TEST KAWASAKI Z125 AND NINJA125: THE GREEN OFFENSIVE!

Kawasaki is back in power on the 125cc cruiser portion. Two noteworthy curiosities for the A1 and B licenses called Z 125 and Ninja 125. We tried them out and about, a gymkhana course, and even on a kart circuit with the victor Ana Carrasco! 

Barely present on the 125cc fragment as of late, Kawasaki is making a detectable rebound for 2019 with the new Z 125 and Ninja 125. Two cruisers that will at last enable the brand's merchants to offer key models to their clients. A vital return for Kawasaki in Europe and France, which should empower it to merge its piece of the pie.

After Thailand, where the Japanese producer makes its medium relocation like the Z650, for instance, it is the turn of Indonesia to assist the maker who picked this assembling unit for these 125.


For this twofold test, we ventured to every part of the Spanish streets around Malaga, first in wet conditions, at that point dry, before refining our judgment amid a trial of gymkhana among cones and on a karting circuit with Ana Carrasco, the youthful best on the planet Supersport 300 2018! To put it plainly, what program!

The beginning of the test was on a wet asphalt, yet we could rapidly evacuate the rain outfit; no supernatural occurrence at this season, even in Spain. The street has been ease back to dry ... 

Kawasaki Z 125 and Ninja 125: Indo-Japanese who present well! 

The ID plate on the controlling section states: Kawasaki Motor Indonesia. These news 125 are produced end-to-end (motor line and frame, mechanical production system), yet don't be affronted. Numerous other Japanese models are worked outside of Japan and trust Thai, Chinese, Italian or even French industrial facilities (Yamaha-MBK).

The nature of the introduction of these news 125 additionally demonstrates that the well known Japanese procedures are regarded: thorough gathering, generally speaking attractive complete, regardless of whether the Z125 presents an uncoated Kawasaki sticker on the tank (which isn't the situation on the Ninja 125). What's more, the honorable materials are not really present (no aluminum for the swingarm for instance, dissimilar to at Yamaha (MT125) or KTM (125 Duke), the general gear is additionally restricted to the base association: no admonitions for interfile, no report pointer connected on the dashboard, non-movable switches divided ...


Nonetheless, they present well. The extents are wise; enough to make two minimal tops models not very thin or excessively meaty, while the hues are extremely certainly justified regardless of the shapes. Unique notice to the Z 125 which superbly discloses the steel cylindrical grid outline and has a wonderful bi shading seat.

Taking care of: Easy first! 

Two different ways for us to assess the treatment of this new 125 cm3: The principal kilometers of the test drive, from the downtown area of Malaga and a gymkhana course (among cones and studs) in the vehicle stop. a kart track that will fill in as a second piece of the test.

With separately 146 kg and 148 kg (reported, every single full truth), the Z 125 and the Ninja 125 are heavier than the opposition (around 14 kilos more than the Suzuki GSX-R 125 for instance), yet they remain extremely clear catch close by. In any case, the unimportant idea of weight does not clarify everything. Ergonomics, simplicity of control or turning range are different parts of the disclosure of these bicycles.

Note that the Z 125 is higher seat (815 mm against 785 mm for the Ninja), this because of an altogether thicker seat on the Z 125 and diverse suspension settings. What's more, all things considered, we will before long notice a vastly improved solace of the seat on the Z 125 ... Then again, with its level handlebars, the roadster Z 125 is now very energetic position, with a slight help for the wrists .


The Ninja 125, however outfitted with half handlebars arm ornaments, is at last demonstrating simply sportier. Nonetheless, this arrangement does not encourage low-speed moves, even half-turns and drivers over 1m80 see the half handlebars interact with their knees. To put it plainly, the Z 125 is somewhat higher seat, however more propitiatory city. In the two cases, the controls are anything but difficult to use, with a ultra-delicate grasp switch and a perfect throttle; feel sorry for that mirrors reflect for the most part elbows ...

With under 150 kg every single full truth reported, the new Kawasaki 125 are anything but difficult to get a handle on. 

Homogeneous and adequately thorough 

To refine our judgment on the dynamic conduct, we could ride an entire day out and about and finish a couple of laps with the all-new Supersport 300 Ana Carrasco best on the planet. The young lady has basically accomplished the accomplishment of beating all her male comrades and therefore acquire the title of the primary lady best on the planet of a speed title ...

