With the bevel drive 900NCR losing its competitive edge, in 1980 Franco Farne developed two of the new belt-driven Pantahs for the Italian national junior championship. They were based on the standard SL frame but with Marzocchi suspension and red and yellow bodywork that looked like the 900NCR. The 583-cc Desmo twin developed 70 horsepower at 9,000 rpm, and the bike on offer here is one of those bikes, presented without its full race fairing.
Presented in good order, this particular bike has Marzocchi forks and shocks, adjustable rear shock absorber, Brembo brakes, racing exhaust and Campagnolo wheels. This bike came from Reparto Corse of Ducati and was purchased by Team Saltarelli and refitted for the 1981 race season, winning the Italian TT junior championship ridden by Amerigo Saltarelli, Carlo’s brother.
The model on offer has an estimated price of €18.000-€20.000 and is powered by a 597 cc SOHC Desmo V-twin engine paired with a five speeds transmission.
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By the early 1990s, Ducati was completely involved in building sport bikes, so the launch of the M900 Monster at the Cologne show in October 1992 was quite a surprise. Yet its pedigree was unimpeachable; it was the first “naked” bike or “street fighter,” as they are now known. The frame was adapted from the 851/888 design, with an upright seating position and no fairing. It was an immediate success, and a 600-cc version was launched in 1994 in red or yellow. Testers managed a top speed of 109 mph, with a quarter-mile in 13.6 seconds at 97 mph. This iconic design has evolved in the past 17 years, but its basic simplicity is much admired. This is a solid example of an early 600-cc Monster, few of which come to market, as owners tend to keep them and just buy a bigger one. This bike has custom paint, a fly screen and carbon-fibre mudguards.
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A Ducati 750 200 Miglia Imola Corsa Replica was auctioned with an estimated price of €80.000-€120.000. The motorcycle has an interesting history, as it was constructed from a frame given by the Ducati racing department to Mr. Saltarelli in 1975, as prize money for his racing efforts with his private team of Ducati racing motorcycles.
Mr. Saltarelli decided to build the motorcycle as a spare racer for his team. The bike has received a complete restoration in 20000 because Mr. Saltarelli wanted to display it at his museum.
The motorcycle is currently fitted with a large endurance type racing tank, Marzocchi leading axle forks, three Lockheed disc brakes and the “left high-right low” Conti exhausts.
The 200 Mile Imola 750 Ducatis represent the pinnacle of collectible Desmo V-twins and are on the wish list of every Ducati collector. This is a unique model as none of the factory bikes are available to purchase today.
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The Ducati Desmosedici GP11 VR2 was auctioned by Ducati with an estimated price of €300.000-€350.000. The motorcycle was the second of four variations Rossi raced during the 2011 season but is ostensibly the same as the GP10 of the previous season.
The motorcycle is fitted with a 800-cc D-16 engine and the suspension was an Öhlins TRSP25 48-mm “Through Rod” front fork with a TRSP44 rear shock absorber.
The bike had also received a new carbon airbox and a new electronics package designed to soften the savage throttle response lower down. A more sophisticated traction control system was also introduced, and engine revisions included a higher inertia and crankshaft to further tame the throttle response.
As MotoGP moves into a new era in 2012, Rossi’s GP11 exemplifies the evolution of the 800-cc D16 from the world-beating GP7 through until the end of this formula in 2011. The GP11 was the ultimate development of the D16 that provided Ducati their only MotoGP World Championship.
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In 1980, Franco Farne developed two of the new belt-driven V-twin Pantahs for the Italian national junior championship. They were based on the standard SL frame but with Marzocchi suspension and red and yellow bodywork that looked like the 900 NCR. The 583-cc Desmo twin developed 70 horsepower at 9,800 rpm.
The TT2 followed in 1981, and Fabio Taglioni had designed a new trellis frame for it, which was built by Verlicchi. Weighing only 18 lbs, it foreshadowed the F1 and was bolted to the engine in four places, using it as a stressed member. The engine was bored to 597 cc and developed 76 horsepower at 10,750 rpm, and the whole bike weighed in at a svelte 287 lbs.
In an impressive debut, Sauro Pazzaglia won the opening race of the Italian TTF2 series at Misano on 29 March. Meanwhile Steve Wynne and Pat Slinn prepared a 500SL Pantah for Tony Rutter to ride in the Isle of Man F2 event in June. Lacking a promised factory bike, Wynne rebuilt a crashed Pantah, fitted a race kit and braced the frame.
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By 1973, prospects for Ducati in Formula 750 looked bleak thanks to the rise of the two-strokes. As a result, Fabio Taglioni decided to focus on endurance racing, which did not have any engine restrictions.
By fitting the 86-mm racing pistons from the 450 single to the 750 V-twin, an 864-cc engine was created and made its debut at the Barcelona 24 Hour Race in 1973. The race took place in the 2.25-mile street course at Montjuich Park in July, and riders Salvador Canellas and Benjamin Grau won at an average speed of 71 mph, completing 720 laps and beating the 2nd place Bultaco by 16 laps. Like the Imola racers, they used the early 750 round case engines, with dry clutch and centre axle Marzocchi forks and Lockheed pattern Scarab brakes.
