ROAD TEST – 2016 Ducati Scrambler Sixty2
If you know Ducati, you’ll know about the new Ducati Scrambler. And if you know the new Ducati Scrambler, you’ll also know the “Land of Joy” tagline that’s been used to promote the reborn street-smart commuter.
Unlike other Ducati models, marketing for the Scrambler has been pushing a lifestyle as much as the actual metal, with Scrambler-specific apparel and casual wear, a heavy social media campaign, Scrambler-specific events and lots of unconventional marketing activities: there was even a Scrambler app - to find cool eateries - recently added for the European market.
This approach has worked, though. Aided by sharp pricing, the Scrambler was far-and-away Ducati’s top-selling model last year, so expanding the formula makes sense. That’s exactly what Ducati has done with a smaller take on the Scrambler – that’s accessible to a broader range of riders – in the form of the Scrambler ‘Sixty2’.
Little Brother
While taking its name from the 1962 debut year of the original Scrambler (a single-cylinder 250cc machine that was produced until 1974), the new Sixty2 is far removed from those origins.
A street-focussed roadster, the Sixty2 is essentially a scaled down version of the new Scrambler, and carries many of the same features and componentry as its bigger brother.
Power comes from a 399cc Desmodromic L-twin, making it well and truly LAMS legal and the first genuine small capacity bike to be available here from Ducati in a long time (before the Scrambler Sixty2, the only officially-imported Ducati to fit the LAMS laws here had been the Monster 659, which just scraped in under LAMS’ capacity and power limits).
Hand Me Downs
From a distance, it’s hard to pick the full-size Scrambler and the Scrambler Sixty2 apart. Both versions run the same steel trellis frame and feature common components like wheels, seat and guards.
Up close, the differences become more obvious, with the Sixty2 running a different tank and fewer detailing touches on the engine, but the main difference is at the front end, where the smaller Scrambler runs conventional 41mm Showa forks, rather than the adjustable USD set-up of the bigger machine.
Brake calipers are different, too, with the Sixty2 running 2-piston Brembo stoppers on the single 320mm front disc, with a single-piston Brembo on the 245mm rear disc.
ABS is standard, though. The Sixty2 also runs a heavier steel swingarm, rather than the diecast aluminium unit of the larger Scrambler.
The Look
If it’s a Ducati, it has to have style and the Sixty2 certainly has that. The successful template set by the new Scrambler hasn’t been messed with much on the Sixty2, with the only notable difference being the fuel tank, which lacks the removable side panels of the bigger bike.
Three colours – Atomic Tangerine, Shining Black and Ocean Grey – are available and all look pretty cool, but more options are sure to be added (a Sixty2 in the Scrambler Icon’s yellow, please!).
The offset gauge, old-school round headlight and branded seat are all retro-influenced style features. But, as with any Ducati, you do pay a premium for style.
The Sixty2 retails for $11,990 (plus on roads), which is a big outlay for the first time riders this bike is largely aimed at.
However, I’d expect many Sixty2 buyers to hang on to the bike after their LAMS restriction ends. Why?
It’s a great bike to ride, with easy handling and power beyond the perception you’d have of its engine.
The Power
The 399cc Desmodromic L-twin in the Sixty2 outputs 30.2kW at 8750rpm and maximum torque of 34.6Nm at 8,000rpm.
Fuel delivery is via EFI with 50mm throttle bodies, with a 10.7:1 compression ratio.
That torque-rich engine is arguably unlike anything else in the LAMS market and delivers the sort of on-road performance that, in my opinion, you don’t really get with singles or parallel twins of similar capacity: there’s a “meatiness” to the Sixty2’s power delivery that really sets it apart.
As mentioned, the performance of the engine is a big plus with the Sixty2 and will make it hard for some riders to part with after their LAMS restriction ends.
But I’m sure the enjoyment to be had from a Desmo twin in this ‘entry level’ configuration will give Ducati newbies a taste for bigger capacity machines from Borgo Panigale!
In the Seat
Given its need to appeal to both first time and returning riders, the ergonomics of the Sixty2 are wholly conventional. The bars are wide, with an easy reach.
Same goes for the pegs. Switchgear is simple and functional. Riding position is upright, with the seat – at 790mm – both comfortable and low enough to suit most riders. Lower (770mm) and higher (810mm) saddles are available as accessories.
The mirrors are large, well-placed and offer good vision, while the narrow fuel tank makes for a more comfortable riding position, too.
It all adds up to a bike that’s easy to control and one that first timers will be able to tackle with confidence.
I can see Sixty2 buyers making a few changes, though. At Throttle Roll, Fraser M/C had a Sixty2 on display with a lower fat handlebar fitted, which looked great and a bit more sturdy than the OEM bars.
That same bike also had a Termignoni exhaust: another tasty option. Similar to the bars, I’d expect many owners to swap out the factory indicators for something smaller and more subtle. Same goes for the mirrors.
