Ducati Scrambler Desert Sled

Menus

• V2, 803 cm3, 75 horsepower at 8,250 rpm, 68 N.m at 7,750 rpm, 191 kilos dry, from € 11,290 (in red)
• If it claims to evoke trips in the Californian desert, the Scrambler Desert Sled refers us above all to the simple joys of old-fashioned trail running.
• Discovery
• In the saddle
• In the city
• On motorways and main roads
• On small roads
• Off-road
• Part-cycle
• Brakes
• Comfort and duo
• Consumption / autonomy
• Conclusion
• The Ducati Scrambler Desert Sled video test

V2, 803 cm3, 75 horsepower at 8,250 rpm, 68 N.m at 7,750 rpm, 191 kilos dry, from € 11,290 (in red)

If it claims to evoke trips in the Californian desert, the Scrambler Desert Sled refers us above all to the simple joys of old-fashioned trail running.

A family and, perhaps one day, who knows, a brand in its own right: this is where the Ducati Scrambler stands today. Since its appearance two years ago, this machine has never ceased to amaze, first of all by its sales figures (32,000 units, divided equally), but also by the ability of Ducati to decline a universe . Admittedly, the power of marketing never ceases to amaze, at the sight of Ducati pubs: by buying a Scrambler, you might think that suddenly you are going to have lots of blue-eyed girlfriends who skate barefoot and lots of bearded tattooed friends who are doing BMX and surfing and we’re going to spend some awesome evenings having log fires on the beach. Life then becomes very sweet and carefree. So Scrambler !

This trendy packaging notwithstanding, the Scrambler range is growing. We tested the 400cc Sixty-2 last year and for 2017 we have Cafe Racer and Desert Sled versions available to us, to make a real family..

But what exactly is this name Desert Sled? Here again, one might think that marketing has struck again: the Desert Sled, these are machines used by Californian bikers in the 70s, generally road vehicles of more than 500 cm3, to which we grafted spoked wheels, tires off-road and a belly pan to go riding in the desert, with no other objective than the pleasure of the present moment. Sled would come from elsewhere, if one is to believe some knowledgeable people, of the contraction of "Skid Plate", or "engine shoe". That said, Ducati still has legitimacy in the matter since a 350cc single-cylinder Scrambler won a Baja event in 1969..

Discovery

When the folks at Ducati are told that their Scrambler Desert Sled is a pretty evocation of the iconic Yamaha 500 XT, they (very well, by the way) feign surprise. “Oh, you know, back then all enduro bikes had gold wheels and then we just upgraded an Urban Enduro Scrambler, to see and we took white molds because it was less. Dear ". Such a conviction deserves respect: we will therefore pretend to believe them.

However, if you have two fingers of general culture and motorcycling, the parallel is obvious. That said, this is not dishonorable, in addition to completely sticking to current market trends where the garage and youngtimers are on the rise..

So 500 XT or not, the Scrambler Desert Sled still has the job head. Originally dedicated to the city and quiet rides, the Scrambler Desert Sled is tough from head to toe, as evidenced by the optional notched footrests on our test machine. We will see in the following paragraphs if it is just chewy or not.

In the meantime, the Desert Sled differs from other Scramblers by its golden wheels, its slightly more off-road trim, with more generously sized mudguards. We also note the new handlebars and the engine protection plate, the famous "Sled". In short: impossible to confuse it with another representative of the Scrambler family.

In the saddle

Attention, that changes: from 790 mm on a classic Scrambler, the saddle rises to 860 mm on the Desert Sled. Does this mean that the Desert Sled is reserved for those who eat well in the canteen and who take two portions of soup? Not really. Because the saddle is quite narrow and rounded on its edges, which makes it easier to understand. As an option, an 840mm saddle is available. Getting on board, you can’t say that the suspensions are loosening and saving a few precious millimeters, but the fact remains that no journalist on this test really complained about a disabling saddle height.

Compared to the base Scrambler, the Desert Sled inaugurates a handlebars that are both higher and more forward. This new ergonomics makes sense when we discover that the driving position standing on the footrests is completely natural..

