Duel Ducati 1100 Vs Triumph 1200 XC: Scrambler against Scrambler
Two members of the Scrambler family are opposed on Site: the 1100 Special Ducati released last year and the all new 1200 XC Triumph! Which motorcycle to keep after this duel? MNC carefully studies the question and gives you its answer…
Duel Scrambler 1100 Vs 1200 XC page 3: False brothers
In appearance, the Scrambler 1200 XC is more imposing than the Scrambler 1100: the seat and tank are higher on the Triumph and the exhaust is prominent, while the 21-inch front wheel and belly pan end up ranking this. motorcycle in the trail category.
In comparison, the Ducati is more like a roadster. On paper, the 1100 Special is heavier than the 1200 XC: 211 kg all full against 206. Handlebars in hand, however, the "balance" is reversed: the weight of the higher Triumph makes it a suspicion less easy to maneuver.
In terms of turning radius, the Triumph has a slight advantage since it turns around by biting a tire on two parking spaces (5.15 m measured by MNC). The Ducati requires an additional tire, but this tiny gap is not enough to tip the scales.
The catch in hands in the buttocks is also easier on the Ducati: its saddle is significantly lower (3 cm less than the Triumph, see the technical sheets on the last page) and a little thicker. The first contact is therefore better !
In addition to its high saddle (3 cm less than the XE, however!), The Scrambler 1200 XC saddle is placed vertically above the footrests. It is therefore less obvious to put both feet on the ground simultaneously. Adults will quickly get used to placing their calves in front of the footrests rather than outside.
Still on the English Scrambler, the knees of great bikers slip naturally under the tank and above the cylinder heads. The Italian Scrambler has a narrower engine but its tank adorned with decorative flanks pushes aside – unnecessarily? – legs. Pity. The legs are also more bent and back on the Ducati.
To summarize and caricature a bit, the Ducati is perfect for motorcyclists who dress in size M and the Triumph is more for sizes L. XL sizes can turn to the Scrambler 1200 XE while sizes S can stay on small Scrambler … 800 or 900 !
The levers of our two motorcycles of the day are adjustable … in spacing. On the Triumph, we would also have liked to be able to adjust the hardness of the clutch: the left lever is harder to operate on the English and becomes tiring in traffic jams. Conversely, the clutch is confusingly smooth on the Italian.
The engine of the Triumph is started without any effort … or contact! On the other hand, blocking the steering requires inserting the key in the small lock. A curious choice on the part of the engineers, on a motorcycle that is as modern in its technological content as it is classic in its lines..
The flat, wide handlebars of the Ducati require you to lean – very – slightly forward, while that of the Triumph keeps the rider’s back perfectly straight. Less wide, the handlebars of the English do not make it much easier to climb back into the heart of traffic because it is a little higher, at the height of the mirrors of SUVs and vans.
Waking up the L-Twin is a little more tedious than that of the Parallel Twin: the Italian pistons are not, however, much wider than the English ones and travel less distance. And once the engines are started, the sound of the "very" Special 1100 is disappointing. A shame for a Ducati, especially equipped with a Termignoni !
By playing with the throttle, MNC does not find the ferocious rumblings when accelerating and then the sulphurous backfiring when decelerating emitted by the vast majority of Ducati motorcycles … and Italian in general! Even more annoying, the pot does not cover certain mechanical noises emanating from the cylinder head…
In town as on small roads, we hear more the clicking of the desmo-due-dromic distribution than the snoring of the exhaust. We are thus closer to the jackhammer than to the "blackmailer". Frankly unpleasant, not to say disturbing !
L-twin vs. parallel twin
The soundtrack is infinitely more melodic on the Triumph: with the "made in Hinckley" Scrambler, no need to dig into the accessories catalog to enjoy an exhaust as elegant as it is roaring. Difficult to resist this call from the forest road. "Let’s go!", Seems to say the English !
On the Ducati, the accelerator – wireless – is pleasantly docile: the first degrees of rotation do not excessively increase the engine speed. The first report being a long hair, do not hesitate to put a good ladle of gas to take off.
The 1100’s gearbox is both fast and precise. Experienced riders can do without the clutch to quickly up or down gears. No need for an "up / down" quickshifter on this Italian machine. Bravissimo !
On the 1200, the gearbox is less fast but it makes up for it thanks to its gentle selection. The British Scrambler even takes the ascendancy thanks to its significantly smoother and more vigorous engine in the first half of the digital tachometer.
Available from idle on the first three reports, the English watermill already pulls energetically between 2,500 and 4,000 rpm while in front – or far behind! – the Italian air mill reluctantly relaunched the bike under 2500 rpm…
In a congested city center – or run by idiots? -, the Scrambler 1100 forces its driver to juggle between first and second gear at around 30 km / h. To travel between 50 and 70 km / h on the Paris ring road, we stay in 4th. The Scrambler 1200 XC accepts it to descend to 60 km / h (2000 rpm) in the sixth and last gear.
The rear brake pedal is a bit harsh on the Ducati, but it effectively slows the bike down. A good point in town with a passenger in particular, on curved roads for the fine pilots, even on unmarked paths for the more adventurous. On the Triumph, the control is a little more progressive therefore a little more efficient.
The Ducati benefits from a front axle more agile and more "frank" than that of the Triumph which resists a suspicion before plunging into crossroads, roundabouts or bends. The behavior of the "trail" Triumph corresponds more to the Scrambler of the last century. With its greater travel, better cushioning on big shocks and its hoof, it is more apt to ride in almost all-terrain..
