The 1100 is BACK!

[greenmonster]

Thought the good news of the slightly modded 1100 engine`s return to the Ducati lineup deserved a separate thread:
https://scramblerducati.com/en/bike/1100#3  


Quote
Type   L-Twin, Desmodromic distribution, 2 valves per cylinder, air cooled
Displacement   1,079 cc
Bore x stroke   98 x 71 mm
Compression ratio   11:1
Power*   63 kW (86 hp) @ 7,500 rpm
Torque*   88 Nm (65 lb-ft, 9.0 kgm) @ 4,750 rpm
Fuel injection   Electronic fuel injection, Ø55 mm throttle body with full Ride by Wire (RbW)
Exhaust   2-1-2 system with catalytic converter and 2 lambda probes, twin stainless steel muffler with aluminium covers and end caps
* The power/torque values indicated are measured using an engine dynamometer according to homologation regulation and they correspond to the homologated data, as quoted in the Bike Registration Document.<<

But is it the same?
Higher comp, one 55mm TB and lower torque (was 69), looks like old rear wheel figures again.
Slightly detuned Euro 4 engine me think.
Based on MTS1100 DS (see peak torque RPM f e), not EVO l guess.

http://www.advpulse.com/adv-bikes/ducati-scrambler-1100-special/

Quote
The Ducati Scrambler 1100 is powered by a Euro 4 compliant oil/air-cooled 1079cc L-twin two-valve engine. A development of the Monster 1100 engine, this power unit has, in perfect Scrambler style, a 98 mm bore and a 71.5 mm stroke. The engine has been redesigned to prioritize fluid acceleration across the rev range and great handling.

The twin cylinder Desmodue engine on the Ducati Scrambler 1100 has been equipped with a single 55 mm full Ride by Wire throttle body with two sub-butterfly injectors: this solution, together with a generously sized airbox, ensures fluid power delivery and accurate control of the fuel mix aspirated into the cylinders. For this same reason each cylinder is fitted with twin spark plugs and a secondary air system.

A 16° valve overlap angle is designed for pulling power. Thanks to these solutions the Ducati Scrambler L-twin puts out a maximum power of 86 hp at 7,500 rpm and a maximum torque of 88.4 Nm at 4,750 rpm, with smooth delivery across the rev range. The gearbox is a 6-speed unit while the clutch is the wet multiplate type with hydraulic control. The clutch also has a servo-assisted slipper function that limits rear wheel destabilization during down-shifting.<<

https://gaadiwaadi.com/ducati-scrambler-1100-unveil-details-588595/

Quote
The company claims that the engine makes more than 90 percent of peak torque between 3,900 rpm to 7,200 rpm. It points towards a massive initial grunt when you pop the throttle wide open and we suspect it will be enough to make up for the not-too-pulsating power and torque figures.<<


Maybe new cams as well?
Secondary air system, what is that?

[koko64]

So they've built a grunter. No problem with that for real world street riding. To meet emissions targets, air is pumped into the exhaust pipes or exhaust ports to help burn up pollutants before they exit the pipe thereby reducing measurable exhaust emissions.
I had a modified 900 Monster that more than matched that output at the wheel, but it's a dirty ol' motor nowdays.

[EEL]

Way too heavy for an air cooled motor,

As much as I love the 2V motor, they just need to kill it. The charm is lost now.

Instead, chop off the vertical part of the new V4 but keep 2 dummy connecting rods in there for a balanced motor like the old supermonos. Throw it into a superlight tube-steel chasis wth some Mini pani fairings and let it rev to the moon.

[Charlie98]

So they've built a grunter. No problem with that for real world street riding. To meet emissions targets, air is pumped into the exhaust pipes or exhaust ports to help burn up pollutants before they exit the pipe thereby reducing measurable exhaust emissions.
I had a modified 900 Monster that more than matched that output at the wheel, but it's a dirty ol' motor nowdays.

You beat me to it.  I was referencing the numbers on my 796 this morning... 81hp, 55lb/ft torque from 803cc's vs the new numbers for the 1100???  I understand it's set up a bit differently, but sheesh.

Funny, my '93 XR650L came with an air pump to meet California regs... all it did was pump fresh air into the exhaust circuit to 'water down' the volume of emissions, not actually doing anything but cheating to pass the test. That was the first thing I modded...

As much as I love the 2V motor, they just need to kill it. The charm is lost now.

I'm kind of thinking that, too, with the Euro emissions.  It's unlikely they would make a US-only motor and bike, either.  I think I'll go out to the garage and hug my air-cooled, 2V Monster...

[koko64]

The cams sound mild with only 16 deg overlap (I'm assuming that's what the 16 refers to). Mild torque tune as much for emissions I guess. The term "fluid" was regularly used to describle the power characteristics which I take to mean smooth and tractable.
Tractable big bore with a fat torque curve but limited top end could be a modern Elefant motor. They should bring back the Elefant and give some competition to the Tiger 800.

It shows how desperate conditions are for air cooled motors nowdays, so I'm really appreciating my Hyper 1100 Evo right now. Evo ain't "fluid", it's wild. That said, it's nice to see it back.

[Howie]

The cams sound mild with only 16 deg overlap (I'm assuming that's what the 16 refers to). Mild torque tune as much for emissions I guess. The term "fluid" was regularly used to describle the power characteristics which I take to mean smooth and tractable.
Tractable big bore with a fat torque curve but limited top end could be a modern Elefant motor. They should bring back the Elefant and give some competition to the Tiger 800.

It shows how desperate conditions are for air cooled motors nowdays, so I'm really appreciating my Hyper 1100 Evo right now. Evo ain't "fluid", it's wild.

Yep, overlap.  Mild cams.  Maybe small valves too.  Probably good fuel economy numbers.  Modern Elefant

Also, it seems Ducati has altered it's power ratings.

NOTES ON POWER/TORQUE

The power/torque values indicated are measured using an engine dynamometer according to homologation regulation and they correspond to the homologated data, as quoted in the Bike Registration Document.

The new Monster 821 is now 109hp instead of 113

[stopintime]

Yes, from 4 to 7-8 bhp less on all old models. It makes new bikes look bad, compared to old numbers as we remember them. The 1100 Scrambler would be marketed with ~92 bhp under the old system.

[EEL]

Very astute observation.

If you go to the models archive on the official ducati website, it looks like they actually retroactively applied the formula to all their prior models.

I clearly remember my M1100 EVO being 100HP. Its been relegated down to 95 HP now . The 1100/1100S motors used to be 95 and now they are listed at 90HP.

So from the last EVO motor to the new DS Scrambler we still have a difference of 9 HP. That's over 10 percent loss due to emissions.

[stopintime]

..............
So from the last EVO motor to the new DS Scrambler we still have a difference of 9 HP. That's over 10 percent loss due to emissions.

Top end, yes, but the very low torque peak is probably worth it.

Ducati.com is new - no more 'models archive'. Hopefully rectified soon.

[Charlie98]

Ducati.com is new - no more 'models archive'. Hopefully rectified soon.

Archive is still there...  I was just in it yesterday.

[stopintime]

Archive is still there...  I was just in it yesterday.

You mean ducatiusa.com ?

[EEL]

Its in Ducati.com. I looked up those values for my above post. It's buried but still there

[stopintime]

Its in Ducati.com. I looked up those values for my above post. It's buried but still there

Can you tell me where?

[EEL]

http://m.ducati.com/bikes/archive/index.do?_ga=2.250469830.1534173826.1510094387-1771810028.1509912298

Can't guarantee how long that link will work

[stopintime]

Thanks - while waiting I found it by googling, but as far as I can see it's not available from the new website.