With under 150 kg every single full truth reported, the new Kawasaki 125 are anything but difficult to get a handle on. 

Homogeneous and adequately thorough

To refine our judgment on the dynamic conduct, we could ride an entire day out and about and finish a couple of laps with the all-new Supersport 300 Ana Carrasco best on the planet. The young lady has basically accomplished the accomplishment of beating all her male comrades and therefore acquire the title of the primary lady best on the planet of a speed title ...

The Kawasaki Z 125 is agreeable out and about, particularly in the crooked segments where it is sound and limpid. 

Adaptable, new 125cc motor seems constrained in best speed 

The two new Kawasaki Z 125 and Ninja 125 2019 utilize an (all) new single-barrel motor. 100% new? not exactly, since its innovation gets from the 250 Ninja previously promoted in Indonesia. Notwithstanding, Kawasaki has been mindful so as to alter numerous pieces on square 125 and not only a scaling back occupation.

This motor, with fluid cooling, double overhead camshaft and four valves, has nothing to envy to the opposition on the specialized side, aside from maybe the new Yamaha YZF-R 125 model 2019 which improves with its dispersion to order factor. The new Kawasaki show 15 hp (11 kw), the greatest power permitted by enactment. On the torque side, it adds up to 1.2 mkg at 7,700 rpm. Qualities ​​substantially indistinguishable to the opposition.

The sound in the fumes is decent and the motor does not radiate railings making it repulsive. This motor is adaptable, dynamic and strenuous activity. Kawasaki has indeed aced his electronic infusion. Note likewise the virtual nonattendance of vibrations, aside from a zone emphasizd towards 6000 rpm, however not exasperating. The choice of paces is faultless.

The Kawasaki Ninja 125 achieves 118 km/h in best speed. That is great, however might be out of the opposition. To check ! 

Before long, the motor will uncover its absence of trunk at low and mid revs, notwithstanding for a 125 cm3. As a matter of fact, the new Kawasaki are more apprehensive than the 125 neo retros of 10 horses, yet this advanced motor does not have a reaction somewhere in the range of 3,000 and 6,000 rpm. To develop in wellbeing and with a most extreme of endorsement (recuperations, increasing velocities), it is important to stay above around 6,500 rev/min. It is from this routine that the Kawasaki motor conveys the best of itself.

On our rocky course, it was vital not to go beneath 6,500 rpm with the end goal to have the capacity to separate the best turns. Luckily, the gearbox is exact and charming to utilize every now and again. In two part harmony, we envision that it will be important to keep close by the whip for furniture the mounted force ...

On the best speed side, the two bicycles achieve 118 km/h (on the level) counter before setting off the rev limiter. As indicated by our ongoing estimations, it is twelve km/h not exactly the opposition, however the new Kawasaki appear to be controlled on the 6th report that takes minimal in excess of 100 km/h. To move to 118 km/h, utilize the fifth apparatus. Gotten some information about the issue, the Japanese revealed to us that amid their circuit tests in Japan, their new bicycles matched alternate bikes of the market ... In any case, to be all out on the issue, it will stand up to the new Kawasaki Z 125 to specific contenders.

These two 125 are equivalent, the Sport alternative shown by the Ninja 125 is communicated just by its appearance and a marginally sportier position (scarcely). 

End: The arrival of Kawasaki to the 125 is uplifting news 

The new Kawasaki Z 125 and Ninja 125 will positively lead the 125cc bike advertise in 2019. Because of the Kawasaki arrange, they will increase most extreme perceivability and intrigue new clients. This is uplifting news for the accessible offer.

Well made, honestly beautiful, without garish style, they would have merited more entire gear, yet these two depend on simplicity of driving, ease on all landscapes. What's more, you need to perceive a specific homogeneity, a sound conduct. In regular day to day existence, they will be valuable partners, in the city and on the fringe specifically. On numerous focuses (taking care of, braking, in general solace), they are extremely well conceived.

Then again, and that would have the right to wait, they check maybe the progression before the opposition as far as motor filling and most extreme speed. To affirm…

Admission side, they show up in the standard. The Z 125 begins at € 4,599 and the Ninja 125 at € 4,899. They will welcome themselves into the concessions throughout December 2018; without a moment to spare to discover puts under the Christmas tree?

