The Ducati Scrambler Full Throttle is inspired by US flat trackers from the 1960s. Sporty, fun, feisty and easy on the eye, it's a blast. Here is our 2024 Ducati Scrambler Full throttle review...
Joining the Icon, Nightshift and 1100 Pro, the super cool looking Ducati Scrambler Full Throttle has been one of the most grin-inducing motorbikes we have ridden here at BikeReview this year. It’s an absolute hoot, as Simon found out. We had to wrestle the keys back from him…
The Scrambler Full Throttle styling is inspired by USA flat track bikes…
The Ducati Scrambler, born in 1962, turns 62 this year. In 1962, many people and nations were still in the process of rebuilding and rejuvenating following the horrors, oppression and destruction of world war II. The flowers of hope were reaching for the sky, love was blossoming, peace was enrooted and freedom absorbed the sunshine. Perhaps like never before. The wisdom of Ducati in the moment celebrated this mood with the Scrambler – go anywhere, go anytime, go with whoever you want – a mechanical embodiment of the sentiments of the time.
Jeff and Chappy got these two together a few years ago, Chappy’s original 1960s Scrambler, which he still races!
Since then, those glorious flowers have been plucked, trodden, and ground under the ever growing jackboot of authoritarianism, shaming itself as democracy. Thank god for the Scrambler, though, which remains a symbol that continues to metaphorically raise a defiant and mocking one or two finger salute to the spectres of unwarranted and unwanted control. With this in mind, I eagerly clutched the keys to the 2024 Scrambler Full Throttle – the simplicity, styling, and matte-fluoro paint job surely begging for due and appropriate delinquency.
“The Full Throttle is, without much doubt, a street hooligan’s dream come true in my mind.”
The Full Throttle is, without much doubt, a street hooligan’s dream come true in my mind. It is nimble, aggressive, compact, comfortable, forgiving and highly responsive. It’s actually a lot more than that, it is not intimidating in size or seat height and the motor, as usual for the air-cooled 803cc two-valve vee-twins, is a combination of user-friendliness and on-tap zest that blends these two sensations without bias. Ride slow and steady, and the FT Scrambler is there to help you along in a totally non-intimidating fashion. Turn up the wick, and you will experience a seriously rebellious side to the motorcycle.
It is nimble, aggressive, compact, comfortable, forgiving and highly responsive… Turn up the wick, and you will experience a seriously rebellious side to the motorcycle…
The general ride is more than easy – the seat is surprisingly low (there are three seat options, which is very considerate) and the balance is plenty feelable through the feet-bar-bum triangle. Testing the hand levers, the clutch is light and the brakes squeeze to a nice tactile degree before feeling locked. Under you is about 180kg of alloys and fluids, which is darn light in and amongst the cohorts of this pseudo-class of motorcycle. Is it an actual scrambler, though? I’m not exactly sure – the tyres and sump bash-plate allude to off-road prowess, but perhaps not so much with the road-travel front and rear suspension, the tiny front guard that lives dangerously close to the front rubber for anything but loose sand, and limited multi-purpose tyres.
I pretty much have a single purpose when it comes to motorcycling, and that is enjoying the bitumen more than anything else, and here the Scrambler really shines bright. It is straight up easy on the body, mind and soul. The ’bars, although perhaps a little higher than necessary, are very wieldy and afford good control and feeling over the front end. Steering is sharp and you would not guess that you have an 18 inch wheel up the front. As good as this is with the standard Pirelli tyres, the diameter and width does not leave you with great choice in tyre alternatives, which for some could be an issue. My brother thought super-motard when he saw the bike and wondered why the front was as it is if it’s a scrambler.
The 70-odd horsepower air-oil cooled motor has been a hallmark of the Ducati stable for quite some years and for good reason. It is not only tractable in a traditional V-twin sense, with a flattish torque shape, but also willing and exciting in the upper rev range. I feel that Ducati have nailed the engine-transmission compromise, enabling the rider to operate the drivetrain as they feel; from low rev slovenly to full noise hyperactive, however, without undue stress or anxiety. I found that the bike offered a sublime blend of basic user-friendliness with a fantastic vigour to rev.
The bark from the factory supplied Termignoni exhaust was also a hoot, accompanied by more than occasional back-off and over-run pops that makes for yet more giggles when you break into the close-ratio gearbox and let the engine sing its song. The hydraulically operated wet clutch is easy on the fingers and features a slipper mechanism, furthering a happy-go-lucky approach when downshifting into corners. The tranny has a quickshifter (DQS) that I feel does not work particularly well when the engine is in the lower registers and does not feel as mechanically friendly as others I have sampled.
