Ducati Scrambler (2023 – ) review

The basic formula for the Scrambler remains true to the 2015 original, and just as appealing for it. Based around an 803cc air-cooled desmodromic-valved twin in Ducati’s traditional ‘L’ configuration, it uses a conventional tubular steel frame and bigger 18-inch front wheel paired with a 17-inch rear. Changes introduced for the 2023 include a revised and lightened frame, repositioned rear shock with new swingarm and ride-by-wire throttle and, with it, Euro5 compliance, rider modes, improved traction control, the option for a quickshifter, a new TFT dash and other similar mod-cons. With a perky 73 horsepower in full power mode or the option of running in restricted A2 licence output the Scrambler is a great bike for new riders, the style appealing even if some of the others in the class like the Triumph Scrambler 900, Fantic Caballero or Benelli Leoncino 800 perhaps do the retro-modern thing a tad more convincingly.

The Icon version of the Scrambler tested here is, as before, a straightforward and novice-friendly roadster, and although the bars look quite wide and almost cruiser height they are actually lower and further forward than the previous generation. The upright posture, slim frame and low seat are confidence-inspiring for the novice crowd the bike is aimed at, and while small there’s still enough reach that taller riders need not feel too cramped. A more flat-track influenced Night Shift version meanwhile has lower bars for a sportier riding position, but whichever you go for the Scrambler is a light, friendly bike and easy to get along with. It goes without saying it’s exposed as speeds rise and, perhaps, not the kind of bike you’d pick for long distances on motorways and the like. But around town or on the twistier back lanes it’s in its element.

The compact size, lack of weight and confidence-inspiring chuckability are practical in the sense the Scrambler is great at cutting through traffic, parking and other everyday manoeuvres. Pillion capacity isn’t exactly generous but it’ll do for short hops, and opens up the opportunity for sharing the fun with friends. Ultimately the Scrambler format limits overall practicality, though a trip into the accessories catalogue can help matters, options including a token fly screen, soft panniers, tank bags, top boxes and more besides. Handy, but it’ll cost you and, even then, the Scrambler is never going to be a practical bike in the conventional sense.

While a chunk lighter than before the Scrambler’s 90-degree twin is fundamentally unchanged, the 72 horsepower and 88Nm healthy compared with the likes of the Triumph Scrambler 900 and Yamaha-engined Fantic Caballero and on a par with the cheaper Benelli Leoncino. But engines are about more than numbers, and the Ducati’s motor is by far the most exotic in its class thanks to its desmodromic valves and air-cooling, the throbby and flexible power delivery adding to the fun factor. There is now the choice of rider modes, though we just left it in Sport and got on with it, the slick six-speed gearbox and sharp throttle making it a joy to work your way up and down the ratios. Braking is taken care of by a single 330mm front disc grasped by a Brembo brake caliper assisted by cornering ABS and is more than up to the job, with plenty of power and great feel through the nicely skinny lever.

For all the changes to the frame, suspension mounts, swingarm and suchlike the fundamental character of the Scrambler is unchanged from before, which is no bad thing given it was always among the sportiest in the retro roadster category. And now more so, thanks to the savings in weight. Not that you’d necessarily notice unless you rode them back to back. Light steering inspires confidence, the ‘semi knobbly’ Pirelli MT60 trail tyres are grippier than they look and the combination of modern upside-down forks and monoshock rear offer more sophisticated ride quality than many rivals, the 150mm of suspension travel enough to gobble up potholes on city streets and country lanes alike. It’s certainly a lot more capable than the likes of a Triumph Scrambler 900 with its conventional forks and twin-shock rear end, though perhaps at the cost of some retro authenticity.

Although made by Ducati, the Scramblers are also the Italian firm’s most affordable, basic and lowest powered models so you needn’t fear the sky-high running costs associated with glitzier stablemates. The modest power should keep a lid on costs of consumable parts like chains, brake pads and tyres and insurance shouldn’t be too outrageous either. At the time of writing the price has just nudged over the symbolic £10,000 mark but it’s still relatively affordable to buy for a Ducati and, once over that hurdle, no more expensive to run than its rivals.

Although a fairly budget-priced model with few frills and with final assembly in Thailand, there have been few, if any, reliability concerns since the Scrambler family was first launched in 2015. On top of that, successive updates, first in 2019 and now in 2023, have meant that any glitches that may have arisen have now largely been ironed out. As a result, we have no major concerns.

The warranty is an industry standard two-years/unlimited mileage parts and labour cover if anything breaks, with the option to extend it for extra cost if you wish. Servicing is a confidence inspiring 10,000 miles between checks and, thanks to the air cooling and accessibility of the drivetrain, should be relatively cheap. For a Ducati, at least.

The Scrambler makes a virtue of its back to basics, retro charm and if hardly dripping in equipment has at least had a major upgrade in the available tech for this 2023 model year version. The riding modes are a bonus if these things matter, and the TFT display brings things up to date even if we actually preferred the more retro vibe of the previous circular one. You’ll need to upgrade to the more expensive Full Throttle if you want the quickshifter made possible by the addition of the ride-by-wire throttle, more trad looking wire wheels replacing the basic forged ones seen here on the (again pricier) Night Shift. All well and good but rivals like the Benelli have this kind of thing as standard, and for a keener price. This is a Ducati at the end of the day though and, inevitably, you’ll pay a bit of a premium for the really nice bits, be they on the fancier trim packages or from the wide range of branded accessories.

Whether you’re on a full licence or still restricted to A2, the Scrambler makes a great first ‘big’ bike, and brims with all the character, heritage and kudos you’d hope for from a Ducati. It’s easy and fun to ride, the engine is comfortably the most charismatic in the class and the handling is top notch as well. While some might argue it’s all part of the charm it’s a bit basic given the price, and for all the appealing riding manners there are others wearing the retro scrambler look more convincingly if that’s your top priority. But, all-in-all, it’s a very stylish and likeable bike, and rewarding for riders of all abilities, not just beginners.