Ducati 750 super sport

Just bought this. Shhh don't tell the wife.

Class Nice One I had the same scenario a short while back with this :greengri

bandit said:

Just bought this. Shhh don't tell the wife.

Click to expand...

You lucky lucky man.....Tell Her 'It's better than money in the bank'...We all say it, but in this case it's true....

Tell us more....Where did you get it ?....History ?.....What does it run like ?....Just curious (nosey) I really like this stuff.....

That sir is Beeeeeuuuuuuttttiiiiiiffffuuuuuuullllll

Wow, wow and wow some more!! Absolutely lovely, my all time favourite Ducati.

jonnie comet said:

You lucky lucky man.....Tell Her 'It's better than money in the bank'...We all say it, but in this case it's true....

Tell us more....Where did you get it ?....History ?.....What does it run like ?....Just curious (nosey) I really like this stuff.....

Click to expand...

Here you go, this is just part of the history provided by the seller. It also has a full report by Ian falloon

THE HISTORY: It seems "Herr" Wale was so cross having bought it, and why it was sold via Sotheby’s, but on the upside it means it could just be one of the very earliest homologation bikes, used as a weekend racer, that then became a cafe racer before being restored by Eugenio Carelli. I purchased the machine from Sotheby’s Motorcycle Auction at the Air Museum in Hendon in 1994. It was sparkling, super polished and looked like new. Between Moto West Switzerland and Eugenio Carelli, it was a very fine looking and riding machine. It came with very extensive bills (circa £10K then) from Moto West who were a Ducati Specialist in Lucerne Switzerland. It ran very well, and had been tested by M Jackson at Sotheby’s who confirmed how nice it felt to him. It had previously broken down on a cross Switzerland Alpine Tour, resulting in a very disgruntled Mr Harry, who I was told at the time had bought it as a 401. Moto West advised it had non matched camshafts, and as per the invoice carried out expensive work to correct it. There is no mention in their invoice of "unmatched camshafts or replacement crankcases. Interestingly, Harry now says he realised it was a copy 401..... My only thoughts are why would he have been disgruntled if that was so, and why he spent so much having the engine rebuilt especially only to sell it? Having broken down on it and no doubt inconvenienced due to the very extensive work required, and realising it was not a 401, he got his local garage Atlantic Motorcycles to deal with its sale through Sotheby’s back in 1993. (they are now no longer)

So what exactly was this motorcycle? Plainly and simply it was a pre Imola July 1973 Ducati 750 SS ie a 750 S narrow frame with the then "New Desmo Dronic drive engine." These bikes arrived in a crate, and were suitable to race immediately. It is not known in what trim or colour it arrived in but likely the new proposed Imola colours. I always assumed that having been damage in 1974 it was duly returned to the local Ducati dealer for repair and therefore rebuilt to 1974 specification, but the press releases at the time suggested 190 bikes were built to that specification in 1973. Ian Falloon's book says these numbers were much smaller, and simply hype. It has now been confirmed that the Homologation papers were formally issued by eth Italian Motor Transport Department on 9th July 1973 as this bike was first delivered, it frame and numbering arrangements are correct, with identical stampings as seen on the known homologation bikes. Carelli confirms this machine was a 750S with the “slimline” frame and the Desmo Engine. It has now been confirmed to me that there is no difference between a 750S slimline frame and a 750SS 401 frame. This enabled the shock absorbers to be mounted to the exterior of the frame, although arrangements differed for the fixing of the seat. I always assumed this was a replacement frame bike , although it now seems the frame numbers were original explaining the stamping as per the model that was being proposed for mass manufacture on return from the summer holidays . It is therefore a very rare and very early 750 S. What trim it originally carried remains unknown but likely close to the way we find it now. We do not know if the frame was silver or green, but several other July bikes were green as this one is. Eugenio Carelli confirms he had the frame repainted in that "fantastic best Dupont paint" which it still exhibits now. As one racer put it to me, the only question back in those days was how fast it was, and how it handled. And as Carelli says, for two of his customers, his dressed up race replicas and Engine refurbishment by Pietro were not fast enough.

