Driving report JvB-Ducati Scrambler 1000 DS

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Driving report JvB-Ducati Scrambler 1000 DS
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Driving report JvB-Ducati Scrambler 1000 DS

Ducati scrambler conversion

In the specialized motorcycle market of the modern age, scramblers are almost forgotten. Designer Jens vom Brauck does not want to accept that. And by the way, shows with his motorcycle how a Ducati Monster drives really well.

S.he was once one of Ducati’s greatest commercial successes: the Scramblers, which were built in various versions from 1962 to 1974. Single-cylinder engines from 50 to 450 cm³ served as drive. At that time, scramblers stood as a kind of philosophy of life, for the freedom to leave the street. Because enduros weren’t born yet. Around 20 years later, since 1993, the Monster series with its V2 engines from 600 to 1000 cm³ became the most successful of all genres from Bologna. And now, in 2008, the self-made designer Jens vom Brauck from Cologne has created the synthesis of the two historic Ducati families. By turning a Monster 1000ie into a bewitchingly beautiful and simple scrambler. Handcrafted.

For the 37-year-old, his creation is the logical further development of the classic scrambler idea of ​​the 1960s: “Simple, light, robust and suitable for every route.” Scramblers were not too heavy, manageable street motorcycles that could also be used on gravel and sand and could still drive dirt roads well. That’s exactly what Jens did with his own motorcycle, on a 4,000-kilometer tour through Spain. Crossed rivers, pelted over hill and dale and steered the 1000 Ducati across the beach to the fish restaurant. “But with all off-road use, it wasn’t about building a real enduro,” explains the Cologne-based man, “but a minimalist all-round motorcycle that impresses with its simplicity, its resilience, its usability and timeless design. And that also offers maximum driving pleasure. ”A concept that also works in the hustle and bustle of Cologne? Try makes you smart. The scrambler is easy to push, maneuver and lift from the stand. Its owner attests to it that it is “filled with a tank of between 170 and 180 kilograms”. well then ..

Ignition on. There are no indicator lights. Instead: plenty of cooling fins. And great feelings. The Desmo-V2 responds to pressure on the start button on the right in the air filter box with a special kind of sound experience. This motor growls, grumbles and gurgles its steel pulse. The dry clutch rattles happily. The suction snorkeling? Simply animal. The exhaust sound? Dull and sonorous. The 1.5 kilogram, hexagonal “hexagonal” silencer from Akrapovic is made of titanium. It is actually intended for a Suzuki GSX-R 1000. But it looks like it was developed for the Scrambler and even has an “E” approval. The rear manifold comes from the 1000 monster, the front colleague and collector of a Multistrada.

Engine, chassis, ergonomics


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That fits: higher handlebars and shorter tank make for a much more comfortable seating position than on the standard Monster.

The L-Twin climbs in powerfully from the start and pushes powerfully. In the middle of the speed it gets really hot. The scrambler monster bares its teeth with every sprint. There is one more of that on the sprocket, so it has a slightly shorter translation. The construction worker with safety vest in Cologne harbor nodded appreciatively. Whether because of the sound or because of the almost inevitable wheelie is difficult to say. The approximately 85 hp have an easy job, even astonish sports drivers. Every thrust of gas a bark – and a huge leap forward. Hey, something’s going on. Handy like a mountain bike, the scrambler scurries around tin cans, traffic islands and restricted areas. Steering impulses and course corrections can be initiated very easily via the wide, raised LSL handlebar. Even though the black coated spoke rims from Alpina are a few kilograms heavier than the original series cast wheels. They are elaborately sealed on the individual spoke nipples by means of O-rings, which enables tubeless tires to be fitted. Jens chose Pirelli Scorpion Sync. With their moderately rough design, they fit the concept perfectly. And work well too. It’s fun to explore the high lean angle. The weight distribution of the Duc appears very balanced.

