Heritage Lifestyle Characters Compete On Cool Factor

Ducati Scrambler Full Throttle v. H-D Roadster v. Moto Guzzi V9 Roamer v. Triumph Bonneville T120 v. Yamaha XSR900

Maybe it’s human nature, but motorcycle publications are constantly trying to determine which bike can lap the fastest, jump the highest, or travel the farthest. Competition is what feeds the beast. Motorcycle.com’s as guilty of it as anyone, and it’s easy to see why: motorcycling has become so segmented these days, with machines designed to satisfy one particular niche. They do it very well, too; sportbikes are insanely advanced, adventure bikes are capable of traversing nearly any terrain, and both cruisers and sport-tourers can pound out miles in two very different, yet also very satisfying, ways. And we haven’t even mentioned streetfighters, nakeds, and standards…

Lost in all these different categories of motorcycling is the basic, essential motorcycle. Two wheels and an engine, a seat, bars, footpegs, and the road ahead. This motorcycle doesn’t care about satisfying a specialized niche. Its purpose is to go back to a time when riding was simply about feeling free. The motorcycle, then, is an accessory to the experience, not the focal point.

Several manufacturers recognize this desire for an elemental machine, and we thought it fitting to bring a few of them together, including the Full Throttle version of Ducati’s Scrambler, Harley’s recently introduced Roadster, Moto Guzzi’s new V9 Roamer, and Yamaha’s fresh XSR900. And with the revamp of Triumph’s Modern Classic line, the lynchpin of this gathering is the new Bonneville T120.

With the exception of the FZ-09-based Yamaha, none of these five players are particularly about the spec sheets or hard numbers. If this were a pure performance-based test, the Yamaha would be the clear winner. But this test isn’t strictly about the performance – it’s about emotions. Sappy? Maybe, but if the bike you’re riding doesn’t put an unexplainable smile on your face then what’s the point?

If we were to use our trusty MO scorecard this time around (which we’re not), this would be the instance where “Cool Factor” scores would be heavily weighted. However, doing so places a winner and a loser in this field and that’s not really what this particular test is all about. In fact, we prefer to think of this as a showcase rather than a test. The idea here is to dial the pace back a notch, enjoy the ride, and get a taste of the quirky intricacies – a.k.a. character – of each bike.

Now some of you might be wondering why we didn’t include a different Yamaha – the SCR950 – in this lineup. In a perfect world we would have, but sometimes the timing of our tests and the capability of manufacturers to meet those deadlines don’t always align. The show must go on, however, and presented below, in alphabetical order, are our takes on all five.

Ducati Scrambler Full Throttle $10,495

Triumph may have had its Modern Classic models in the lineup for ages, but it could be argued the Ducati Scrambler helped ignite the spark for retro-themed basic motorcycles when it was launched in 2014 as a 2015 model. About as basic and elemental as a Ducati gets, the 803cc V-Twin is air-cooled with two valves per cylinder. The Full Throttle edition of our test unit differs slightly from the standard Icon ($8,895) model, with its black and yellow color scheme, Termignoni pipes, minimal front fender, and lower handlebars comprising the bulk of the differences. If anything, it’s the more road-oriented version of the Scrambler models, though it’s still fitted with the same Pirelli MT 60 RS knobb-ish tires all the Scramblers share.

The Scrambler has been a sales success for Ducati. It’s unassuming, with a playful character one can’t help but enjoy. “This thing is fun!” yelps guest tester Thai Long Ly. As someone who resides on the sportier side of the motorcycling spectrum, Thai continues, “It has a punchy motor that revs fast and sounds delightful. The 803cc L-twin is definitely the most artisanal brew in this urban bar, and any beard-growing biker can enjoy it’s kick.”

Yeah, that was a dig at the hipster set who, let’s be honest, all five of these bikes are aimed towards. But who cares? In the case of the Full Throttle, Ducati basically describes Thai and those like him as its ideal rider: “Those who want a bike perfect for every-day use but without compromising on racing style,” are the very words on Ducati’s website.

Part of what makes all the Scrambler brethren great at the everyday is their comfortable riding positions. At 31.1 inches off the ground, the seat is broad and well padded – perfect for cruising along Pacific Coast Highway, surfboard strapped to the side, even if the seat-to-peg distance isn’t vast. Seating position is entirely neutral, despite the lower bars compared to the other Scrambler models, with pegs placed only slightly rearward. For its part, the 803cc Twin will rumble right along, providing a delightful soundtrack courtesy of the Termi pipes. Burnsie is a fan, noting “I love the old air-cooled Monster motor… you can bimble down to like 35 mph in top gear, and she rumbles happily along.”

On the dyno, the Ducati put out 69.9 hp and 46.3 lb-ft. And while this test isn’t so much about the numbers, when you combine that power with its relatively light 418-pound curb weight, you get a fun and sprightly ride. For the off-roady types, JB will tell you the Ducati “feels small enough that you could tackle some mild off-road adventures in true Scrambler style.”

This is a Ducati after all, and should you veer inland from PCH, towards the hills, the Scrambler is up for that task, too. It’s no Panigale, especially with the knobs, so-so Kayaba suspenders, and 18-inch front wheel, but it’ll rip along a canyon road just fine and come to a stop lickity split, thanks to its 330mm disc and Brembo caliper.