Back in 1974, no one was bothered about the minutiae of detail. Only today does this give “Ducastitis” issues, particularly with the "revered” 401’s Imola series, and the large number of replicas that have been constructed over the years . What is particularly nice about this bike is the fact it has notarised ownership record from new, showing the place and date of birth of each owner, and of course their address. We can check the incredible provenance back to new of this machine (all the owners are accounted for) and all we are missing, are its racing records. The original owner, Domenico Gulli, who owned the bike for three years, seems to have owned the Verona Football Stadium. Only wealthy people could afford motorcycles like this at the time. This was because they were people with power and influence. And supplying them with motorcycles was great advertising for Ducati. Searching the Internet for Domenico Gulli, it appears he was involved with “ Sicilian” matters" and appears to have been rehoused at the governments pleasure. Probably not that contactable. A succession of further owners all appear "football and Sport related".After Domenico Gulli , googling the owners seems to confirm the next few owners were also football club related, before it passed to owners that appear related to car or motorcycle businesses including old-timer Porsche racing. I say appear because each one needs speaking to, to ensure they were the person that actually owned the machine, not one with the same name. I figured I could start at both ends of the ownership trail! My Italian is not good enough to differentiate between them and just phone them! ( Non Existent save! Chi Va Piano Va Sano , not appropriate for a raer

Trying the other way, and turning to the last owner before me, was “Herr Harry”. I was told by Sotheby’s he had purchased the bike as a 401 , from Eugenio Carelli and was unhappy to find it was not what he expected. I have since found out that "Dottore Eugenio Carelli" is affectionately very well known in Italian Racing Circles as “Genni” and is the Italian racing Federation’s (FIFA) Homologation Specialist for authentication. One would think that fantastic news for confirming the bike's pedigree, until we realise his early career involved producing replica "401"s Harry imported the 750SS into Austria, where he lived, and he then took it with him to Zurich in 1989, and then into the UK in 1991. Harry advises that then, Carelli, was based in Milan.

Eugenio Carelli confirms saying: “ That bike went to gentleman in Salisbourg, and he was the one complaining with unsatisfactory performance, probably in race track, (maybe Swiss Alps) but indeed we did not build racers: just replicas the best way possible Anyway I give him the data of the engine builder , and we also informed Mr Gianesin , but after I had no news about the bike ..... we had only 2 complaints both 750s , because of performance." Whatever, once repaired, "Herr" Harry sold the Ducati at Sotheby’s on a very wet and rainy winter day with low attendance, enabling me to purchase it with others for my collection.


So back to establishing some more about its history. Before I got round to calling Eugenio, “Genni” , I got an Email from an Italian bike dealer, Alessandro, who was interested in buying the bike but currently didn’t have enough funds. He wrote.

Well, I like so much your bike and now I know where is ! your Ducati will be very famous here on Italy, everybody know the history of this bike and repute one of the best, also I know any details (maybe better of you ! ) from my friend Genni Carelli, he told me some time about this 750SS

One would think Genni Carelli knew exactly what he was buying/selling. In light of my conversation with Harry, this was always going to be a difficult conversation. However, to be fair to the man, he rang me back instantly . He claims to have sold over 150 750 SS , and indeed says he made a “Special Batch of Five very special Replica Imolas” ( he now confirms this was one of them). That’s an awful lot of bikes, and he didn’t particularly recall this one (unsurprising as they all look the same ). The later engine numbers on this bike were clearly added later, probably to register with the UK DVLA that required engine numbers in the early 1990's . Looking with Ultraviolet light we can see there remains of other engine numbers below that confirm this is one of the earliest Desmodronic Series with an early number 753029. “Genni” said he would never have sold or sell a bike with “erased” or tampered engine numbers (Of course he wouldn’t: look at his job title). He told me all the engines went back to Pietro Gianesin for a full rebuild. Pietro Gianesin was highly involved in the racing bikes so it’s possible these crankcases were ex factory, and the numbers removed to avoid confusion. This was common for example with factories like Honda. Genni said he remembered some bikes but that as he had sold so many it was difficult, and it was quite likely this bike was actually supplied came through Gianesin ...... GPM Racing are now based in Vincenza, rather than Verona where they originally hailed from, and they are particularly successful. This ties in with what a few other people told me. So I now await someone to tell me about the “its race history”


To save you wasting your time and mine, here are the initial impression of this Ducati. I looked at what “bits” these bikes should have, and where it differs from the “standard” period Ducatis. Further down, all "differences are listed, but please note as confirmed by Falloon, no two bikes were the same in pre 1974 machines. I may of course have it wrong but here’s my best effort. It should save you lots of time. The bike was first registered in on 3rd July 1973, so must be JUNE 1973 Manufacture or earlier.