Kawasaki Z 125 and Ninja 125 2019: To remember
Price: Z 125 (€ 4,599 in blue, € 4,699 in other colors); Ninja 125 (€ 4,899 in blue, € 4,999 other colors)
Colors: Blue, black / gray, White / green
Warranty: 2 years, parts and MO, unlimited mileage
Availability: Mid December 2018
Homologation: Euro 4, bi-square, A1 and B license
Location of manufacture: Kawasaki Indonesia

Good points:

Successful presentation (Z and Ninja)
Identity Z perfectly preserved
Ease of driving
Healthy behavior
Sufficient comfort

Negative points:

Some equipment deficiencies (warnings, report indicator engaged ...)
Saddle comfort (Ninja 125)
Seat height (Z 125) for less than 1m65
Performance (maximum speed) against the competition?

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HARLEY-DAVIDSON FXDR 2019 TEST: 114% POWER CRUISER!

FXDR 114: This is the main Harley-Davidson innovation for 2019. Based on the new Softail 2018 range, this sporty custom is also a transition model for the Motor Company.

Be careful, the new FXDR 114 is not a Harley-Davidson like the others. First of all, it's a power cruiser, a custom with a very sporty philosophy. A kind of genre in its own right of the custom genre. If the American giant has already accustomed us to this kind of motorcycles since the first V-Rod, the Fat Bob or the excellent Low Rider 110 S, it is venturing this time further towards modernization and this translates into choices. uncommon manufacturing for the brand.

I like, I do not like the FXDR 114

What was our surprise when we discovered the new FXDR 114. Undeniably, the new power cruiser Harley-Davidson has a line a hundred leagues of stylistic codes known within the brand. And that did not escape you on the Moto-Station page or the Facebook page. Critics have rocketed ... And especially on the fact that this new style is similar to that of Japanese manufacturers.


Like (very) often, the bike appears much more successful live than behind a screen. Its proportions are more harmonious and the FXDR exudes a silhouette all in muscles and to say it all: "she has a certain mouth". Obviously, she is very typical, and in fact, we like it or not.

Plastic, It's Fantastic

Another curiosity, and not least for a Harley-Davidson, its manufacture. Indeed, we find a lot of plastic at the level of the dressing (back shell, mudguard front, flank) against metal most of the time at Harley-Davidson. Here, only the tank stays true to the steel. Composite matter, as Harley-Davidson points out, was chosen for the creative freedom it offers and also to contribute to the desire to lighten this model from the usual production.


The imperatives, both creative and technical, have imposed these new construction choices and for a Harley-Davidson, it's not nothing. However, we must recognize the high level of perceived quality of these new elements. The FXDR 114 is absolutely not cheap, quite the opposite. But we expected no less given its rate frankly "premium". In addition, some unfortunate finishing details tarnish a flattering picture, such as a rough weld at the steering column for example.

Abs-buttocks program!

The Power-Cruiser family often reveals a rather typed ergonomics. The new FXDR 114 is no exception to the rule, with controls at the hands and feet far removed from the driver. Therefore, despite the low seat located only 720 mm from the ground, it is better to reach 1m75 minimum to feel comfortable on board and not to suffer from elongation of the vertebrae ... (Your servant will be left for s franking it because it misses about 5 cm).


In the custom sports genre, we have already experienced better, with the low rider 110 S with low median controls, but also worse with the V-Rod Muscle, almost impossible to drive without modification if you measure less than 1m70. In short, if you flash on this new FXDR and you are of average size, take care.

A gargantuan couple, almost overflowing!

The sun shines in the north of Greece near Thessaloniki and our little troop (sorry, chapter in language Motor Co ...) is preparing to test the FXDR off the previous group. The contingent of the French press arrived in the middle of the night as a result of a problem of air transfer ... (end of the slice sequence of life of the writing!).

Exaltation is rapidly gaining ground, erasing the traces of a shortened sleep. The reason is in these few words: Milwaukee Eight 114. The big twin air-cooled 1868 cm3 is not praying to dump his 160 Nm of torque on the huge rear tire. The remarkable strength of this engine is therefore especially in the way it delivers the torque that projects spontaneously with each rotation of the handle.


On this subject, note that the last adjustments made have further improved: it has never been so lively while still being very flexible and devoid of jerks or hollowness. Compared to the twin 107, it is really more efficient everywhere and if the big twin 110 S versions already had a phenomenal torque at low and mid revs, the 114 adds length. A real engine typed Harley with its sound so marked, but almost without vibration or klong the passage of the first because of the developments applied by engineers.

All the feeling ...

