2023 Ducati Scrambler Review: A Bike for the Next-gen Rider

After eight years, the Ducati Scrambler is getting some new updates. We took it out to see if the 2023 model measures up to the motorcycles of yesteryear.

Ducati Scrambler's success can be chalked up to one word: easy. Since its introduction in 2015, it's been easy to ride, easy to own and, most importantly for many aspiring Ducatisti, easy on the eyes.

It’s a formula that’s earned Ducati over 100,000 sales to date across the model range, and once you’ve thrown a leg over one yourself, you immediately understand the Scrambler’s universal appeal.

It’s a mid-size bike that feels perfectly natural for a 6-foot-plus fella like myself, yet the low seat gives flat-footed confidence to the most inseam-challenged among us. It’s got a fun engine that’s entertaining enough for crusty old veterans, yet it’s smooth and mellow enough to keep newer riders out of trouble and well within their comfort zone.

It also happens to be the most affordable Ducati money can buy since its introduction, and the importance of that statement can’t be overemphasized. Before the launch of the Scrambler, the terms “affordable” and “Ducati” had never been caught sharing a sentence, but suddenly there was a pair of boots in the Gucci store that any blue-collar fashionista could afford.

Unfortunately the other hallmark of the Scrambler moniker is that it’s remained almost entirely unchanged during its eight-year run. Ducati is looking to change all that in 2023, and the new Scrambler comes with new tech, new looks, and a dazzling array of new colors. But is it still that same easy-going bike we’ve come to love? We climbed aboard the Scrambler for a two-day ride around Valencia to find out.

2023 Ducati Scrambler: In With the New

With the exception of a few cosmetic tweaks here and there, the only real changes the Scrambler has seen up until this point all came in 2019 when Ducati added a hydraulic clutch and Bosch-powered cornering ABS to the package. The Scrambler formula has worked wonders for Ducati, so it’s no wonder they’ve been slow to mess with success.

According to Ducati, this “Next Generation” Scrambler is made from 70 percent new parts. You might expect a lengthy list of technical jargon to follow here, but truth be told, the changes can be summarized in two simple parts: Less weight, more tech.

As far as the weight portion goes, Ducati managed to shave an impressive 8.8 pounds off the outgoing model, and the majority of that loss can be attributed to engine updates. Don’t worry: This is still the exact same 803cc air-cooled desmo motor from the outgoing model, but it returns for 2023 with a few strategic refinements.

Chief among them is an updated clutch setup, which shaves precious ounces using an 8-disk pack in place of the outgoing 10-disk unit, as well as a new bearing-mounted shift drum. The result is a significantly easier pull for your left hand, as well as much smoother shifting for your left foot.

This streamlined clutch pack also allowed engineers to shave down the outer clutch cover, which cuts some extra weight from the bike while also making extra room for your boot. These changes (along with a few other tweaks here and there) account for 5.5 lbs of the total weight loss.

The remaining improvements come from a handful of minor revisions. The wheels are slightly lighter, the trellis frame has been lightened where possible, the swingarm has been completely redesigned, and Ducati has even stashed a smaller and more energy-dense battery under the seat as well.

Essentially every other part of the Scrambler has been updated or tweaked in some way with the exception of the non-adjustable suspension and the single-disk Brembo brake system, both of which are direct carryovers from the Scramblers of old.

As for the tech side of the equation, the headliner here is the addition of ride-by-wire throttle, which opens up a lot of new doors for the Scrambler.

Whereas the outgoing model was limited to comparatively simple cornering ABS with a six-axis IMU, the new model brings all the conveniences of modernity into the Scrambler equation. Ride-by-wire means the Scrambler now includes both selectable riding modes and traction control, but Ducati employs both new features in a user-friendly way.

Rather than including your typical hedge maze of cascading menus and infinite adjustment, riders are given just two modes to choose from: Road and Sport. Both modes preserve the Scrambler’s peak 73hp and 48 lb-ft of torque, but Sport mode favors a more dynamic feel at the throttle and more aggressive acceleration, whereas Road mode is much more gradual and linear.

The same goes for the Scrambler’s traction control options, which are limited to four pre-calibrated levels of intervention. Ducati also included the option to switch traction control off entirely, which means the Scrambler is still ready to tackle the occasional fire road or pull second-gear wheelies whenever the mood strikes.

All these new features are controlled through the Scrambler’s new full-color TFT dash, and a user-friendly control cluster on the left handlebar. It all sounds very impressive, but how does it translate to real-world rideability?