1. FRAME
The logbook says it’s a 3rd July 1973 Registration, exactly when Ducati received that homologation The bike was made in 1973 and is confirmed by all the documentation . It is said there were about a dozen(12) Pre 1974 Imola manufactured by the factory. Ian Falloon found three. They were built on Sport frames like this one. The frame number (752932) is from the 1973 sport sequence, and the bike is 1974 specification (not in itself unusual as the first batch of two hundred machines were completed in late January 1974) and because the specification for eth new machines was broadly agreed, but particularly important in this case. The frame number on this one is stamped in the position of the 1974 Imolas as proposed in the Homologation papers filed with the Italian Ministry of Transport in 7tHh July 1973. It’s difficult to tell if it was ever on the headstock as you would find on a 1973 750 S frame. Genni confirms this bike was a narrow 750S frame The frame number is on the lower nearside (left sitting it side of the frame.) The numbers are stamped as they are on frames of the now confirmed Imola SS series, and all pre series known machines. A sports 750 would have a frame number on the headstock, on the frame lower flat point. The front frame number would be under the welded headlight and fairing mounting brackets. As you can see on photo, the main frame number is correctly hand stamped as per the later 1974 SS frames. The DM 750SS letters and numbers left of the chassis. The line underneath read DGM 11871. Stamps with the correct sizes and font styles were/ are not readily available and these look correct. The prefix (DM750SS) and the homologation stamping (DGM 11871 OM) are correct and factory hand stamped.

The frame number is one digit from an known 750 s frame of the same period. It precedes the three 750S preproduction Imolas shipped to the USA 753137/39 by 100 frame numbers, less than a weeks production in the assembly factory. Genni Carelli confirms the machine he sold was a 750S narrow frame, that of a 1973 Sport, which he redressed as an Imola replica. he clearly failed to realise the importance of this pre Imola Series bike at eth time! It is therefore a 1973 Sport Frame , with a very early SS engine. After market frames, made by the same manufacturer that supplied Ducati, have also sometimes been available with no model or homologation stamping, and its therefore not one of these. We know the frame has been painted , and this was confirmed by Eugenio Carelli, explaining the "Non factory primer" under the “Dupont” paint he was so pleased about because it did not fade. Being an early 1973 Imola in a Sport frame, the forks are correct as per the original prototype exhibited at the Milan Show in November 1973.

One wonders why Carelli did not change them as he wanted it to look like an Imola 401 for which they are not correct, as the brakes would be behind the forks, although the large number sold with brakes in front makes one wonder. Many famous cars have ended up with “two of the same” as people rebuild around original bits. Indeed several in his book, several machine identified by Ian have the same numbers... As someone else said, 401 were made but only 650 survive.


2. The Engine
Engine Number: By examining under ultraviolet light, it seems likely the number of the engine was therefore 753029 but is awaiting formal confirmation . The machine was in the late eighties stamped 10705 DM 750. This is in fact a later stamping, possibly to get a UK registration or more likely to make it look like one of the 401 series. No further comment is needed and I have now made enquiries to have this corrected. Ultra violet light reveals the original engine number to end in 3029. ( not 5029 as originally thought). The stamped ‘1’ designates race shop assembly, and as we see in the books it was not unusual for a engine and chassis number to be 100 numbers out. The numbers confirm it was a June production 750S with Desmo valved engine. You will also note Carelli confirms the engine was rebuilt by Gianesin, the “Ducati Twin Man”. The matching of the front crankcase numbers confirms the use of a matched pair of crankcases. The numbers on each crankcase half are identical in size 5 mm high - same font used... Ducati never took engines or parts out in sequence from the stock shelves, they used what was on the shelf as orders came through. The left and right crankcase look slightly different in colour at the rear where they were painted , but front look the same .The crankcase halves between the cylinders match. These are stamped 452 on each side and have the smaller number C7 above one the numbers on right hand crankcase engine numbers. The rear of the right hand crankcase half is with DM750 as it should be. The DM750 has the right look.