The kevlar-reinforced JvB fuel tank made from six layers of carbon is around five centimeters shorter than the heavy lead monster tank. A win for little people who don’t have to stretch on the beefy, short naked bike. Upright and sublime, suddenly everything is so easy here. The JvB-Ducati is an all-rounder with style. But without starry airs. “Unlike on a supermoto, you don’t put yourself under any pressure to perform,” Jens said, characterizing his machine. Right. Although the small and sturdy tires, 120 millimeters wide at the front and 180 millimeters at the rear, point more to Supermoto than Scrambler. The motorcycle is narrow and quite low, the experience value is damn high. No matter at what speed. One sees the world differently, from below. Three liters of fuel less than a series monster, two classes more driving fun.

Design and function


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This is just one of the bewitchingly beautiful JvB machines.

The stanchions of the standard up-side-down fork are polished. It speaks more finely than you are used to from monsters. A consequence of the lower vehicle weight? The likewise unchanged shock absorber works hidden under a black cover that protects it from dirt and dust. Cool. The golden Brembo brake calipers, operated by steel braided cables, are not angry biteers. But more than strong enough. Like the whole motorcycle. Break in the south of Cologne. At the “coffee bud”. See and be seen. However, this composition of carbon and metal is only spectacular at second glance. There are already connoisseurs who pay tribute to the unusual creation. People who realize that you have to put a lot of effort into designing something so reduced. Pure and puristic, this Ducati embodies pure understatement. “Driving was more important to me than optics,” says Jens. He calls this principle “functionalist”: “There is nothing on it that does not belong on it.”

For the really big show there are certainly more suitable machines than this ultra-compact 1000 series. But hardly any better beer vans. In the evening, Jens brings a box of Kolsch beer to the workshop on the sturdy carbon luggage rack. The only form of ballast he accepts. The designer and craftsman talks about his planned projects, his dreams, of course, with a maximum of two cylinders: “I would like to build a really bad cafe racer.” A call a few days later. Jens is on the other end of the line: “Hey, I repainted the machine. Do you want to see? ”Yes, we do. Now the monsters are finding their way back to their roots as a white “lucky bastard” – see photo below. The idea with the scrambler is not so absurd, the driving experience is simply daring.

Conversion information


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The subtle difference: Jens vom Brauck shows how big (and heavy) the standard tank is.

Jens vom Brauck only builds complete motorcycles. But in contrast to his previous creations, he has now stored the shapes of the conversion parts: ?? This way I can reproduce parts and don’t have to start from scratch on the next motorcycle ??. As a result, he can work to order and easily remodel customers’ monsters.

Above all, there is know-how in the carbon parts. Jens laminates the twelve-liter tank by hand and reinforces it with Kevlar. TÜV Cologne approved the material with an expert report and entered the tank. The lamp mask, luggage rack, both fenders, taillight housing and small parts are also made of carbon.

All parts are coordinated. The complete kit is therefore required when converting. For example, the original instruments cannot be mounted on the noble JvB lamp mask. The electronic immobilizer sits on its circuit board. During the conversion, this migrates into the air filter box with rubber bearings and sealed. In the future, Jens wants to use the series instruments in a flatter case. The battery is moved, it sits on new holders under the seat. A lot of work in detail has its price: around 8,000 euros for the complete conversion including wages, without exhaust and spoked wheels. Instead, with the option of extensive individual adjustments.

Contact and information at: www.jvb-moto.com

Data JvB-Ducati Scrambler 1000 DS


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Rank and slim. The wide handlebar alone protrudes from the extremely slim silhouette of the graceful scrambler.

Data
Air-cooled 90 degree V2 four-stroke engine, 992 cc,
Bore x stroke: 94.0 x 71.5 mm, six-speed gearbox, O-ring chain.

Rated output: 62.0 kW (84 hp) at 8000 rpm
Max. Torque: 84 Nm at 6000 rpm

landing gear
Tubular steel frame, upside-down fork, Ø 43 mm, two-arm swing arm made of aluminum, central spring strut, double disc brake at the front, Ø 320 mm, four-piston fixed calipers, disc brake at the rear, Ø 245 mm, double-piston floating caliper; Spoked wheels with aluminum rims, 3.50 x 17, 5.50 x 17; Tires 120/70 VR 17; 180/55 VR 17.

Weight
fully fueled under 180 kg
Tank capacity 12 liters

Price: Complete conversion costs from 8000 euros

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