The Ducati does not have bad damping, but the more closed hydraulics of its suspensions give it a roadster behavior. Its reactions are direct and measured, which makes it more obvious to handle: less "toy" than its little brother of 800 cc, the Scrambler 1100 would almost pass for an average displacement compared to the 1200 XC. And it’s not a fault !
Overtaken by its English rival in low revs, Italian mechanics finally supports the comparison when maintained between 4000 rev / min and the red zone. The acceleration and pick-up then become comparable … Remarkable from the parallel Twin which, unlike the L-Twin, does not experience any idle time between 3000 and 7000 rpm !
The Ducati confirms its – only – road skills with particularly biting, powerful … and attractive braking! The pilot benefits from better support on his front axle, which also offers more rigor and precision when entering curves..
The suspensions of the Italian react more on the big and / or ugly fittings: the Marzocchi fork shakes the pilot but does not break him either. Then the Kayaba shock absorber absorbs the obstacle a little better but becomes a block, so that the trajectory of the motorcycle is only slightly modified..
Fans of "neo-retro-active" motorcycles will therefore prefer the behavior of the Scrambler 1100: the better tuned suspensions encourage more rhythm and will make it easier to follow modern roadsters, or even maximum sportsmen..
With rigor or more gently ?
On the Triumph, the front brake is less convincing due to a dead travel at the lever on the first third, then an attack a little too fierce which makes the front axle plunge. The set is not ideal for braking to the millimeter … The marriage between the Ohlins fork and Brembo calipers is not the happiest.
The front end of the Scrambler 1200 XC appears more blurry – or less clear, rather – than that of its Italian opponent. For MNC, the presence of a 21-inch rim is a little "too much": by adopting a 19 ‘(or even 18 as on the 1100), the slider would have advantageously slipped from off-road to urban and peri- urban.
Likewise, on the handlebars of the Triumph, the rider has the feeling of driving a longer motorcycle: one would swear that the gap between the two wheelbases exceeds the 16 mm indicated by the technical sheets (see last page).
In the winding, the Triumph is more physical to take. Curiously, the comfort of the 1200 is not much better on cobblestone streets compared to the 1100. The XC is moreover more wiggly than the Special, especially at the exit of bumpy curves where the two Ohlins shocks take longer. to wedge the rear of the machine.
The pilot’s rear axle, meanwhile, is not spared by either of the two mounts. On the Ducati, the bowl-shaped saddle greatly limits changes of position: impossible to move forward or backward. On this Italian, we start to feel fatigue too quickly….
Flatter and a little wider at the rear, the Triumph saddle allows it to move more freely and to modify its seat a little. This allows you to endure a little longer outings, even if the sore buttocks inevitably ends up breaking out after a hundred kilometers without a break..
Do you have to suffer to be beautiful? The future owner of the Scrambler Triumph will have to comply with this adage: the pot heats, grills or burns the right calf depending on the type of pants worn … You have to know how to stay "cool" in all circumstances, like Steve McQueen in front of the camera (because at home, it seems, Terence was sometimes lacking in composure)….
The Ducati Scrambler also heats up but in a more diffused manner, so bearable. With this traveling companion, the whole of the right leg benefits in winter or suffers in summer from the heat given off by the rear collector.
On expressways, the driver’s endurance is not reduced by vibrations: the Ducati is very reasonable on this point, even more than the Triumph on which MNC has made a habit of not over-tightening the tank which sizzles at from 3500 rpm … or 110 km / h in sixth, precisely !
To drive at the same speed in the last gear, the Ducati has to make its engine run 500 rpm (per minute, yes) faster. Despite this difference, it is indeed the 1100 which consumed a little less than the 1200 over the whole of our journey: 5.3 l / 100 km against 5.5.
Taking into account these average consumptions, the two Scramblers have comparable autonomy since the English embeds a liter of fuel more than the Italian (16 l against 15). Enough to cover about 290 km before running out of fuel.
In order not to fall off the motorcycle, the passenger will probably prefer to sit aboard the Triumph: he can grip the small hoop intended for him with one hand and place the other hand on the tank. We are much better fitted than on the Ducati, whose discreet notches offer less good hold.
On the 1200, small lugs should be used to secure a bag when riding solo. Le Journal moto du Net simply regrets that they are placed a little too far behind. MNC also encourages English engineers to enlarge the box hidden under the saddle, allowing an external battery to be recharged by USB, for example..
On the 1100, an empty space – therefore lost – is between the saddle and the mudguard. We could possibly stuck a fluorescent yellow vest there, but that would swear too much with yellow – Modena? – the rear spring, right? On a machine of this standard, and therefore of this price, we cannot be resolved…
Verdict: the Scrambler triumphs !
About the price precisely, Site must report that the Scrambler 1200 XC borrowed from Triumph France slightly exceeded the 14,800 euros of the original model. The small optional windshield that isolates the bust from fresh drafts costs 99 euros, to which must be added the 45 euros of the assembly kit.
For a little less than 15,000 euros therefore, the English offer a Scrambler 1200 XC more aesthetic than its Italian rival, with better acoustics and a fantastic engine. It will also be more smart on all roads, but its high saddle, its more imposing size and the heat released by the exhaust could "cool" some..
Cheaper from the outset (14,350 euros), the Scrambler 1100 Special becomes 1200 euros more expensive than its English competitor with its pretty double Termignoni exit, essential to adopt a real scrambler look … It is unfortunately insufficient to cover the noise mechanics of the L-Twin and compensate for its perfectible finish.
The Ducati therefore leans at the end of this new MNC match, despite striking strengths: a more compact size than that of the Triumph and a more lively roadster behavior, on small roads in particular. What to tip the scales? You choose !
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