Road test of DucatiSCRAMBLER 400 Sixty2 2016 Small Ducati, big fun

the Scrambler family continues to grow, and now starts with a 400 cm3 model. Is that enough to enjoy? This little Ducati is full of surprises. From the very first touch, you can tell that the Scrambler 62 has been well crafted, and makes you want to have fun with it. The retro color scheme, the rounded lines, the large round mirrors, and a touch of the "too much": the stars underlining its name on a slender tank in front of a wide, thick seat. All this takes us back a few decades, although we do miss the all-digital speedometer that reminds us we're still in the 21st century.
But perhaps it's this clash of eras that gives the little Scrambler its charm, with the LED strip around the headlight and the Italian brand's signature spoked wheels underlining its style. In terms of finish, the Scrambler is far superior to the 800. Welding and cable routing are neatly done, with only the classic mud flap making a major aesthetic difference.

after a brief introduction, since the most important technologies on the dashboard are disconnectable ABS and outside temperature, we switch on the ignition. The first thing you notice is that, even on a medium-displacement model, the Bologna-based company is all about sound.

off we go for a classic ride, city, suburbs, Paris. A slight "what the hell kind of position is that?" shock when you get on the bike: the torso is upright and very close to the wide handlebars, the hands are high and the arms quite bent and spread, which is surprising. On the other hand, the legs aren't too bent, even for a big guy like me. But after a little getting used to, during which you tend to bang your hands into the mirrors placed very close to the grips, you realize that the high, wide handlebars make this little scrambler very easy to handle. This doesn't prevent it from weaving in and out of traffic, as it passes over the mirrors of most sedans and city cars.
The lively engine at the start of the lap and the lightness of the machine also contribute to making city journeys pleasant and fun, even after a hard day's work. You start up, forget your worries and want to play with the Ducati. The only negative points are the rather large turning radius, which penalizes stationary maneuvers, even if the weight makes them easier. As well as the engine, which tends to heat up the underside of your thighs if you find yourself stuck in a traffic jam for too long. Oh, and last but not least, the warnings are activated by holding down the left turn signal for a few seconds, which isn't very practical when you're changing lanes frequently.

the air-cooled Desmodue is the real satisfaction. Its 400 cm3 and 40 horsepower don't prevent it from being lively and pleasant. It doesn't hit hard at low revs, and even at around 2,000 rpm, the bike takes off again on a flick of the throttle. The twin pushes pretty well between 4 and 6,000 rpm, then kicks in again after 8,000 rpm, with a small gap in acceleration in between. The gearbox, smooth and precise, doesn't spoil the fun. Neutral has never been a problem between one and two, but is easily found when you need it.
Even a passenger doesn't scare the mechanics. Its behavior changes only slightly with one more person in the saddle; it loses none of its vivacity and character.

on the second day, we took it out for a spin to test its behavior on small roads, but as always in the Paris region, we started with a bit of fast lane. Up to 90, everything's fine; the wind pressure isn't too strong. But above that speed, and especially above 110, the Scrambler is no longer in its element. As you'd expect, the completely upright position and lack of protection make the exercise rather painful, but that's not what it's made for either. VRUs, bypasses and autostrades to be consumed in moderation. The short freeway trip at least gave us a chance to give the beast a bit of a tug, and surprise, the breaker is at 10,000 rpm, whereas the rev counter, with no red zone marked, goes up to 12,000.

we finally arrive in the Vallée de Chevreuse, and the bends come quickly. No doubt about it, the bike is on its home turf. The bike's wide handlebars and light weight make it easy to get through the bends, and the tires offer no nasty surprises. The height of the handlebars makes you want to put your boot out rather than your knee down. These few hours of riding were a real pleasure, especially as the suspension absorbs shocks quite well on bumpy sections. In terms of comfort, after more than 3 hours alone in the saddle, I felt a little pain in my back, probably due to the fact that I'm not used to the position. Otherwise, the thick saddle is comfortable, and the legs aren't too bent, even for a tall rider.
Braking isn't great, but the single front disc and two-piston axial caliper get the job done. Enough to keep the engine's spirit alive.

as for the duo, the bike's size means that it's best to limit yourself to short trips and smaller passengers, with taller riders having their heels come up to seat level even more than usual. Add to this the handgrips, which are certainly well integrated into the design, tucked under the seat, but very inaccessible because they're too low, and you get an idea of the level of comfort.

in just two days, the Scrambler 62 proved to be a near-perfect bike for discovering the pleasures of 2-wheeled motorcycling in complete safety. Or to enjoy it without looking for insane performance or to go all over the country on fast lanes. Its looks leave no one indifferent, and the whole package is a constant source of pleasure, whether for everyday commuting or for pleasure rides. The only obstacle for young riders is its price, as not everyone can afford to pay 8,000 euros for their first motorcycle, even if we can console ourselves with the 10,000km service intervals and its moderate appetite for fuel.

R. Sibot