“Ducati hit a homerun with its lineup of neo-retro Scramblers, and the Full Throttle is no exception,” Tom describes the jack-of-all-trades Ducati. “The Scrambler is light, fast, fun, and affordable. While certainly not as fast as the Yamaha, the Duc is a great urban-assault vehicle, a decent canyon carver, and is suitable for the occasional jaunt down a dirt road. The twin Termignoni mufflers give the Scrambler a great growl without being deafening. How does it make me feel? Like the young hipster I’m not.”

Harley-Davidson Roadster $11,749 (as tested)

Aside from the now-discontinued XR1200, the Roadster might be the sportiest Harley yet. Granted, that really isn’t saying much, but the Roadster is special for being un-Harley-like in a few key areas. Primarily, Harley is billing the Roadster as the best bike in the Sportster line to tackle a few corners thanks to a 43mm inverted cartridge fork and twin gas-charged emulsion shocks with 3.2 inches of travel. Twin 300mm discs up front also ensure the Roadster stops better than any other Sportster, too.

From there, however, it’s worth taking a step back and looking at the Roadster as a whole. When you do, you see that it’s similar to the other bikes here in that it’s stripped to the bare essentials (visually, at least). There’s no extraneous fluff, just the bare minimum to have a good time. Despite it being naked to the core, the Roadster screams Americana with its distinctive 1200cc air-cooled Evolution V-Twin proudly exposed and “Harley-Davidson” prominently displayed on the tank. Some might even call it loud, and for this the Roadster gives no f*cks.

“The Roadster makes me want to drink beer, kick ass, and chase girls. Not bad qualities at all,” says Tom. And this is all before you even ride it.

On the road the Harley makes you feel cooler than you really are. The bars are set low and the mid-mount foot controls are almost racer-esque, at least as far as Harleys go. The V-Twin lopes around slowly, making that distinctive Harley rumble, and for some riders, the Harley-Davidson experience starts to make sense.

We know this because Thai, a staunch Milwaukee detractor, has started to change his tune, noting “I don’t like Harleys because they’re big and they’re heavy. I had one in my garage for six months, and it got ridden only six times, five of those times because my other bike was in the shop. So why do I like this new Roadster so much despite the genetic shortcomings? Because it’s a robust and raw machine that defyingly feels like it shouldn’t still be intact with every thunderous crankshaft rotation. And the feeling of harnessing that chaotic destruction beneath your seat is pretty intoxicating.”

John elaborates “This is the best Sportster I’ve ridden since the XR1200, mostly because it actually goes around corners. If you must have a Sportster, I wouldn’t talk you out of this one, though I would try to get you to have a spin on the Guzzi first. Other than that, the 1200 is a highly evolved fun-to-flog motor (though the gearbox is still not so great), and brakes and suspension keep right up.”

Yes they do, until the road starts to get bumpy. After that, the Roadster feels like it’s taking road imperfections and throwing them at you. The ride is harsh on bumpy pavement, though that firm suspension makes it a solid handler in the corners. But our biggest complaint with the Harley is “that the Roadster’s engine performance is so underwhelming (69 hp), while its curb weight is so overwhelming (567 pounds!),” says Tom.

“But guess what? I don’t care,” Thai retorts. “Simply stated, this is the best performing Harley I’ve yet ridden (besides a Buell). And the fact that it comes stock this way from the factory is chest-hair-sproutingly cool. It makes me wanna chug a tub of whiskey, shoot a gun and slap a hawk.”

Moto Guzzi V9 Roamer $9,990

When it comes to cool factor, all five testers agree there’s no other bike here quite like the Moto Guzzi V9 Roamer. “The Moto Guzzi is cool by default because it’s not rehashing its past or trying to be something it’s not,” says Tom. Thai scribbled, “Oddly Euro masculine. Vibey and visceral. The V9 captures the essence of emotional biking and, in true Guzzi fashion, reminds you to take your time.”

In fact, the Guzzi encourages its rider to sit back, dial it down a notch, and smell the roses. Its riding position is the definition of neutral, with pegs positioned exactly where your feet would naturally fall and upright bars that tilt the rider ever so gently forward, though John and Kevin both noted a preference to have the bars tilted forward just a touch more. The seat is flat as a board (and slightly better padded), offering both rider and passenger the chance to move around quite a bit, a nice touch considering the enjoyable pace on the Guzzi encourages you to crane your neck from side to side as you take in the views (but not too much; watch the road, after all).

That’s not to say the V9 Roamer is slow. In fact, “Grunt wise, it’s pretty damn good,” says Burns. Its transverse 803cc V-Twin is a charming little character, popping out 53.2 horses and 48.1 lb-ft on the MotoGP Werks dyno. Not neck-snapping, but definitely neck-tugging power that’s just enough to satisfy the need for acceleration when it arises. Of course, being a Guzzi, the Roamer isn’t without its quirks.

“The Guzzi delivers two characteristics unique in this group,” Kevin notes. “The way its longitudinal crankshaft makes the bike tilt to the right when revved; and the way you can feel its shaft climb on its gears when accelerating in corners. And being unique often adds to a cool factor. The Roamer is cool in ways unmatched by the others here.”