First Ride Impressions: 2023 Ducati Scrambler

Clearly the 2023 Scrambler is much more than just another cosmetic refresh, but the question remains: Is this still the lovable, beginner-friendly Ducati we’ve come to love over the last decade, or has the Scrambler’s retro-cool, easy-going character been sacrificed upon the alter of progress?

After spending a few hundred miles riding around the city and surrounding mountain roads of Valencia, I’m inclined to say this is the best Scrambler yet, both for existing fans and newcomers alike.

All of the things that gave the original Scrambler its charm are still completely intact. The seat is still low and accessible, the handlebars are still tall and wide, and the engine is still that absolute peach of a torquey, air-cooled sporting v-twin that any Ducati purist will appreciate.

And yet, each of these crucial elements has changed for the better.

While seat height was always a major selling point of the Scrambler, it’s always lacked comfort. The new seat is flatter and a bit firmer, and my hind quarters had no complaints after spending a full 150+ mile day in the saddle.

The same goes for the handlebar. It’s still wide and flat enough to deliver excellent leverage through the turns and great maneuverability around the city, but Ducati has moved it slightly lower and farther forward, putting the rider a touch closer to the front end for a sportier feel on backroads.

As for the engine? It’s still the same two-valve hunk of desmodromic bliss, but the new clutch assembly solves all the clunky shifting issues of the outgoing models. Ride-by-wire throttle has only further enhanced the motor’s trademark smoothness, and the addition of selectable rider modes makes it more approachable than ever for new riders.

Around town the Scrambler feels light and maneuverable, the perfect companion for congested city streets, tricky low-speed turns, and constant starting and stopping between lights. The single-caliper Brembo brakes are linear and predictable, power delivery is smooth and controllable, and the non-adjustable Kayaba suspension is well suited for pothole-laden city streets.

Once we left the city and hopped on the interstate, I was also surprised to find the Scrambler was more than happy to cruise along at 80mph when called upon. Don’t get me wrong, this is no long-distance touring bike and the lack of wind protection is notable from the chest up, but the bike feels confident and well-planted, and passing big rigs won’t leave you white-knuckling the handlebars.

From there, we headed up to a few pristine mountain passes and, once again, the Scrambler’s do-it-all nature never failed to impress. Ducati sticks with the same non-adjustable 41mm fork and pre-load only rear shock, but as far as “one size fits all” suspension goes, the Scrambler is good fun in the curves.

It’s definitely a bit too soft for keeping up with your buddies on sportbikes, and the single-caliper brakes aren’t exactly razor sharp, but between the grunty V-twin engine and surprisingly grippy Pirelli MT60 tires, there’s plenty of room to enjoy a curvy road without overwhelming the bike or rider.

Verdict: Can the 2023 Ducati Scrambler Hang?

It’s no secret the middleweight category is one of the most hotly contested on the planet. Every major manufacturer has a serious competitor in the ring at this point, and even historically conservative players like Honda and Suzuki have developed completely new platforms to cash in on the gold rush.

So where does the new Scrambler fit into the fray? Truth be told it’s tough to say, because the Scrambler doesn’t really have any direct competitors.

Sure, it’s yet another middleweight all-rounder, but there’s really nothing else out there that combines retro style, modern electronics, and such a high level of fit and finish. While the Ducati Scrambler will officially break the $10,000 barrier for the first time this year (MSRP has increased to $10,995), it remains an extremely affordable two-wheeler, and between the updated electronics and mechanical improvements, there’s really no denying you’re getting an extra $1,000 worth of bike here.

Of course options like Triumph Trident, Suzuki SV650, and Yamaha XSR700 will all get you into a similar ballpark for less money, and persuasive arguments could be made for roughly a dozen other middleweights, but at the end of the day, if a Ducati is what you want, nothing else is going to scratch the itch.

I’ll also note that Ducati has remained true to form with the Scrambler’s customizability, and the list of factory accessories for the new machine is longer than ever. You can even change the color of your Scrambler to one of nine different options in under 30 minutes thanks to Ducati’s new modular fairing kits, so all you fashion-forward hipster types can officially match your bike to your outfit seven days a week.

The next-gen Scrambler officially hits showroom floors this month. The base Icon model starts at $10,995 MSRP, but special-edition Nightshift and Full Throttle versions can also be had starting at $12,195. 

[Starts at $10,995; ducati.com]