Icon vs Sixty2: Which Scrambler is Right for You?

by Ian Kelso, Contributing Editor

scramble: verb scram·ble \ˈskram-bəl: to move or climb over something quickly

It’s spring in the northern hemisphere and demo ride days are upon us. Last weekend I joined up with the Ducati Experience Tour at Maranello Moto Sport in Toronto and got the opportunity to test the 400 and 800cc Ducati Scramblers back to back. Though the two models look almost identical, they couldn’t have been more different in the way they dish out power.

I had been curious about Ducati’s Scrambler lineup since they were first introduced in 2014, yet I kept missing the opportunity to get a first hand taste. Though they are slickly designed and brilliantly marketed, for some reason I was circumspect: I had the feeling I wasn’t going to be thrilled by the ride experience. I was wrong.

COVERING GROUND

The original scrambler format were road bikes specifically adapted for racing across all terrains. In a sense they were early dual-sport machines which first evolved in the 1920s to compete in no-holds-barred point-to-point races that might detour through muddy streams, up grassy hills and over stony trails. Scramblers were characterized by traits that included higher mounted exhaust pipes, a shorter padded seat, and lots of lower-end torque.

When Ducati first introduced their original scrambler in 1962 it was reportedly on the advice of its U.S. distributor the Berliner Motor Corporation who saw the opportunity to market a multi-purpose motorcycle that would appeal to both the young and the “young-at-heart”. The new style became an overnight fashion sensation and Ducati continued iterating on their scrambler line-up for the next dozen years right up to 1974.

Forty years later, in 2014, Ducati pulled a page out of their history book and introduced a completely modern interpretation of that classic paradigm.

DOING IT ALL

When I decide to become a rider four years ago, I had to make a very tough decision about what style of first bike I should buy. I live in the downtown of a major North American city, which in places I swear has streets that are rougher than a single-track trail. I often visit my father who lives right across from Limerick Forest, a fairly large dirt trail system in Eastern Ontario, Canada. Not knowing what kind of riding I would eventually favour, I bought a BMW F650GS on the premise that it could do a bit of everything. I have never been disappointed. Had the Scrambler been available at the time though, I might well have gone for it.

The new Scramblers first introduced for 2015 may at first look like strictly a play to capture a chunk of the emerging retro-standard format first dominated by Triumph then more recently BMW with its RnineT. The four Scrambler flavors were unveiled to the market as though they were a fashion collection: the base model Icon, the rugged Urban Enduro, the racer-ready Full Throttle and the 70’s throwback Classic. Then for 2016 Ducati did the unexpected and introduced its first entry-level small displacement bike in about 40 years: the 399cc Scrambler Sixty2.

My first thought is that none of these bikes look suited for a true off-road adventure. Though I am sure they could handle a bit of sand and dirt road, they are pretty bikes and I would worry too much about tipping over. On the other hand, they are light and flickable and quite well suited to hopping potholes and streetcar tracks in the urban jungle.

ZERO TO SIXTY2

First up the Scrambler Sixty2. Now I had just tested the new XDiavel which I am quite certain powers its mid-range torque directly via the nine circles of Hell. There couldn’t be a greater contrast: from an evil 1262cc 162HP beast to the angelic 399cc 41HP powertrain of the Sixty2. For the first fifteen minutes I swear I had the throttle twisted all the way open and I just kept wondering “is it on?’.

My test ride lasted about an hour through both suburban traffic and country roads alongside a group of about twelve riders all on much faster Ducatis. For the most part I managed to keep up, though I did have to quickly find the bike’s power band which is relatively small and in the highest end of the rev range. And on a few occasions I almost reached its listed maximum speed of 130 km/h. Of course this lower displacement machine is obviously not meant to go up against a Monster 1200 or a Panigale, though it was hella fun trying.

The Sixty2 is very much optimized for the casual rider, great to commute around with inside the city, and ideal as a day-tripper at the cottage or the beach. The bike handled itself very nicely through corners, and with its super comfortable seating position and relatively forgiving suspension, it was absolutely great fun to tootle around on. But I wouldn’t take it on the highway for any period of time. With no real wind protection and such a low top speed, it just doesn't have the oomph I like to have to manoeuvre at higher speeds.

A NEW ICON

The bright yellow Icon was next up. The Icon is the base level edition of the Scrambler line based on the sweet 803cc L-Twin that was ported over from the Monster 796. Immediately it was obvious that doubling the displacement seemed to have an exponential impact on the low and mid-range torque. In fact, the contrast made it almost difficult to ride at first as I had gotten into the habit of twisting very aggressively on the throttle to get away from stops with all the other bikes. After several attempts though, I started to get a feel for the way it pulled and what seemed like a smaller friction zone in the play of the clutch. It was quickly apparent why this middleweight Scrambler has been such a popular seller for Ducati. It hits a nice sweet spot: a stylish, relatively light standard bike with more than adequate power and that has suspension that can easily go from city to back road while will holding its own very respectably on the highway.

SCRAMBLER VS GS?

The Scrambler makes a great everyday bike in many ways. But would I take one over my F650GS? That would actually be a very tough decision. Overall I think the Scrambler is slightly more fun to ride. The Urban Enduro edition certainly offers a slightly more off-road capability than the others in the lineup, though I have I have not done much off-pavement in the past couple of years. Power-wise, I also find the Scrambler had more on offer with some good strong pull earlier in the rev range. And that classic L-Twin just makes a more pleasing sound than the somewhat more bland whir of the F650GS’s parallel twin. But the BMW has much better suspension, wind protection and a great luggage system, and so stock it is definitely a superior touring machine. Of course there are several option for after market windscreens and luggage for the Duc, so it might be a toss up. I’d definitely need to spend more time with the Scrambler to really know.

ICON VS. SIXTY2?

While the Icon is a fabulous value at an MSRP of USD $8,495 (CAD $9,895), the Sixty2 comparatively seems dear at USD $7,995 (CAD $8,895). I would have expected it cost less.

If you really want an ultra-cool looking but relatively tame bike, one that is sure to be easier on insurance rates and gas, the Scrambler Sixty2 is an excellent example of neo-retro design coupled with modern engineering.

Value-for-money though, I would personally spend that little bit extra and get one of the higher displacement Scramblers like the Icon. With loads of power available when you want it, it is still very well mannered and almost every bit as easy to handle as the Sixty2, even for a new rider. It's just a fun and super groovy versatile machine, you might end up wanting to collect all four editions 🙂

Either way the Scrambler format is back. I am certain it will be around for at least the next dozen years.