Still, hold the 50mm throttle-bodies wide open and up-shift at redline and the thing works a treat. Fortunately, you can also deactivate it entirely. I ignore the so-called quick-downshift and opt for a more traditional approach using a blip of throttle and feather touch on the clutch lever with a light step on the lever – the gearbox always obliges with a seamless exchange of cogs.
Brakes are the usual Brembo with a single 330mm disc at the front, radially mounted four-piston pincher, and matched non-radial master-cylinder that is very well up to task for road use. Despite occasional efforts, I never had a problem with losing feel or brake fade and see little need to change anything here. Between you and the 110-18 / 180-17 rubber are KAYABA suspension that is adjustable for preload down the back only.
I rarely ever alter factory suspension settings as they are more than often spot on for 90 per cent of riders 90 per cent of the time and the Scrambler FT is no exception. The front 41mm tele’s are very well set-up internally and are capable of absorbing both small blemishes and the more cavernous cratering that, you know, helps keep our roads safer. The rear felt plush and responsive, but not undersprung or lacking in damping. It’s alluring that Ducati has managed to meld such a comfortable saddle experience with excellent road holding and overall manners
The brains of the operation interfaces with the rider through a smart TFT display that is pretty easy to operate, providing clear information and a few display options. There are several operating modes that determine engine power output and responsiveness – road / sport for power options and smooth / dynamic for the way the engine responds to throttle input. I mucked about with various combinations of these, however, the differences were too subtle for me to note with any degree of certainty.
Other software and electronics wizardry provide options for the Bosch ABS, which is lean-sensitive and the Ducati traction control (DTC) system, which I think is what kept the front wheel hovering just off the deck under sudden acceleration. Honestly, I left the ABS and DTC settings as the bike came because it worked quite brilliantly from the minute I spun a wheel on it. The self-cancelling indicators, on the other hand, are an unreliable nonsense that is made up for by the mirrors, which are always clear and vibe free and also don’t hang out beyond the handgrips.
Settle your derriere into the very comfy saddle, relax and let the bike roll and the Full Throttle is a dynamic delight. The wide handlebar (perhaps a little too wide for ultimate traffic carving) provides ample leverage if required. The chassis balance and geometry, though, require very little from the rider to careen up to and simply tip into corners. Once on the lean, the bike is stable and, despite the unfashionable front wheel dimensions, is solid in its ability to hold line and inspires you to push, so much so that you eventually get the blocks on the rear tyre squirming on corner exits. At this point, the chassis breathes into your ear and calmly whispers, “Hey man, this is cool and just letting you know that we are getting near the limits of adhesion…”. That kind of reassuring communication from the Scrambler chassis and tyres is very, very cool.
Nabbing a Scrambler Full Throttle off the showroom floor will set you back over 20,000 bucks, making it an expensive option in terms of some other market offerings. The levels of tech on offer, although very good, are still wrapped around an engine that has been around a long time, too. I really like this bike, but considering it is made for the AU market in a non-European factory, surely that should make some difference to the premium being asked. You be the judge. Having said that, the positives Ducati has assembled in this motorcycle far outweigh any deficiencies and if someone threw me the keys again, I would not hesitate in re-engaging the Full Throttle and enjoying the feel good sentiments that this gem so capably generates.
New Scrambler Range Tech Talk
The front headlight, now full LED, retains the iconic “X”, which has been redesigned and applied to the exterior of the lens. The design of the rear light remains full LED as are the turn signals. The steel tank has been redesigned and equipped with an interchangeable cover that, along with the fenders and details on the headlamp, gives the bike its colour and allows easy, quick but complete customisation. Anodized aluminium covers below the tank complete the renewed design of the front of the bike. The new instrumentation includes a 4.3-inch colour TFT cluster and dedicated HMI.
A key element of the Ducati Scrambler’s personality, the twin-cylinder Desmodue engine has new clutch and alternator covers featuring the “X” logo, while the belt covers now have a more refined shape. The exhaust has also been evolved in its shape.
The new Ducati Scrambler has also been lightened by 4kg. The chassis is all new and makes an important contribution to the bike’s overall weight reduction. The trellis frame has been updated and lightened. The swingarm is new and is now combined with the shock repositioned towards the centre of the bike. The engine has also undergone some updates that has reduced its weight. Finally, the rear frame is now separate from the main frame.
