller numbers. Some owners say the standard suspension turns jittery over broken pavement and never quite settles, and note that the Öhlins-equipped Sport version doesn't behave that way. A handful report the engine occasionally needing more than one attempt to fire.
Exhaust valve cable may contact battery wiring
The cable that controls the exhaust flapper valve can potentially contact the battery’s main positive wire, causing a short circuit and, in extreme cases, a fire. This affects all models produced from March 2018 to October 2020. Ducati issued a recall (SRV-RCL-20-003 / NHTSA 20V-781) to install a cable guide and self-locking cable tie.
Piston slap on 2018 models
Some early 2018 units developed piston slap noise; Ducati has addressed it under warranty.
Shift lever bolt loosening
The shift lever retaining bolt can vibrate loose; applying thread locker prevents the issue.
Where this Ducati Scrambler 1100 pulls ahead of — or falls behind — its rivals on the numbers, and the typical bike in its class on character.
Power
Torque
Displacement
Wet weight
Seat height
Forget spec-sheet bragging. Here's who the Scrambler 1100 is actually built for.
This is your bike for the Kancamagus or Vermont's back roads. Big torque, upright ergonomics and 45 mpg from a 4.0 gal tank make relaxed all-day two-lane riding easy, and it looks the part everywhere you stop.
Made for Acadia National Park · Austin / Handbuilt Motorcycle Show · Blue Ridge Parkway
For Hill Country loops it works well. The torque pulls you between corners without much shifting and it stays stable at speed, though it asks you to ride it on flow rather than outright pace.
Made for Austin / Texas Hill Country · Twisted Sisters · Austin / Handbuilt Motorcycle Show
You'll get the character, the L-twin noise and the crowd reaction. What you won't get is cruiser ergonomics or a low seat, so the 31.9 in perch and upright stance need to suit you.
Made for A1A — Florida Atlantic Coast · Black Hills / Sturgis Rally Hub · Daytona Main Street / Bike Week
If you're cross-shopping the older generation, here's what changed.
Previous generation · 2018–2020
The Scrambler Look, Done Right
Compare to the previous model →If this one isn't quite the fit, these are the bikes worth riding back-to-back against it.
Any price note compares both bikes at the same age — the youngest age both have on the used market — against this Ducati Scrambler 1100. “cheaper/pricier” is what that bike costs second-hand, not how worn it is.
Competitor · 2016–2020
Boxer Soul, Scrambler Skin
Roughly $2,400 cheaper used than this bike at 6 yr
Competitor · 2017–2020
Italian Soul, Stripped Bare
Roughly $4,700 cheaper used than this bike at 6 yr
Competitor · 2016–2018
Torque, Soul, Genuine Looks
Competitor · 2014
Pure Boxer Soul, No Compromises
Similar Character · 2018–2024
Z1 Soul, Modern Muscle
About the same used price as this bike at 5 yr