The couple XXL therefore, suave, available and fortunately dosable because the FXDR ignores electronic assistance. Some will congratulate it on the pretext that it does not prove vital on a Harley-Davidson. Certainly, there is some truth, especially that the feeling between the accelerator and the tire is very good, but such a couple very easily causes a phenomenon of slippage of the rear wheel.


On the outskirts of Thessaloniki, it's frankly fun to draw long commas on the shiny and ultra-slippery bitumen, but on the wet pavements of our cities during the winter, you'll have to redouble your attention. Nevertheless, the oversized wheelbase helps keep the wheels aligned in the direction of the road ...

More muscle, less fat

While the Milwaukee Eight 114 V-Twin has been fitted with a new air filter and exhaust system to improve responsiveness at all speeds, the new FXDR 114 features a much stronger aluminum swingarm than the classic steel rear arm that is usually found at Harley-Davidson. Without being a revolutionary argument in itself, it shows the will of the brand to lighten and especially improve the behavior of these motorcycles, via increased rigidity.

It should be super fine driver to corroborate the additional rigidity mentioned by the American giant, but the fact is that the overall behavior of the FXDR is really successful. The wheelbase (1738 mm) and the steering column angle (34 °) disproportionate contribute to the stability of the machine. The FXDR also reveals a satisfactory braking given the weight to slow down (303 kg all full facts, manufacturer data) while the brake discs remain of a moderate diameter (300 mm at the front).


On the FXDR 114, Harley-Davidson has worked on the geometry and also on the implementation of various bodies to raise the ground clearance. And that's convincing! With more than 32 ° of angle, she bends a lot more than most of her sisters. Certainly, the lugs of the front footrests end up scraping, but rounding the trajectories, it does not happen so often.

A bold road book ...

Convinced of the dynamic qualities of their novelty, the leaders of the brand took us on a very winding route, almost ideal for an average displacement and on which it was difficult to pass the third report. The bet was daring and, to be honest, a daring nothing. Indeed, even wanted lighter, the FXDR remains a "heavyweight".

In addition, it also suffers from the presence of its huge rear tire of 240 mm which involves a behavior sometimes reluctant to put on the corner, while, at the same time, the big couple seeks to raise the bike as soon as the 'we open the gases in turns ... We understand better why it is not homologated for A2 licenses (like all 114) because it takes a minimum of experience not to be trapped.


However, on the continuation of the course, which was more rolling with bends galore but more open, the FXDR has unveiled excellent potential. As soon as the driving is meant to be less "improvised", the turns are chained with a really satisfactory precision for this kind of motorcycles. Then we take advantage of the good braking, the grip of the Michelin Scorcher 11 and ... Raises enjoyment of the two-cylinder that gives the impression that the bike is towed by the most powerful Hummer ... Great!

The good and bad sides of the sporty custom

Mogul field in sight! And we went through more than one during this test! And to say that we often complained about the French road network partially abandoned ... And you can imagine that Greece is not bad either ... Let us salute the courage of Harley-Davidson who did not choose us take only on "billiards" unlike other manufacturers to better hide the flaws of their novelties.

Inevitably, with very short deflections (as often in the category) - 130mm front and 86mm rear, the FXDR can sometimes shake your skeleton. But, quite honestly, the suspensions do their job with some brilliance.

With these kind of bikes, we attack the time of three turns and we return quickly to a more peaceful pace. Here, we particularly appreciate the remarkable approval of the engine to legal look. Thanks to its flexibility and its maousse couple, the engine invites to cruiser, to look at the landscape and from time to time, to take advantage of the ultra muscular recoveries put on orbit.

Note that the Milwaukee Eight 114 engine (long-stroke like any good twin HD), agrees to ride at 80 km / h in sixth (1750 rev / min approx.), But he still prefers a small 95 km / h cruise to express themselves fully. To stroll and revive handsomely on the couple, it is much more suitable than the modern and more powerful twin of the Ducati XDiavel, another dragster of the category.

The FXDR is far from being an example of homogeneity or versatility, as often in Power Cruisers. But, like a Chevrolet Camaro V8 convertible, it offers inimitable driving sensations and ultimately quite adapted to current traffic conditions; enough to constitute a considerable argument, even if this kind of motorbikes presents, from a rational point of view, many more defects than qualities (cf our strengths and weaknesses).