There is a slightly increased steering angle that Ducati state contributes to ease of use both in manoeuvring and in city traffic, newly designed wheels add to that (18in and 17in sizes at the front and rear respectively). The Desmodue engine is about 2.5kg lighter than the previous generation, and is now equipped with a new eight-disc clutch with a softer pull. The clutch is also more compact, which has made it possible to reduce the side encumbrance of its cover.
The new Scrambler is equipped with a bearing-mounted shift drum, which allows for smoother and more precise shifting.
The new Ducati Scrambler is equipped with a bearing-mounted shift drum, which allows for smoother and more precise shifting. The air-cooled, two-valve twin-cylinder engine has a maximum power output of 73hp. Ducati also say that the bike is even more fun and safer with the introduction of Ride by Wire throttle. This solution allows the adoption of Ducati Traction Control and to have two Riding Modes: Road and Wet. The latter, designed specifically for riding on wet surfaces, offers a smoother throttle response and a traction control calibration more oriented to stability and safety.
Standard equipment is completed by Cornering ABS. Thanks to the introduction of Ride by Wire, the new generation of Desmodue engine has the option to mount the Quick Shift up/down, standard equipment on the Full Throttle and available as an accessory on the rest of the range. Also available as an accessory is the Ducati Multimedia System, which offers the ability to manage music and calls by connecting your smartphone to the bike.
Ducati Scrambler Full Throttle
The Ducati Scrambler Full Throttle is the sportiest proposal in the 2023 range and is inspired by U.S. flat track competitions. The side number plates bear the number 62 (1962 was the debut year of the first Ducati Scrambler), along with the skid plate they define a decidedly grittier aesthetic.
The Full Throttle’s sporty character is underlined by the sport-look seat cover, the dedicated livery in GP19 Red/Dark Stealth, and the black finish of the exhaust heat shields and front side covers. A shorter front fender, a tail without a rear fender, red tags on the alloy wheels, a street-legal Termignoni silencer, Ducati Performance LED turn signals and standard Quick Shift up/down complete the package. Also available as an accessory is the Rosso GP19 seat cover, which gives the bike a sporty single-seat look. Even the riding position, thanks to a variable section handlebar compared to the Icon version, changes and becomes sportier.
Scrambler Full Throttle
Colours
- Red GP 19 / Dark Stealth
- Side number plates
- Sporty front mudguard and tail without mudguard
- Sump guard
- Low handlebar
- Dedicated livery and saddle
- Termignoni homologated silencer
- Ducati Performance direction indicators
- Quick-shifter DQS
2024 Ducati Scrambler Full Throttle Specifications
Price: $20,300 Ride Away
Claimed Power: 53kW[73hp]@8250rpm
Claimed Torque: 48Nm[65ft-lbs]@7000rpm
Wet (no fuel) Weight: 176kg
Fuel capacity: 14.5L
Warranty: 24-month, unlimited kilometre
Service Interval/Valve Clearance check: 12000km
Colours: Matt Black
Engine: Air-cooled, L-Twin, Desmodromic, two-valves per cylinder, 803cc, 88 x 66mm bore x stroke, 11:1 compression ratio, Termigoni stainless steel muffler, EFI, 50mm throttle-body, RbW Gearbox: Six-speed with quick-shifter Final drive: Chain; Front sprocket 15; Rear sprocket 46 Clutch: Wet multiplate clutch with hydraulic control, self-servo action on drive, slipper action on over-run.
Chassis: Frame: Tubular steel Trellis frame, aluminium double-sided swingarm
Rake: 24°
Trail: 108mm
Suspension: KAYABA 41mm USD forks non adjustable, KAYABA monoshock, pre-load adjustable, 150mm travel both ends.
Brakes: Bosch Cornering ABS, 330mm semi-floating front rotor, radial Brembo Monobloc four-piston caliper, conventional master-cylinder, 245mm rear rotor, single-piston caliper.
Wheels & Tyres: 10-spoke in light alloy, 3.00 x 18in, 5.50 x 17in, Pirelli MT60 110/80-18, 180/55-17.
DIMENSIONS:
Wheelbase: 1449mm
Seat height: 780-795-810mm
Overall height: 1290mm
Overall width: 920mm
Overall length: 2190mm
Instruments & Equipment: 4.3in TFT color display, ride by wire, full LED lighting system, LED turn indicators, USB socket under the seat, variable section low handlebar, Termignoni muffler, Ducati Quick Shift, Ducati Performance LED turn indicators, sporty front mudguard, sump guard, side number plates, sporty tail, dedicated seat, dedicated livery
Ratings | Bike Review | 2024 Ducati Scrambler Full Throttle Test
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