The Ducati Scrambler Classic has arrived with 1970s style, but who don’t want to compromise on riding pleasure and the functionality of a modern bike and it is characterized by refined details, like the aluminium front and rear mudguards, the spoke wheels and the brown seat with diamond-shaped inserts. Let’s get into its details.

Specifications of Ducati Scrambler Classic

Engine and Transmission

Engine Description L-Twin, Desmodromic distribution, 2 valves per cylinder, air cooled
Total Displacement 803 cc
Max power 73 HP @ 8250 rpm
Max Torque 67 Nm @ 5750 rpm
No of cylinders 2
Cooling System Air
Compression Ratio 11:1
Clutch APTC wet multiplate with mechanical control
Starting Electric
Ignition Electric
Transmission Chain Drive
Number of gears 6
Bore 88 mm
Stroke 66 mm

Chassis and Suspension

Front Suspension Upside down Kayaba 41 mm fork
Rear Suspension  Kayaba rear shock, pre-load adjustable

 Dimensions and Capacity

Length 2100-2165 mm
Width 845 mm
Height 1150 mm
Petrol Tank Capacity 13.5 ltrs
Seat  height 790 mm
Ground clearance 142 mm
Wheelbase 1445 mm
Kerb weight 192.5 kg

 Battery and Electricals

Head light 55/60 W
Tail light LEDs(12)
Turn Signal Lamp LED
Battery 1

 Tyres and brakes

Front Tyre Pirelli MT 60 RS 110/80 ZR18
Rear Tyre Pirelli MT 60 RS 180/55 ZR17
Wheels Type Alloys
Front brake 330 mm disc, radial 4-piston calliper with ABS as standard equipment
Rear Brake 245 mm disc, 1-piston floating calliper with ABS as standard equipment

DUCATI SCRAMBLER CLASSIC

About Ducati Scrambler Classic

Aiming at customers looking for a middleweight modern classic, The Ducati Scrambler Classic has been developed. Coming as the most expensive model in the Scrambler range, the Scrambler Classic comes with a host of vintage touches to give the bike an authentic look.
The Scrambler Classic offers the best of both worlds by offering the traditional feel of a classic bike in a modern package. The tear drop shaped fuel tank gets aluminium panelling while the rider sits on a vintage leather seat. Even the front and rear mudguards are made out of aluminium. The modern touches include LED DRLs for the headlamps, LED tail lamps, LCD instrument cluster and an under seat USB charging port.

Building around a trellis frame, the Scrambler Classic is powered by a detuned version of the Monster 796’s L-twin engine. This air-cooled units that is around 803 cc delivers 74bhp and 68Nm of torque, and is mated to a six-speed transmission. It competes with the Triumph Bonneville and the Harley-Davidson Iron 883.

Review of Ducati Scrambler Classic

Design

With the blend of custom looks and modern performance, the Classic leads off with a front fender that looks as though the better part of it succumbed to the cutting torch and wound up on someone’s garage floor. In keeping with the target era, the Classic runs a round headlight can and standard bulb, but LED technology brings the turn signals and taillight into the 21st century.

Fenders at both ends run the same brushed-aluminum finish as the stock (but interchangeable) fuel-tank covers, but the tank itself bears the actual model color with Sugar White on tap or Orange Sunshine paint for the 3.57-gallon fuel tank. As much as I like how the orange and black work together, the Sugar White is special as it’s the same color used by the original Ducati Scrambler; same with the wide black stripe on the dorsal of the teardrop tank.
The rear of the tank tapers both vertically and horizontally to form a narrow waist where it meets the 31.1-inch tall, tan-finish saddle so you have plenty of “thigh room” when you deploy your training wheels. Lozenge-finish (diamond-tuft) stitching gives the bench seat even more ’70s charm as it follows the upswept subframe to the slightly elevated pillion pad. That pad, the fold-up aluminum footpegs and the J.C. handles make up the entirety of the passenger’s amenities, and I’ll let ya know up front that the swingarm-mount footpegs don’t necessarily provide the kindest ride; not as smooth as a frame-mount peg system, that’s for sure.

A fullish rear fender mounts the rear turn signals and license plate with the LED taillight tucked up under the trailing edge of the seat like the rest of the Scrambler family.

Chassis

A twin-spar steel Trellis frame serves as the main structure with the engine as a stressed member to complete the assembly and help keep sprung weight low. To keep unpsrung weight down, the factory used aluminum for the gull-wing swingarm and laced wheels, and only used a single, coil-over shock out back to tame the rear wheel. It rides offset to the left side with adjustable rebound damping on top of the obligatory spring-preload adjustment for a little lagniappe beyond the bare minimum.

Up front, a set of 41 mm inverted struts support the front end with the same 5.9 inches of travel as the rear end, but with none of the adjustability. Beefy struts lend the system extra strength with a pair of fork guards that keep the swept area of the inner fork tube clean and free of grit.
Pirelli’s MT 60 RS hoops line the 18-inch front rim and 17-inch rear. The tread comes cut with street flats for the black, and deep grooves for brown/sand for performance that is in keeping with its scrambler heritage. A 330 mm single front disc and four-piston anchor haul down the front wheel with a 245 mm disc and single-pot caliper out back. The Bosch 9.1 MP ABS protection comes as part of the standard equipment package.

Drivetrain

Ducati built an 803 cc Desmodue powerplant for the Scrambler line using tech from its Monster program but with a character all its own for linear, user-friendly power delivery. The oil- and air-cooled engine borrows the Monster’s 88 mm barrel and 66 mm stroke with an 11-to-1 compression ratio that will require top-tier pump gas to prevent pinging and dieseling. Ducati’s signature, Desmodromic valve system times the two-valve heads with a pull-closed cam to close the poppets rather than relying on springs that are subject to harmonic float, weakening rates and breakage. Definitely, the trade-off is a higher periodic-maintenance load, but Ducati has the service interval up to 7,500 miles nowadays, and that works out nicely with the service intervals on the more mundane systems.

The engine runs with 11 degrees of valve overlap, which is when both the intake and exhaust valves are open to help flush out the waste gasses from the previous charge in order to keep the incoming charge as clean as possible. Problem is; too much overlap can allow too many free hydrocarbons out with the exhaust, so the 11-degree overlap strikes a balance between clean charges and clean exhaust, and that’s part of the reason it meets the Euro 4 emission standards.
Induction control falls to the cable-type hand control, 50 mm throttle body and electronic fuel injection. There is no electronic augmentation here to drive up the price, just raw control and a linear torque delivery that delivers predictable power. It has power clocks in with 75 ponies at 8,250 rpm and 50.2 pound-feet of torque at 5,750 rpm. As an L-twin, it develops its torque lower down than many other engine types, but should be considered a medium-high revving engine with most of the cookies high up in the range. It has anti-hopping clutch couples engine power to the six-speed transmission with a tough chain drive to make the final connection to the rear wheel.

Price of Ducati Scrambler Classic

The starting price for Ducati Scrambler Classic in Nepal is estimated Rs. 22,50,000 that may vary with different cities.

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