The 750 Super Sport went into production in 1974, but Grau and Canellas returned to the Barcelona 24 Hours again, with the 860 bike now producing 90 horsepower. They led once again, but this time the gearbox failed at hour 16. Their third attempt at Montjuich occurred in 1975, when their 905-cc V-twin won at 71.74 mph, and they beat their early record by 11 laps.
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The year 1975 was to be the deciding year for the 750 Super Sport in Italian production racing. The front row of race grids would frequently be all-750 affairs, and on one occasion 750 SS’s occupied six of the top 10 finishing spots, led by 1-2-3-4. Although the square case engine from the 860 GT was in production, most racers preferred the proven round-case engine, which was developed further throughout the year, with high-rise exhausts and improved brakes.
The year started providentially, with Franco Uncini joining Ducati’s Scuderia Spaggiari works team from Laverda, but the first win went to Carlo Saltarelli at Misano on 31 March. Giulio Sabatini shared wins with Uncini at the Trofeo Maximoto at Vallelunga on 25 April and 1 May, while at the Gino Magnani trophy race at Misano, Uncini, Sabatini and Adelio Faccioli went 1-2-3. The next race at Pergusa in Sicily was won by Raoul Martini on a 750 SS, and Saltarelli was 3rd.
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The Ducati 748R palys play a pretty important role in Ducati’s history. This model bowed in 1995. The company built the 748SP with which they intended to win the 600 Supersport title, since twins were allowed a 750-cc displacement to compete with the 600-cc four-cylinder machines.
The liquid-cooled Desmo Quattro was similar to the 916 and, in SP form, produced 108 horsepower at 11,500 rpm. Cylinder heads were similar to the 888 SP2, and the 748 used the close-ratio six-speed gearbox of the 888SP. Only available in yellow, it was a brisk performer, and Motorrad magazine managed a top speed of 154 mph in April 1995. Ridden by Michael Paquay, the 748SP won the 600 Supersport class, as was intended, Fabrizio Pirovano winning in 1996. In 1997 the Supersport World Cup was established, and the Gio.Ca.Moto team were victorious, with the win scored by Paolo Casoli on this machine.
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The history of the Ducati 750 SS Corsa is pretty interesting as is strongly related to the famous Mike Hailwood.
Mike Hailwood’s comeback victory at the Isle of Man in 1978, 11 years after he had retired and at the age of 38, holds a warm spot in the heart of every Ducati fan. But mention Paul Smart at Imola in 1972, and one will generate even more enthusiasm. At that Italian racetrack on 23 April, 1972, 70,000 race fans watched underdog Ducati defeat the world’s best riders on what were previously assumed to be the world’s best bikes. The riders included world champion Giacomo Agostini, Phil Read, Cal Rayborn and Walter Villa competing in the inaugural 200-mile race, much like Europe’s Daytona, with more than $40,000 in prize money.
Agostini took off in the lead with Smart and Spaggiari behind him, but Smart passed him on lap four and Spaggiari a lap later. After that, the two Ducatis diced with each other until the finish—Spaggiari passing Smart but then running wide as he started to misfire, low on fuel. The Ducatis finished one-two at an average speed of 97.76 mph, with Smart, Spaggiari and Agostini sharing the fastest lap at 100.1 mph. The “green frame” Ducati 750 Super Sport had arrived.
However, it looked as though two-strokes were soon going to rule Moto GP, and Ducati switched the V-twin to endurance racing, which had no engine restrictions. By boring the cylinders to 86 mm and using 450 racing pistons, the 864-cc 900 SS was created. The new bike made its race-winning debut at Montjuich Park, Barcelona, where Benjamin Grau and Salvador Canellas won the 24 hours endurance race in July 1973.
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In 1968, the wide-case 350-cc Mark 3 Desmo was the fastest production Ducati one could buy, with 103 mph on tap, or 112 mph with a noisier megaphone pipe. There were several options: high touring bars instead of clip-ons and even a racing kit with more radical camshaft, fairing a range of main jets and megaphone exhaust.
The bike was unmistakable with early examples having twin filler caps on the fuel tank and the white-faced Veglia tachometer on the right fork crown. The fuel tank was chrome plated on the sides, with a metal Ducati badge, and the headlight and fenders were chrome plated.
When the 450-cc engine was introduced in 1969, the range was redesigned somewhat, with a square-slide Dell’Orto carburettor replacing the previous SS1, a single filler cap fuel tank and individual speedometer and tachometer, instead of the headlight-mounted speedo in the 1968 model. A cut-off Silentium exhaust silencer replaced the bullet exhaust.
Cycle magazine tested the 250-, 350- and 450-cc models imported to the U.S. and reported that the 250-cc and 450-cc engines had a wide power band, while the 350-cc was basically a bottle-rocket, with power coming on with a rush at 6,500 rpm. Not surprisingly, the 450 cc was fastest through a quarter-mile at 16.6 seconds, but the 350 did it in 17.6 seconds, and that was cut to 15.15 seconds with a megaphone exhaust, suggesting that the Silentium pipe restricted the bikes performance significantly.
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