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Ducati’s 1100cc Scrambler gets monster attention




Ducati’s 1100cc Scrambler grabs the crowds at EICMA.

The ever-expanding range of the Scrambler has grown again with the new 1100cc version, which means that the Scrambler range now has three different engine sizes with the: 400, 800 being joined to the party by he 1100. The 1100 comes in 3 variations: The 1100, 1100 Special and the 1100 Sport.

Whilst the 800cc Scrambler now comes in 8 variations – with the Mach 2.0 being revealed at the Wheels and Waves event in the summer.

The Scrambler 1100 is the standard model of the three, new versions, but it still has plenty of new features to satisfy. This new bike maintains its old-school looks but is equipped with an LED daytime running light, traction control and Bosch cornering ABS which is a new to the Scrambler range.

The exhaust is different to that of the 800 and 400 versions – as the 1100 now have a twin exhaust system, which looks like it has been lifted straight from the Monster. The 1100 is available in ’62 Yellow and Shining Black for €12,990.

The 1100 Special shares the same engine and electronics package as the base model but it differs with lower handlebars, front and rear aluminium mudguards, chromed exhaust pipes, black spoked wheels, anodized aluminium fuel tank side covers, a double swingarm with brushed surface finishing and a new, dedicated seat fabric. The Special is only available in Custom Grey for €14,290.

The top-of-the-range 1100 Sport has a number of premium features, including most of those from the above Special, but also adjustable Öhlins suspensions, a fuel tank with yellow central stripes and under side covers, mudguards with yellow stripes, black fuel tank covers and an aluminium double swingarm. The Sport is only available in Viper Black and will set you back €14,990.

Technical Specifications


· Type: L-Twin, Desmodromic distribution, 2 valves per cylinder, air cooled

· Displacement: 1,079 cc

· Bore x stroke: 98 x 71 mm

· Compression ratio: 11:1

· Power: 63 kW (86 hp) @ 7,500 rpm

· Torque: 88 Nm (65 lb-ft, 9.0 kgm) @ 4,750 rpm

· Fuel injection: Electronic fuel injection, Ø55 mm throttle body with full Ride by Wire (RbW)

· Exhaust: 2-1-2 system with catalytic converter and 2 lambda probes, twin stainless steel muffler with aluminium covers and end caps


· Gearbox: 6 speed

· Ratio: 1=37/15 2=30/17 3=28/20 4=26/22 5=24/23 6=23/24

· Primary drive : Straight cut gears; Ratio 1.85:1

· Final drive: Chain; Front sprocket 15; Rear sprocket 39

· Clutch: Light action, wet, multiplate clutch with hydraulic control. Self-servo action on drive, slipper action on over-run


· Frame: Tubular steel Trellis frame

· Front suspension: Marzocchi fully adjustable Ø45 mm usd fork

· Front wheel travel: 150 mm (5.9 in)

· Front wheel: 10-spoke in light alloy, 3.50″ x 18″

· Front tyre: Pirelli MT 60 RS 120/70 ZR18

· Rear suspension: Kayaba monoshock, pre-load and rebound adjustable

· Rear wheel travel: 150 mm (5.9 in)

· Rear wheel: 10-spoke in light alloy, 5.50″ x 17″

· Rear tyre: Pirelli MT 60 RS 180/55 ZR17

· Front brake: 2 x Ø320 mm semi-floating discs, radially mounted Brembo Monobloc M4.32 callipers, 4-piston, axial pump with Bosch Cornering ABS as standard equipment

· Rear brake: Ø245 mm disc, 1-piston floating calliper with Bosch Cornering ABS as standard equipment


· Wheelbase: 1,514 mm (59.6 in)

· Rake: 24.5°

· Trail: 111 mm (4.4 in)

· Total steering lock: 34°

· Fuel tank capacity: 15 l – (3.96 US gal)

· Dry weight: 189 kg (417 lb)

· Wet weight: 206 kg (454 lb)

· Seat height: 810 mm (31.9 in)

· Max height: 1,330 mm (52.4 in)

· Max width: 895 mm (35.2 in)

· Max length: 2,190 mm (86.0 in)

