The Ducati 750 GT — Classic Italian Motorcycles — Motorcycle Classics

4 Апр 2015 | Author: | Комментарии к записи The Ducati 750 GT — Classic Italian Motorcycles — Motorcycle Classics отключены

Related Content

Found on 1974 Ducati 750 Super

Though we often feature fun and bikes, this week we across an auction that we h.

Found on eBay: 1975 860 GT

Though eBay is full of and unusual motorcycles, I can’t the last time I saw a D.

Found on 1974 Ducati GT750

we like to feature a variety of old bikes (and not just very original Du.

Found on 1972 Suzuki GT750

produced: 1971-1974

Total 4,093

Claimed power: @ 8,000rpm

Top speed: 125mph

type: 748cc overhead air-cooled 90-degree V-twin

(dry): 185kg (407lb)

Then: $1,995 (1972)

Now: $5,000-$8,000

MPG: 30 brochure)

I shouldn’t be surprised at how good this Ducati 750 As a teenager in the 1970s I’d admired and after the big Bolognese V-twins; about them and dreamed them, while riding on a succession of much less British and Japanese machines. then I’ve been enough to ride a few classic and not one of them has disappointed.

But the brilliance of the 750 GT, the of the Ducati V-twin line, comes as something of a shock to me. looking around this bevel-drive twin is a treat, its stylish orange-and-black paintwork, its badges, and the lines of that big engine with its cooling going off in all directions and its attractive, alloy crankcases.

Sitting the firmly padded seat and up the engine with a lazy to send the slender Conti barking out their uniquely sound is an audible treat. still is riding away on after all, was the first and powerful of the twins, to discover it is not just respectably rapid, but stable, bursting with and, most of all, enjoyable to ride. After 20 I am severely tempted to turn head straight back to the and make him an offer to buy it. (Before the of mortgage payments, my more motorcycling needs and the commitment to keep an old Ducati in top form me sadly to my senses.)

Perhaps I am surprised at how good the 750 GT is of the impressive reputations of more models such as the 750 Sport, 900SS and others that it. Maybe I’ve subconsciously that the basic 748cc that began the line have been fairly The more glamorous sports overshadowed it, so presumably it must had some teething problems, or at some minor design that made it less desirable all these years right?

Nothing could be from the truth. On the contrary, the 750 GT. with which Ducati’s genius Fabio Taglioni the V-twin line, was not just a and innovative high-performance machine introduced in 1971. It was also capable and well-sorted right the word go.

Apart from color and a few minor modifications, is no difference between this 750 GT, which was built in 1974, and the machines off the Bologna production in 1971.

For a relatively small and struggling company such as to get things so absolutely right in the 1970s was an amazing achievement a hugely significant one, It could be argued that, of all the of models that Ducati has since the marque’s birth than half a century the model that began the line is the most important of As well as launching Ducati’s range in such style, and to so many other great the GT was also the basis of vital success, most notably Smart’s famous Imola 200 in 1972.

The birth of the L-twin

The 750 GT was very much the work of who had joined Ducati from in 1954 at the all-powerful post of designer and technical director. He was 34 years of age. As an engineering at the University of Bologna six years he had produced a design for a 250cc, V4 with cylinders running in with the bike.

At Ducati in the 1960s, after revitalizing the with successful singles the 100cc Gran Sport, he this V4 layout to create the Apollo, which never production largely because its engine was too powerful for contemporary to handle.

Ducati had long been to produce a twin, but not with in a vee. The firm had raced twins in the 1950s, and in the mid-1960s a succession of larger-displacement parallel with the aim of producing a roadster to with the dominant British But although a 500cc twin was at the Daytona Show in the U.S. in 1965, neither that nor the 700cc prototype that two years later reached

Meanwhile, Honda launched the twin, whose arrival ensure that the Italian dealers in the vital U.S. met an improved 500cc Ducati twin with little The project was abandoned.

By this Ducati was in financial trouble, and in the firm was taken over by the government. Honda had recently the CB750 Four, and fortunately new management team not only saw the for a 750cc model but also that it needed to be something rather than another twin. Taglioni, whose design aim was “simplicity, carried out to its extreme,” adapted his earlier V4 to create a V-twin, or more an L-twin, that was essentially two singles on a common crankcase.

worked fast. Taglioni’s was finished by March 1970; the engine underwent testing months later, and it was so impressive and that by September a complete was ready to be unveiled to the press. By 1971 it was in production.

Called the (also often referred to as the it incorporated a few changes from prototype press bike flat bars instead of a 280mm (11in) Lockheed front brake disc of a Fontana drum, 30mm Amal Concentric carbs of Dell’Ortos, and a reshaped tank and unit.

As well as being the engine layout had the obvious of small frontal area and low of gravity. The 90-degree vee angle perfect primary balance, Taglioni’s decision to raise the cylinder by 15 degrees from allowed good cooling to pots while also exhaust routing and ground The effect of the L-motor’s inevitable was minimized by the way the front cylinder fitted between the downtubes of the steel frame.

Like the factory’s well-proven the V-twin featured bevel to a single overhead camshaft, wet layout, and an integral five-speed The 748cc engine used coil springs to close the and exhaust valves instead of the layout (where rocker open and close the valves) Taglioni had already introduced on racing singles, and produced a 60hp at 8,000rpm. At 185kg dry the GT750 was 15kg (33lb) than the earlier prototype, but lighter than the wet weight of (499lb) for the 67hp Honda Four.

Power-to-weight on the road

gave the Ducati 750 GT a very power-to-weight ratio back in and more than three later it is still enough to this near-perfect example fun to ride. Not that the bike flawlessly on my test, at least at the

The cold engine needs kicks before it reluctantly up, though the glorious mix of rustling sounds meant I soon it once it did come to life. at slow speed highlights the of steering lock, and the gearbox is very stiff, as well as an unfamiliar one-up, four-down for my right foot.