Balance sheet: Revolution? No, rather a transition

Exuberant, surprising, innovative (especially for a Harley-Davidson), invigorating, the superlatives are not lacking to qualify the new FXDR 114. With this bike, the giant Harley-Davidson advances a step towards modernity, towards an aggressive line trend, which distinguishes it from what we have known until now within the catalog.

While the FXDR will not be as important a milestone for the brand as the first VRSC V-Rod, it still represents a transition to more innovative models by 2020 or 2021, such as the Pan America 1250.

Successful on the dynamic level (within the limits of the genre), quite powerful, the Harley-Davidson FXDR 114 is certainly a motorcycle passion that delivers a max of sensations, a toy for adults ... For affluent adults, because it appears at from € 24,790. For this price, the passenger kit could have been provided in series.

The equipment focused on this test: Helmet Helmets Helmet Helmets

Photo credit: Staff Harley-Davidson

Harley-Davidson FXDR 114 2019: To remember

Price: € 24,790

Color: matt brown, matt black, glossy black, white

Warranty: Two years, parts and labor, unlimited mileage

Homologation: Euro 4, license A, single seat (optional passenger kit, necessary modification of the registration card)

Availability: October 2018

Location of manufacture: USA

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DUCATI SCRAMBLER 800 ICON 2019 TEST: THE SAME!

Successful model, the Scrambler 800 is improved for 2019. Ducati practiced subtly (flagship, rims, saddle), but also with great relevance (suspensions, ABS, counter), What actually refine his neo retro heart of range.

It's always the same refrain, re-inventing a successful model while naturally wants to be very clean at the line, is always very delicate. At Ducati, a Monster must remain a Monster and at Audi (the current owner of the manufacturer of Bologna to 20/09/18 and until further notice), a compact sedan A3 must remain an A3 ... In short, not easy to change the Scrambler 800 given its philosophy and its simple silhouette, fluid, punctuated by historical reminders and emphasize it, frankly successful.

Scrambler you are, Scrambler you will stay

In addition, given the success of this model (30% of sales of the brand in some markets), it is better to preserve its achievements and especially seek to consolidate its success rather than taking risks by trying to change too much.

However, Ducati has shown intelligence, with retouching, subtle for some, full of common sense for others. As often, the will has been more to raise the level (the manufacture) rather than push towards austerity. Everyone can not say as much in the current times ... The lighting, in its entirety, uses LEDs while the optics uses a thick glass and very qualitative. The commodos are more modern and the dashboard, still deported to the right and not very legible, incorporates a fuel gauge and a gear ratio engaged. Well seen !


The two levers are adjustable in spacing and the clutch control passes from the cable to the hydraulics. The wheels are machined, some parts of the engine adopt a black lacquered color; the connection around the steering column is perfectly arranged and even the network of hoses around the engine is better concealed; Overall, manufacturing has risen to a very satisfactory level; we expected no less than this average upper engine more and more expensive ...

Handling: The one you need ...

Ducati officials did not invite us to compare the driving position of the Scrambler 800 2018 against its replacement. And they should have! The new saddle, more padded and inevitably higher (798 mm against 790 mm), changes the driving position. This also allows to increase slightly the distance between the seat and the footrest, this to unfold a little more legs. In spite of everything. In parallel, the handlebar appears slightly lower. In short, if we recognize the entire universe of the Scrambler 800, a blind test would leave no doubt! the work is subtle but still sensitive!


Contact, new commodos, more complete dashboard, the clutch control is now hydraulic and is very flexible and progressive. With 189 pounds announced all the facts and the great leverage offered by its wide handlebar, the Scrambler 800 Icon 2019 is still obvious to grips; it is a bike !

Scrambler 800 Icon 2019: Instantly fun!

And the particularly cheerful general character of the Scrambler does not take long to resurface. The twin Desmodue of 803 cm3, ex engine of the Monster 796 which already came from previous models (like the Supersport), displays a strong force. Its revving is non-linear and has a nice torque peak around 5,000 rpm. It is this rebound that can be found on an engine curve after a bench and which explains the feeling of thrust on board. The torque (76 Nm to 5,750 rpm) then pushes you first at low speeds, then a second time at mid revs. That's already enough to make a character engine.

In good Ducati bicilindrico self-respecting, the flexibility proves rather passable. To cross the city center or swallow a pin, it will hardly use more than the third report, otherwise the mechanics will remind you to order via anti mechanical knockings. Overall, this twin has always claimed 2500 rpm minimum to be used correctly. It has not changed and it has nothing to be a real fault. It's less flexible than some competing engines, but it's also more sparkling and that's its character, that's all.