· Number of seats: Dual seat


· Standard equipment: Riding Modes, Power Modes, Ducati Safety Pack (Cornering ABS + DTC), RbW, LED light-guide, LED rear light with diffusion-light, LCD instruments with gear and fuel level indications, Steel tank with interchangeable aluminium side panels, Machine-finished aluminium belt covers, Under-seat storage compartment with USB socket

Warranty and Maintenance

· Warranty: 24 months unlimited mileage

· Maintenance service intervals: 12,000 km (7,500 mi) / 12 months

· Valve clearance check: 12,000 km (7,500 mi)

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James has been riding motorcycles for 4 years, commutes to his day job on his trusted Yamaha Fazer and loves anything Modern-Retro and customised.


Custom of the Week: Yamaha SR500 ‘Scrambler’ by Daniel Peter




SCRAMBLERS ARE A HOT TOPIC. Build one, and you’re sure to be judged solely by how well equipped it is for hardcore off-piste use.

But that’s not all that scramblers are about. Daniel Peter compares his latest build to his childhood BMX—and it’s pretty much how we feel about modern-day scramblers too.

“When I was four years old, my BMX bike became my life,” he explains. “It was so simple, yet so fun. Just wheels, pedals and brakes. I’d ride it to the beach, jump a few curbs along the way, race my friends. Those were the good days.”

“30 years later, I set out to build a motorcycle based on the same principles. There’s nothing on this bike that doesn’t need to be there. It has wheels, a punchy engine and great brakes. I didn’t even put a speedo on it, because I never looked at the one on my last bike.”

Daniel works as a photographer in Chicago, but wrenches during the winter to keep his passion for riding alive. He keeps a workshop in Chicago’s Logan Square neighborhood, outfitted with a tool cabinet, a welder, and a 1940s South Bend lathe.

This 1978-model Yamaha SR500 is the fourth Yamaha 500 he’s built to date. “It’s the most simple, yet the most thorough, of the bunch,” he says.

The motor’s been bumped to 540 cc, with a grocery list of go-fast bits that includes a lighter XT500 crank, a new piston from JE and a Megacycle cam for better torque down low.

R&D valve springs with titanium caps, a Powerdynamo ignition and a high-flow oil pump from Kedo round out the package.

Hoos Racing refreshed the crank and cut new valve seats for Daniel, but he tackled the rest of the rebuild himself. Every single bearing and seal was replaced along the way too. As for the carb, it’s been swapped out for a 39 mm Keihin FCR flatslide number, fed by a fat K&N filter.

The exhaust system is a combination of a custom made stainless steel header, and a Cone Engineering muffler.

The SR rolls on 17” supermoto wheels, borrowed from a KTM (front) and a Honda CRF450 (rear). They’re wrapped in Pirelli MT60 Corsa tread; a 120 up front, and a chunky 160 on the 5” rear rim. (“It juuust fits,” says Daniel.)

The brakes have been upgraded with a mix of Brembo and Beringer parts, with an RCS 14 radial master cylinder up front.

On top is an aluminum Yamaha XT500 fuel tank, wrapped in a paint scheme “inspired by an unforgettable riding trip through Baja.” Just behind it is a new saddle from MotoLanna, with a new kicked-up subframe loop.

It’s just about spring in Chicago, so Daniel must be itching to rack up the miles on his SR500. And we’re betting it’s going to be impossible to get him off it.

A version of this article first appeared on Bike Exif. It’s republished here with permission.

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Icon claim back the streets in their latest, epic video



Street’s Not Dead.

Regular readers will know that we eagerly await anything released from the US streetwear firm Icon Motorsports. So the moment that a video drops from the Portland firm we’re bound to pay attention.

That’s an interest piqued double when they post it alongside what is essentially a call to arms…

“Street’s not dead. If you think it went away, you’d be wrong. Street’s still here undermining pompous authority, rejecting standards, and bucking the status quo..”

And they’re not kidding either. With the Icon clad rider thrashing their Kawasaki ZX-10R through city streets, car parks and even a public fountain at one point, there’s a lot to take in.

Couple that with their usual loud, Icon style and you’ve certainly got a statement of intent.

(Don’t try this at home kids).



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