I am told you would need to take it apart to check exactly what profile camshafts were used, and indeed to ascertain what conrods or pistons it is running with. Carelli again confirms that the buyer thought this bike “Not fast enough, again explaining the camshafts change. It's certainly reasonably fast now, but we don't have the same benchmarks of the time. We are all used to superfast huge horsepower engines too fast for us to ride. The heads are Desmo heads and it is an SS engine from race shop assembly and parts were available later anyway and probably the work dozen by Moto West in Lucerne. The No 1 on the crankcase confirms it’s an SS engine from race shop assembly, consistent with engines coming from Gianesin. The camshafts are partly polished as per the 401 series. However such parts were available later anyway and the camshafts were confirmed to be changed by Moto West in Lucerne. The real cognoscenti would tell you the very early engines were sand-cast and therefore less polished, and had black painted outer covers. Strangely, despite Ian Falloon confirming three, a further enthusiast I discussed the matter with claimed he had two of the very early sandcast bikes. He has never sent me pictures This one is polished on the external crankcases at least, as per the Milan show bike, and as per the July 1973 homologation application . I do not know how the engine other than the outside casing differs from a sandcast engine. The rear of the right hand crankcase half is with DM750 as it should be. The DM750 has the right look. It is possible when being repaired another casing was used and the numbers ground off to avoid confusion. The Moto West bill in Switzerland ( 20 Years ago) does not show crankcases supply or repair which it would have done if it was done there, but Genni Carelli confirms the engine was rebuilt by Peter Gianesin of GPM Twin Bevel Racing previously.

REGISTRATION DOCUMENTS
The Motorcycle is registered to me , and I have the original purchase invoice from Sotheby’s in my name. A buyer can also have my matching ID documents. I am the owner and of course payment can be made by transfer to my account in my name. What is nice about this bike is the fact it has ownership record from new, and that the motorcycle comes complete with UK registration documents, Original Italian racing registration documents and Swiss registration document. It is registered to my address and “Sorned”. It now has a new MOT and is fit for the road, ( I would want to put new rubber on it if I was riding it regularly) with a complete official record of the past owners names addresses, birth details and official stamps.

PREVIOUS OWNERS
Purchased NEW 3 July 1973.
Domenico GULLI – A Verona based Stadium owner
It appears from the internet he had problems with "Sicily "related matters

13 Jan 1976 The motorcycle is sold to:
Gian Paolo COSTANZO - Verona based

08 Jul 1977 The motorcycle is sold to :
Roberto PERROTTA - Verona based

17 Mar 1980 The motorcycle is sold to:
Cristino CABRIA - Verona based

25 May 1981 The motorcycle is sold to :
Stefano OLIBONI - Verona based

21 Apr 1982 The motorcycle is sold to:
Fausto TURAZZA - Sanguinetto based

Bike Possibly supplied to Eugenio Carelli by Peter Gianesin, who is renowned for GPM racing of Bevel Twins

Sold to:
Eugenio CARELLI - The motorcycle is Torino based Carelli Eugenio is the Motorcycle Marque and Model Specialist for the Italian racing organisation FISA. He sold this machine in 1989 to Herr Harry Wale. I have the tax stamped bill of sale for this transaction. Carelli actually rang me back after I tried his number. Well respected in Italy, and holding such an important position in racing circles, "Genni" claims to have sold 120 or more Ducati 750SS and made in 1980 five “perfect properly registered replicas, whose engines were rebuilt by Pietro Gianesin ”.

21 Feb 1989 The motorcycle is sold to: “Herrn Harry” - John “Harry” WALE - Salzburg based . I found the last owner Mr Harry, astonished I had traced him, and now in his eighties, who happened to be involved in Fighter Pilot Charity support and Museum. He confirmed the works done in Switzerland to repair it when he broke down touring in Switzerland in 1989. He had apparently bought it as one of the 401 Imola Replicas, which it obviously was not, being a 1973 registration. But I guess Ian Fallon had not written his book then. Whilst "touring" on it in Switzerland, it broke down. He said it was misfiring and he took it to a local specialist, Moto West. They said the engine was a mess, non-matching camshafts etc. and they put all that right. See their invoice which is available complete with a translation. Wale decided to sell it after the huge bill he had received. The invoice was much more than the bike. One would think he also tried to pursue Mr “Genni” as he said he just thought there was something wrong, but in those days no one really knew what was what. I was looking for the man who had sold it to him, when I realised he was Eugenio Carelli, the FISA Technical consultant for authentication of Motorbikes for Italian historic racing.....