For the rest, we find the world of Scrambler, with this complete digital dashboard but not always readable, especially at the level of the tachometer. It doesn’t really matter, because the Desmo is an engine that plays its cards on the tables and can behave perfectly by ear.

In the city

The 803 cc V2 has obviously passed Euro4 standards. Knowing that the curves and values ​​of power and torque are absolutely identical to the previous version, one might think that this development goes unnoticed. But in fact, no: because Ducati has also reworked the flexibility and response to the throttle. Result: the V2 does not knock at low speed and lets itself be carried out smoothly. In town, he holds the 4th at a small 2000 rpm without flinching and reacts to the handle without martyring his transmission.

By going from 41 to 46 mm in diameter, the new fork could handicap the turning radius. This remains however very correct. For urban use, we will also appreciate the good feeling of the controls and the progressiveness of the brakes. On the other hand, the Scrambler Desert Sled does not shine by its practical aspects and you will stick the lock around your neck. Finally, so to speak ….

On motorways and main roads

Let’s be frank: of the motorway and the main roads, we didn’t really do that in this test. However, with its 75 horsepower, the Scrambler has the drive to conquer wide horizons. However, it can deliver other pleasures that make the trip more interesting than the destination. And its new chassis, longer and more rigid than that of the base Scrambler, can only give it more stability..

On small roads

This is the natural playground of this motorcycle. And there, the good news arrives in shambles. The ergonomics are natural and the extra 21 pounds don’t really show. Suddenly, thanks to the excellent availability of the V2, the Scrambler Desert Sled lets itself be carried away, smoothly in the fat of its torque, or by pulling a little more on the reports to exploit all its reach. The gearbox locks well and the feel of the brakes is pretty good. In short, the bike swallows the bends with a lot of pleasure, not requiring special instructions, letting itself be taken on the handlebars or footrests.

Admittedly, by going more dynamically from pif to paf, the 19-inch front wheel shows a very small inertia, but nothing really consistent or that detracts from the pleasure. At legal speed on departmental roads, the Scrambler Desert Sled is held at a small 4000 rpm in 6th. Without being a thunderbolt, the Desmo is then a very pleasant traveling companion on tortuous, torquey routes and available over a wide rev range. We will drive by ear because the tachometer, by bar graph in the lower part of the counter, is illegible.

What more does the Desert Sled bring compared to other Scramblers in this type of environment? In absolute terms, nothing fundamental: we find an easy and natural motorcycle, which is forgotten to provide a real feeling of freedom to its rider. In detail, the better quality of the front suspension significantly improves the absorption capacity of irregularities in the bitumen; we therefore rediscover the pleasure of old-fashioned trails, before this category of machines became gas factories, too heavy and too powerful.

Off-road

Given the specifications, we can say that the Desert Sled has succeeded. Because the forty kilometers that we did on tracks in a western setting demonstrated the qualities of the machine. Whether on clay or in sandy portions, the Desert Sled has proven to be born. Beforehand, we will have taken care to disconnect the ABS by a few easy operations on the left stalk. Be careful, however: switching off and on again does not reactivate ABS; do not overlook this detail when leaving the track to get back on the road.

The riding position standing on the footrests is natural and you can easily move the handlebars to support and turn it. The tank, thin, does not interfere, unlike the upper anchor of the lateral shock absorber, left side, which can be a discomfort in the calf.

The suspension travel has significantly increased on the Desert Sled: now you can count on 200mm at the front and rear, which is 50mm more in both cases. The fork deserves nothing but praise, with progressive and qualitative reactions in compression as in rebound, while the rear shock absorber is correct without being exceptional..

We also appreciate the dosability and progressiveness of the braking, as well as the traction capacity of the Pirelli Scorpion Rally STR in the sand..

Finally, even when we see steering reactions, when the 19-inch wheel hits a rock under acceleration in a groove, the longer wheelbase allows the machine to regain some stability more quickly..