Ducati have a bunch of accessories available (more than 50 at last count) to suit those who want to make their Sixty2 more individual, and I’m sure the aftermarket will soon have a bunch of bits ready to suit this bike, if they don’t already.
Speaking of accessories, I reckon a new sidestand should be on the list, as the unit fitted isn’t very user-friendly, with an excessive lean angle that makes it hard to park the Sixty2 in tight spots.
Odd Spots
The first thing that struck me when taking my Shining Black Sixty2 out for a blast was the offset LCD gauge. It’s all part of the retro package on this bike, but it does take some getting used to.
This positioning does free up dash space to mount your phone or other navigation system, though. Also in the “odd” department is the Sixty2’s lack of a fuel gauge.
There’s a fuel warning light, but for longer rides away from the city, you really want a gauge, rather than the light or the old school method (that I used) of opening the fuel cap and rocking the bike from side to side to “guess” the amount of fuel left.
On the Road
In my first few hours on the Sixty2, a number of things became apparent. Firstly, this Ducati gets a LOT of looks and positive comments.
Wherever I parked it, I got good feedback, but mind you, I was in some of Sydney’s trendiest hotspots, where style is appreciated more than performance.
Suspension, a little softer and with more travel than the full-size Scrambler, will suit the needs of most riders, while brake feel is good, with a smooth lever action and good bite from the Brembo calipers, backed by the added confidence that ABS delivers.
Sound is a little tinny (another reason to add the Termi pipes), but power is good. However, it’s the torque that comes from the Desmo twin that l enjoyed the most.
Engine response from standstill was impressive, with the sort of grunt that enables confident overtaking, even on highways, and an easily reached top speed around the 130km/h mark.
While most Sixty2 riders are unlikely to spend much time on the highway, it can be done on this bike without feeling like you’re wringing its neck.
Being a naked, the Sixty2 isn’t comfortable for a long highway stretch, but remember that’s not what this bike was designed for: it’s an urban machine, but that doesn’t mean “urbane”.
On city roads, the torque from that L-twin comes into play, making for easy green light getaways, cornering and other commuting manoeuvres – which certainly delivers a grin under the helmet.
The gearing helps here, too: the six-speed box’s ratios are well-spaced and very forgiving if you fluff a change in variable-speed traffic.
Get the Sixty2 out onto a twisty bit of open tarmac and there’s more fun to be had, especially when winding up for a tip into a long sweeping bend.
Ground clearance and lean angle are abundant, but I’d look at fitting some stickier, sportier rubber if this is going to be a regular part of your riding.
The Verdict
For a machine designed to take on the urban jungle, the Ducati Scrambler Sixty2 has a lot going for it. It’s a very usable package that also has impressive performance for a small-capacity machine.
Of course, it’s got plenty of street cred, too, being a Ducati. The iffy sidestand and lack of a fuel gauge aside, I found a lot to like about this bike. At my age, I’m not really in the Sixty2’s target market, as it’s aimed at a younger (some JUST BIKES staffers unkindly said MUCH younger!) audience, but I’d happily have one in my garage.
I’d expect the Scrambler Sixty2 to be as successful as the full-size Scrambler, but if Ducati can find a way to shave a grand – or even two – off its price, it’ll go gangbusters.
Ducati Scrambler Sixty2 – specs
ENGINE
Type: Desmodromic L-twin w/2 valves per cylinder
Displacement: 399cc
Bore x Stroke: 72mm x 49mm
Compression Ratio: 10.7:1
Cooling: Air
Power: 30.2kW @ 8750rpm
Torque: 34.6NM @ 8000rpm
Induction: EFI w/50mm throttle bodies
Exhaust: 2-into-1 system w/stainless steel muffler and aluminium tail pipe cover
TRANSMISSION
Gearbox: 6-speed
Ratios: 1 – 32/13, 2 – 30/18, 3 – 28/21, 4 – 26/23, 5 – 22/22, 6 – 24/26
Primary Drive: Straight-cut gears, 2.28:1 ratio
Final Drive: Chain, 25-tooth Fr sprocket, 48-tooth Rr sprocket
Clutch: wet multi-plate w/mechanical control
CHASSIS
Frame: Tubular steel trellis-type
Front Suspension: Showa 41mm w/150mm travel
Rear Suspension: Kayaba monoshock w/adjustable preload and 150mm travel
Front/Rear Wheel: 10-spoke 3.00 x 18 / 10-spoke 4.50 x 17
Front/Rear Tyre: Pirelli MT60 RS 110/80 R18 / 160/60 R17
Front Brake: 320mm ventilated disc w/2-piston Brembo caliper
Rear Brake: 245mm ventilated disc w/1-piston Brembo caliper
DIMENSIONS
L x W x H: 2150mm x 860mm x 1165mm
Wheelbase: 1450mm
Rake: 24 degrees
Trail: 112mm
Seat Height: 790mm
Weight: 183kg (wet)
Fuel Capacity: 14 litres
COLOURS
Shining Black, Atomic Tangerine, Ocean Grey
PRICE
$11,990 + ORCs