12 Mar 1991 The Motorcycle undergoes an engine rebuild and revision Moto West in Bremgarten, Lucerne CH, after misfiring and running badly. Matched camshafts. Original Invoices available and translated .

23 Dec 1991 - First registration in the UK on Reg plates XJB 546L

03 Dec 1994 - The motorcycle is sold to me by Sotheby’s London

May 2015 More than Twenty two years later, the Owner is still me.


SUMMARY
So what we have is a very early SS, a 750s Ducati with desmo engine and sold to Domenico Gulli, the stadium owner in Verona. Registered on the 4th of July 1973. It is delivered at the same time as the homologation papers for the 401 Imola replicas were received. Currently as dressed as a 1974 SS by Genni who rescued it running in the early eighties as a café racer, it is likely back to its original trim. The paperwork is correct and original and with all the notarisation and stamps. Each sale of this bike is confirmed by a notary public or confirmed by formal stamps. The paperwork “tax “ postage stamps from each change of ownership, in handwritten Italian or on typewriter typed documentation. Each owner change comes complete with each owner’s date of birth, place of birth and address at the time. Most previous owners seem about 65/75 years old and the first one must be 71 years old . The last owner would now be 79 years old . Absolute cast iron provenance.

Comments on other parts of the bike as it sits now .
The bike is well assembled has been untouched in 20 years, save for paint repair where the master brake cylinder leaked as described as can be seen in the exhibited photos taken inside. When I bought a bike, I rode it, ensuring it was perfect , and then kept it as part of my collection. This bike was tested by Jackson from Sotheby’s, before I took it for its first and only ride. The bike did a track day at Donington which I did with the then ex Aston Martin 6.3 widebody Designer. Side by side the then new Honda CBR 1000 was far easier to ride and ride quickly. Without baffles the Ducati was too noisy and noise regulation at Donington meant we had to run with baffles in. It ran well but if I remember, the engine missed under heavy load. We know it went to a reputable specialist for very expensive works 23 years ago. Since then it sat unused, the rear master brake cylinder has leaked and eaten the frame paint away. That was a good reason to change the master cylinder.

So at least no one has just whipped this machine up from a pile of Ducati reproduction bits. The mileage is no more than 200kms from when I bought it. Great Provenance.

1. The dash and instruments are original, Typo 1974 SS. They look original rather than repro. Switchgear looks pretty original (and horrible) The handlebar switch gear is not original to an SS. It might be horrible, but the original would have been even more horrible!

2. The front Scarab callipers 1974 SS The rear calliper Lockheed as per is 1974 SS. The Scarab callipers fitted to the SS had bleeder nipples as these as had the early homologation 750S. Callipers are in front of the forks. They are the type fitted to Sports 1974 and the 12 special homologation bikes in order to have the homologation specification .

3. The wheels are the correct rim stamping for an -BORRANI- WM - 3/2.15-18/40/ RM-01-4777/ RECORD / MADE IN ITALY for these bikes

4. Frame and wiring are as it should be. No repairs no damage (except paint as below) and brake master mounting alterations confirmed by Genni as “Done at his instruction but now with a different master cylinder.

5. The heads are Desmo heads on a works engine. The front rocker cover was removed to check the polished camshafts

6. The front fork legs are 750 sport legs, correct for a July 1973. The Rear shocks are as per eth homologation documents, mounted on the narrow "Slimline" 750 S frame, again identical to the Homologation drawings and 401 frames. Although it has only two bolts a side, it is because the mudguard has two holes. The fork almost certainly has four holes. 1974 SS forks were unique to the model. There was no performance upgrade between the forks, and the internals on both types of forks are identical. You could spend £3K on buying the 1974 forks. This would yield no improvement in performance but you would then have a wholly 1974 bike on 1973 registration document

7. Incorrect upper triple clamp and front Brembo PS15). The master cylinder is one fitted to later 860 bikes as fitted to 1975 bikes when the engines had the bore upgraded to 860 cc by increasing the bore from 80 mm to 86 mm but these were 'square case' Again it was a common modification subject to parts availability. The rear master is now a Laverda reservoir as the Lockheed master was no longer available.

8. The carburettors are post 1974. Dellorto used type names (PMH as on this one) The carbs on the bike are not correct for 1974, they probably date from the early 1990's as the original 40mm Dellortos were not fitted with a choke assembly, and only had ‘ticklers’. Again in line with the misfire problems it is likely these were fitted by Moto West but the invoice will require full translation . The original 1973 carburettors are now available again but expensive, and obviously the lack of choke makes them even more difficult to start when cold.