But after a few miles the engine has warmed up, the is working fine, the sun is gleaming off shapely tank (whose paintwork doubtlessly surpasses the poor original finish), and the is running so well that it is to think that any bike, let a first attempt, could been so good all those ago. That 60hp maximum was doubtless a rather figure, and this engine match the midrange grunt of the V-twins that followed it in the But the GT still accelerates with of enthusiasm, its straight-line performance by the fairly upright riding that is still sporty to allow a comfortable crouch the wind at higher speeds.

In Ducati V-twin fashion the is smooth enough to be pleasant the range, but has enough vibration to it an involving feel. This has been recently rebuilt so I rev it to the start of the red zone at 7,500rpm, let the proper redline 500rpm But that’s fine, because the unit is at its leisurely best short-shifted, and is happy to keep the cruising at a relaxed 70mph — and

Fully run-in and with the chin on the tank, the GT was good for a 125mph, and that made it one of the fastest bikes in the early

Ducati GT 1000

And its handling, especially at high was notably better than of heavier Japanese multis as the CB750, Suzuki’s GT750 and 500 and 750cc air-cooled triples. from this model, its Superbike, Ducati hit on the format of lightweight, minimalist but rigid and fairly firm suspension would make the marque’s a byword for handling excellence. It was stable at high speed.

And the blend of conservative steering and 19in front wheel it requires a fair bit of input, it was enough to respond quickly I needed to change direction on a and twisty country road.

bike’s ever-reliable Pirelli also helped by being enough to make good use of the ground clearance, which is despite the reasonably low-set and footrests. The only chassis that really felt was the front brake, which is a bit and lacking in power.

The other leg has lugs for a second disc, but never fitted one to the GT, though the did introduce a few updates on later including this bike’s front forks (instead of the leading-axle design), and the addition of an starter on the last bikes to the factory. There was also a USA version, with higher and a police version with a saddlebags and a single seat.

of the Ducati 750 GT ended in late when it was replaced by the 860 GT, with its angular styling. By this the 750 had been hopped-up to create the aggressive 750 Sport, with its rearsets and optional half-fairing; and the racier 750 Super Sport, its desmodromic valve operation and seat, inspired by that Imola victory in 1972. V-twin range was well way, and one of the great motorcycling had been established.

Classics reborn

Years those old Ducati V-twins are in the again, as the Bologna firm them with its new SportClassic Perhaps it’s appropriate while the more glamorous and Paul Smart models launched six months ago, the inspired by this less original V-twin, was held until now — but looks to be the best of the three. If ever there’s a Ducati that deserves recognition, it’s the unsung that began the line in brilliant style. MC

Retro GT1000 SportClassic

Engine  992cc overhead cam, air-cooled 90-degree

Weight: (dry) 185kg (407lb)


Ducati’s first models, the Sport 1000 and Smart, are great bikes. combine retro styling modern engine and chassis in a way that makes them appealing. Trouble is, anyone old to remember the classics on which based is likely to get uncomfortable quickly aboard bikes low clip-on bars give a racy riding position.

The new — which owes its look to the early-Seventies GT750 and has a similarly riding position — is a much relaxed and roomy machine. The key of tubular steel frame and 90-degree V-twin engine are retained, albeit an engine from the Multistrada and Monster, and identical to that of the other whose right side is obscured by the belt drive than bevel shafts) to its single overhead cams.

I was disappointed that the new GT doesn’t more like the old one. Its gas is larger and more rounded the old 750’s flat-bottomed item, in mainly due to the modern machine’s big But the GT1000 is well finished, and good in either red or black the two colors currently on offer.

992cc two-valve, V-twin produces 92hp at 8,000rpm, lots of midrange torque a finely honed Marelli system. Inevitably the emissions-controlled doesn’t sound as good as its with its free-breathing carbs and But the modern twin-spark V-twin a pleasant note through its mufflers.

This SOHC engine differs from the SportClassic lumps in its black-finished cam-belt covers, and its use of a wet instead of dry in traffic the clutch worked smoothly. At low revs the engine slightly juddery, before nicely at about 3,500rpm. But simply adds to the GT’s especially as the six-speed box shifts cleanly.

Fuel-injection response is very and on the open road the GT cruises with a pleasantly effortless always seeming ready to thanks to its hugely flexible delivery. The generous reserves of grunt allow quick without need to approach the limit. Top speed would be 135mph, though you’d to hang on tight.

For anything than prolonged high-speed this bike is much comfortable than the wrist-punishing 1000 and Paul Smart helped by its broad and reasonably dual-seat. But the Marzocchi forks slightly vague when the brake combo of 320mm discs and twin-piston calipers are hard. And large bumps got the better of the Sachs shocks in fashion.

Even so, handling is At 185kg (407lb) — identical to the GT750 — the GT1000 is respectably and its combination of wide handlebars and steep geometry mean the can be flicked through tight at an entertaining rate; high-speed is well up to traditional standards. And is plenty of ground clearance which to make the most of the Pilot Classic tires, grip well but lack the period look of Pirelli’s Phantoms.

In that and other the GT1000 doesn’t quite the Seventies feel of Ducati’s two SportClassic models. But as well as much more comfortable those bikes, the GT performs well and is also slightly than the Sport 1000, let the limited edition Smart. makes it the sensible choice for riders looking for a modern with classical Bolognese


Interesting articles

Tagged as:

Other articles of the category "Ducati":

Our partners
Follow us
Contact us
Our contacts

Born in the USSR


About this site

For all questions about advertising, please contact listed on the site.

Motorcycles catalog with specifications, pictures, ratings, reviews and discusssions about Motorcycles.