On the other hand, this V-shaped twin (in L in Bolognese jargon) has much more reach than some natural rivals. The 73 announced horses do not hesitate to gallop up to 8000 rpm! and we can even say that the Scrambler 800 pulls a little on the arms. Assuredly, this mechanics made in Bologna is not cutesy, far from it! And if this power seems lean today, you have to remember that it is equivalent to the power of the first Ducati Monster 900 of 1993 ... which was a reference at the time.

A very good job on suspensions

For this test, we found ourselves in Tuscany ... Tuscany, its hilly landscapes, its hills dressed by the vineyard, its winding roads and sometimes sagging! The Italian road network is also damaged in many places. For 2019, Ducati reviewed the suspensions of the Scrambler. According to Antonio Zamdi, engineer responsible for the production of Scrambler, all internal elements have been changed (springs, valves, pistons ...). The goal of Ducati was to improve the comfort of suspensions, without losing in rigor and to limit the sensitivity of the motorcycle to the load.

Undeniably, the goal is achieved! The gain in comfort is very real; the Scrambler digests better the small irregularities and absorbs a curled bitumen as well as an even higher end motorcycle. A great job on the part of Ducati and Kayaba because the 150 mm of deflections have been very well exploited. Although frankly flexible suspensions, the Ducati Scrambler 800 Icon 2019 reveals a sufficient rigor for a motorcycle of this category. Indeed, if you attack, the steering can be too light, especially in charge after 120 km / h; Similarly, sustained braking can lead to a too brutal depression of the inverted fork (not adjustable, but what good), but all this happens by pushing the scrambler to its limits, as if it were of a Monster and that is not his vocation at all.

Despite everything, with 73 hp, 189 kg, agility equal to its weight, and the rigor of which it testifies, there is really enough to have fun on the small roads. The Scrambler 800 Icon first generation was already fun, the 2019 vintage is just as good. Moreover, even if Ducati has changed the muffler, the latter always comes to scrape the ground if you are not careful. Again, the incident is ultra rare. Braking side, the simple disc does the job, with a sufficient dosage. The ABS takes into account the degree of inclination to limit the risk of stall from front to curve; a good thing for beginners in case of bad reflexes ...

The same better and ... it's so much better

The efforts made on the suspensions and the accelerator (opening of the handle reviewed) are also noticeable in the paths. The Ducati Scrambler 800 Icon 2019 is fun and comfortable in the gravel paths ... Ducati has also started a program with a flat track school for its customers and it is a good initiative because among all motorcycles like this, the Scrambler shines with its lightness and low center of gravity. Even prepared, the Harley-Davidson Street 750 shows, for example, really less suitable.

The Ducati Scrambler 800 Icon 2019 is the image of the first generation of this model: a fun bike, dynamic more than powerful, with a sufficiently marked character never to sink into the monotony without requiring a particular user manual. Some bad tongues will claim that the Ducati are no longer as alive as before; Of course, between the generalization of the electronic injection and the work on the engines to respect the norms, it goes without saying that the motorcycles appear simpler to drive and to drive. than a decade or two ago.

Appraisal: Latin character, European tariff and always made in Italy

Endearing, pleasant, graceful ... the Ducati Scrambler 800 Icon 2019 is a neo retro motorcycle full of vitality. A recipe for success for Ducati which has also declined to all the sauces (Café Racer, Desert Sled) and these variants will be renewed by next year. Within the category, the Scrambler Icon is one of the most successful, by its relative versatility (the Triumph Street Twin is better), its character really fun (has she competing at this level? The Yamaha XSR 700 probably ), or even its performance level.

And above all, she is beautiful and always nice to drive, even if it is intended more for the average sizes. What to relegate to the background its shortcomings as its dry selection from an old mechanical base, the heat perceived by the engine (right side), the duet that will remain casual ... But Ducati has worked well: Suspensions much more effective, more complete counter, accelerator more pleasant, a more neat finish ... and these small (but felt) improvements are reflected on the note: € 9,350 for yellow and € 9,450 for the orange. It's getting expensive, even if, by assembling its Scramblers in Bologna (Italy), Ducati can not hope to compete on the margin side with the manufacturers who use the manufacturing units in Asia.

Photos: Staff Ducati, Milagro agency

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