![]() ![]() ![]() More of a horsepower engine, the oversquare Duc plant cranks out 75 ponies at 8,250 rpm and 50 pounds of grunt at 5,750 rpm versus 55/59 from the Trumpet Twin. The Italian mill is air-cooled, thus simpler in construction, and runs electronic engine controls with EURO 4 emissions compliance. ABS comes standard on both rides.ĭucati powers its ride with an 803 cc “L-twin” that uses the desmodromic valvetrain long-associated with the brand. The “Classic” brings a bit more off-road capability to the table in the form of some very long suspension strokes that falls just one-tenth of an inch short of 6 inches at the axle, quite a bit more than the 4.75 inches from the Triumph's gear. Like the Trumpet, Duc runs a set of 41 mm stems but opts for the usd type rather than the standard variety. Tubular-steel frames are a constant across the board, and both favor asymmetrical wheels though Ducati runs an 18-inch front against the Triumph's 19-inch wheel and both run a 17-inch hoop in back. Triumph's tank is definitely the more attractive of the two the knee dents, rubber pads and classic shape just does it for me. Both carry some blackout features with a cut-down front fender that lends them a custom air with clean lines that flow across the tank to the bench seat. It's almost as though both bikes try to target the same kind of buyer, just at different ages. Since Ducati built a veritable fleet of scrambler-based bikes, I decided to pick their most scramble-tastic model and went with the”Classic.” In the looks department, the whimsical Duc looks a bit sophomoric compared to the dignified panache of the Triumph. Electronic engine controls, liquid-cooling and a catalytic converter all help the Scrambler meet EURO 4 emissions standards with an average fuel consumption of 61.95 mpg. ![]() As with the ABS, this feature is something that's great for the street, but you'll want to turn it off for the off-road work, 'cause you can't make flat-track turns if you can't spin that rear wheel.Ī torque-assist clutch makes the connection between the engine and the five-speed transmission, and this gives the Scrambler yet another layer of traction protection by preventing rear-wheel hop under heavy engine braking, with the added bonus of a lighter clutch-lever pull. Compression is a little on the warm side at 10.55-to-1, so you will need the mid-grade pump to prevent pre-ignition/detonation/dieseling.Ī ride-by-wire throttle enables a switchable traction-control system that helps prevent loss of traction due to an off-balance, throttle-to-traction ratio. That comes backed up by 55 ponies at 6,000 rpm, and the power delivery is rather linear for a manageable temperament that won't really surprise you or get away from you without deliberate provocation. Slightly oversquare, the mill has a predictably torquey nature with a solid, 59 pound-feet of grunt at an incredibly low, 2,850 rpm. ![]()
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