1975 Ducati 860 GT — Classic Italian Motorcycles — Motorcycle Classics

28 Апр 2015 | Author: | Комментарии к записи 1975 Ducati 860 GT — Classic Italian Motorcycles — Motorcycle Classics отключены
Ducati 860 GT

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Vintage Motorcycle Tour with and Motorcycle Classics

1975 860 GT

Claimed power: 60hp @ (approx.)

Top speed: 109mph test)

Engine: 864cc SOHC 90-degree V-twin

(wet): 504lbs

Price $2,549

Price now: $5,500

This should not been happening. There I banking through a gentle curve with the 1975 860 GT speedometer reading about when a slight twitch of the announced the start of a gentle

The bike settled down when I slowed slightly, and it was nothing worrying — but even so! in the mid-Seventies, when this was built, Ducati’s reputation for handling and stability was second to

My first thought was that the tendency to get slightly light-headed at was due to this particular bike’s age and But a look through some old tests revealed that the 860 GT was for exactly the same thing it was new in 1975.

Words like “weave” and had not been necessary when previous Ducatis such as the 450 single or the 750GT, but they used to describe the 860 by testers who even more surprised I was all these years later. At the problem could easily be because it was eventually traced to the wide handlebars that give this bike a different look than Ducatis.

Designed by a legend

The of the Ducati 860 GT, noted car stylist Giugiaro (creator of the original VW the DeLorean and many others), had the new Gran Turismo machine’s lines with handlebars not only made sustained riding uncomfortable, but also disruptive steering forces even the Ducati’s basically chassis could not completely

That did not prevent contemporary giving the 860 GT an enthusiastic welcome, and that a redesigned riding was the only thing it needed to a superb machine. This is not to that everyone liked the shape: They didn’t, but first big-bore sports-tourer was distinctive, as well as being the bike the firm had ever put production. And if it didn’t match the or sheer speed of the 900SS followed it into showrooms in the year, the GT promised plenty of along with more and a lower price.

Derived from the 748cc used in the 750GT, the air-cooled 860 864cc V-twin engine got its displacement from a 6mm increase in Cylinder angle was 90 degrees, to the single overhead camshafts was by gear, and the GT used conventional operation rather than the system that would be for the SS.

The engine was different in outward compared to the earlier 750GT, squared cases designed to Giugiaro’s avant-garde sheet Inside, the engine benefitted a revised bevel-drive that was to set up and an improved oil pump giving flow. Ducati revealed peak power was produced at

No figure was given for the output, but the SS produced a claimed 79 horsepower, so the figure would certainly been less than 70 at the crankshaft (Ian Falloon’s Catalog of Ducati Motorcycles 57 horsepower).

This softly-tuned might not have had the desmo gear or higher-revving horsepower of the SS, but by standards it was still an impressive plant. “As anyone who has done so tell you, the only that beats riding a 450 MkIII single is riding one tester gushed. “The 860 has all the single’s virtues of endless mechanical refinement and sheer of character — squared. The 860 is undoubtedly one of the finest motorcycle engines.”

Different, but the same

Beneath its blue bodywork, the Ducati’s is a typical Bolognese blend of steel frame and firm, forks and shocks, supplied by and Marzocchi, respectively. This example is in good condition, considering Ducati’s reputation for finish. It is standard apart its separate instruments (1975 were housed in a common and seat, which are from the year’s Ducati 860 GTS.

The seat is slightly thinner was in fact available on some production 1975 860s), and the GT’s excessive seat just slightly. Still, the feels tall when I aboard. Settling in, I quickly conscious not just of the pulled-back but also the forward-set footrests.

The footpeg makes itself almost immediately, because as early 860GT has no electric (electric start versions produced until January I’m forced to kickstart it — and the footrest is placed to come into with a kickstarting leg’s — ouch!

Such inconveniences are as the big V-twin lump bursts life with a fairly rumble and proceeds to show why it was such a good device for a Thanks partly to its low state of the engine is superbly responsive the midrange. This bike’s of conventionally filtered 32mm looked ordinary compared to the 40mm units of the SS, but when open they send the surging forward with of urgency.

Out and about

Like more big Ducatis, the V-twin is snatchy about 3,000rpm, but smooths out there on. Vibration isn’t a even up near the 7,000rpm although the big lump feels between 3,500rpm and about The engine’s midrange torque there is little incentive to use all the it’s generally much to change up early through the box, which shifts enough to make me forgive the light’s traditional hopelessness.

the slightest opportunity, the Ducati pretty rapidly up to an indicated beginning to feel slightly by that speed even in a line, and would have on to a top speed of about 110mph. high bars mean have to be both brave and to hold 100mph-plus speeds for though, and even my steady cruising speed becomes after a few miles.

That high-speed weave gave reputation for unbeatable stability a but never threatened to get bad enough to do any of a more physical nature, and the regained some points its handling in slower bends. The rigid chassis and high-quality gave cornering power few bikes could match in Chassis geometry was chosen for and the good thing about the bars was that their made for easy steering, a plus when touring.

Once into a turn the sails through in style, its suspension letting the rider just what is going on. the strange, almost scandalous choice on this particular — Cheng Shins on a classic — prevents me from doing the more damage in the corners. At I don’t have to worry the front tire’s lack of when using the front as the single 280mm Brembo lacks bite and gives a wooden feel at the lever.

A disc was available as an optional and would have been worth having, along stickier rubber.

Ducati did at demonstrate a willingness to listen to as the following year the 860 GTS was launched not with the GT’s optional front disc and electric as standard, but with flatter too. For European riders the GTS was the Gran Turismo machine the GT should have been all Its high-speed stability was impeccable, that the original model’s was due to the bars, as suspected.

And it was well braked and started thanks to the aforementioned updates.

a Ducati, of course, it still had a few faults, particularly the corrosion-prone finish and truly awful that made it all too easy to yourself into darkness trying to operate the headlight’s beam switch. With a riding position the bike’s would be more easily but the essential quality of the original GT design still shows

Ducati’s first 864cc had a few flaws, but the 860GT deserves a in the Bologna hall of fame, And while somewhat ignored for today it’s perhaps the affordable classic Ducati MC


Ducati 860 GT
Ducati 860 GT
Ducati 860 GT
Ducati 860 GT

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