![]() “All in all, I think the Duc Scrambler is cute as a button, especially the orange-and-black one, and it reminds me of the days when converted 60s- and 70s-era UJM scramblers were fairly ubiquitous. Read our full review of the Moto Guzzi V7 II. I would want the extra torque myself, but as an entry-level bike, the smaller engine in the Duc remains attractive. If you want that extra power, you are going to have to pay for it. 'Guzzi comes off a little proud, not unexpected given the difference in engine size, and breaks the 10k mark at $10,990 MSRP, nearly a three-grand leap over the Duc at $7,995. Both come with ABS, but the MG comes with the option of switching the ABS off for brake slides, flat-tracking, and other fun stuff. Suspension components are close enough to be a wash, as are the brake systems. Considering that the curb weight on the V7 is only 419 pounds, just a skosh more than the 403-pound Duc Scrambler, this torque difference tips my scale heavily in favor of the 'Guzzi scrambler. The MG cranks out 48 ponies, just seven more than the Duc, but the torque tells the rest of the story with 44.2 pound-feet from the MG at a low 2,800 rpm versus 25.5 pound-feet at eight grand from the Duc. As you might expect, this discrepancy reflects in the performance numbers. The Ducati motor is rather small at 399 cc, so it was tough to find something close in displacement, and the MG fell into the “close enough” category near the bottom of the mid-range at 744 cc. The transverse-mount, 90-degree, V-twin mill on the V7 stands proud of the frame, and while I have my reservations about such an exposed position for the heads, there is no denying it lends a muscular look to the MG model. 'Guzzi does adorn its ride with an interesting bump-out on the tank, and the teeniest of tiny wind deflectors atop the headlight housing.
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