Part-cycle

Taller, longer, stiffer, heavier: this is how the Desert Sled is positioned compared to a Scrambler Icon, for example. Higher, we have said: we gain 50 mm of travel, but above all better quality suspensions. If this is true in the back, it is even more glaring up front. The Kayaba inverted fork goes from 41 to 46 mm in diameter and above all, it becomes fully adjustable. Whether on the road or on the track, it gave complete satisfaction with progressive reactions and good damping quality..

As the swingarm is also new in addition to being reinforced, the machine is longer: this goes from 1445 to 1505 mm of wheelbase and from 2100 to 2200 mm long. But that’s not all: on a normal Scrambler, the rear part of the engine block is load-bearing, being located between both the engine and the swingarm. On the Desert Sled, the swingarm hooks onto the frame, the rear part of which is reinforced for the occasion. Result: the weight climbs by 21 kilos, since the wheels and suspensions are also heavier, not to mention the fittings including the approved headlight grille and especially the famous "sled".

Let us also mention the fitting of tires, Pirelli Scorpion Rally STR. We have talked about their TT skills before, but they also made a good impression on the road. On the morning of the test, we encountered temperatures of 2 ° C and sections in the shade, at an altitude of 1,100 meters on a pass in the heights of Almeria. And despite a relatively lively pace, although curled up, no loss of grip to report, even when the toes of the boots kiss the asphalt. Finally, they are relatively silent despite their large blocks and are distinguished by fairly low rolling noise..

Brakes

An impressive radial Brembo clamp operates at the front. It is more than sufficient considering the measured weight of the motorcycle and the power, both modest and progressive, of the machine. What we appreciate, therefore, is the good feeling and the right dosage of this equipment, while the quality of the fork, which has been mentioned many times, makes it pleasant to use and contributes to an overall feeling of safety and qualitative.

Comfort and duo

This was not really one of the strengths of the Scrambler generation (the dedicated forums are full of posts revolving around the theme of the "gel saddle")! The conditions of our essay make it difficult to give a definitive opinion on the matter..

Admittedly, the saddle has been redesigned, but it remains a little firm at first contact. The mileage missed (as much as 40% of the test was done standing on the footrests) to have a strong opinion on how friendly it is to your foundation. And for the duo, there is bound to be better, even if the Desert Sled is still nothing of the fakir board. Especially since the suspensions have improved, even more at the front than at the rear.

Consumption / autonomy

The Desmo 2 valves is traditionally sober and with 13.5 liters in the tank, we should be able to type 200 kilometers of desert (or asphalt) without too many problems. When asked whether Ducati engineers had considered a tank with a higher capacity than other Scramblers, the answer was instantly no. No question of muddying the waters and those who want more will be referred to a Multistrada 1200 Enduro.

Still, a Desert Sled with an 18 or 20 liter tank, it would not have contrasted with the Baja style !

Conclusion

Let’s be clear: the Desert Sled Scrambler is a lot of fun. Not because it promises you California, but because it reconnects with the simple and essential joys of motorcycling, close to those of old-fashioned trail running. This is a more comfortable Scrambler, better suspended, more versatile, really capable in soft off-road and probably more than its two other competitors of the 2017 vintage, the Triumph 900 Street Scrambler and the Yamaha SCR 950, thanks to more successful suspensions. Here is a machine that makes you want to hang a blanket on the saddle, stick underpants and a toothbrush in the backpack and cross France on the small roads in yellow on Michelin maps.

As for the look inspired by the 500 XT, this is undoubtedly a happy coincidence !

Strong points

• Deliciously vintage look
• Capital sympathy
• True trail versatility
• Excellent fork
• Disconnectable ABS
• Back to basics: the simple joys of old-fashioned trail running

Weak points

• Unreadable tachometer
• Rear shock a little dry
• Saddle comfort to be validated on a longer test
• Slightly annoying rear shock anchor point when standing

The technical sheet of the Ducati Scrambler Desert Sled

Test conditions

• Route: 150 kilometers in the Almeria region (southern Spain), of which about 40% on track.
• Motorcycle mileage: 380 km
• Problem encountered: none

Competition: Triumph 900 Street Scrambler, Yamaha SCR 950 Scrambler

The Ducati Scrambler Desert Sled video test

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