9. Contis. There is a removable baffle chrome polished through near frame mounting Bracket 15. See numbers. There are clearly wrong screws in the baffle , but are fitted to make the machine more socially acceptable and likely were to pass the tougher Swiss noise controls. They can simply be removed. Again big bores are now available again

10. The machine has the wrong seat and tank. The tank (aluminium) is not original, but a likely period race tank. It has been on the bike since at least 1985. It is not an Indian replica. The 750SS registry advises where to buy best replacement tanks and I will consider replacing or supplying a buyer with a new tank if sold with at right price. Various people make these tanks and where they differ is the underside and I will happily supply one if needed to make the sale. The aluminium on the existing tank is thicker and less manufactured than factory made copies and it looks like a handmade aluminium tank which would have been on the original machine. and is beautiful Welding, joining and tank “shaping” confirms its artisan construction, or one a racer on a budget might have put on later to save buying a tank from the factory..

11. The seat looks a "more modern" replacement (25 years ago) but OK

12. The headlight has been replaced (should be Aprilia JOD Duplo type). Again these are available. The issue was the rectifier could not keep them brightly lit enough for high speed night work.

13 The horn is modern replacement modern 1980 s replacement (underneath and hidden from view)

Other Faults or Issues.
The fairing is scratched slight marks ( other bike contact one the round of the fairing (minor)
It will obviously needs fresh rubber but the existing tyres are new having covered no miles but are at least 25 years old. The bike runs beautifully when I bought it though a little quiet with the DB killers .

I have toyed with how to refresh the bike and would like to return it to its original racing livery. Personally, if I were younger I think I would refresh it and not go mad, and buy a new tank. Following various conversations, I am arranging to have the engine number correctly re-stamped into the crankcase as per the ultraviolet findings.

Here you have a bike with provenance, a full history and some historic parts replacement as so many have. Overall, It has the quality feel of an original bike that has been well maintained over the years. The owners have changed every three years, about right for a bike at the time. The bike is clearly not a replica bike, it was a well loved and used machine. To restore/ not to restore? The reality is the bike is probably better left in its patinaed used look, and to change that which does not suit the new buyer.

I'd did actually cash in my isa to buy it.

Good call

You can't polish an ISA

bandit said:

I'd did actually cash in my isa to buy it.

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Many thanks for all the info'....Cracking read that sort of drags you in to the whole bike....

It's your bike and you can do just what you like with it, HOWEVER, I would LIKE to think that you were going to leave it alone....do work if it needs it, but dont 'restore it'...

Utter cracker....Thank you for posting.....Enjoy !!!.....

bandit said:

I'd did actually cash in my isa to buy it.

Click to expand...

Many thanks for all the info'....Cracking read that sort of drags you in to the whole bike....

It's your bike and you can do just what you like with it, HOWEVER, I would LIKE to think that you were going to leave it alone....do work if it needs it, but dont 'restore it'...

A seriously lovely bike....Thank you for posting.....Enjoy !!!.....

jonnie comet said:

Many thanks for all the info'....Cracking read that sort of drags you in to the whole bike....

It's your bike and you can do just what you like with it, HOWEVER, I would LIKE to think that you were going to leave it alone....do work if it needs it, but dont 'restore it'...

A seriously lovely bike....Thank you for posting.....Enjoy !!!.....

Click to expand...

Plus one
That bike is a cracker exactly because it's original so powder coat, blue chrome and knee deep gloss paint have no place in the same room.
But you know that.
Enjoy it.

G

Bendy toy said:

Plus one
That bike is a cracker exactly because it's original so powder coat, blue chrome and knee deep gloss paint have no place in the same room.
But you know that.
Enjoy it.

Click to expand...

There is a scratch on the fairing so that will gave to be re sprayed, and the tank is wrong. Needs to be replaced with a fibreglass one with the see through stripe.

Apart from that nothing else.

A stunning motorcycle and fantastic history. Only the Italians seem to be able to mix engineering with art. If it were mine it would on a stand in the house rather then in the garage. Enjoy.

A Green frame, probably the best investment this side of a Brough Superior or a Black Shadow and a thing of total beauty......wonderful.

My friend in Australia is a Bevel enthusiast and on his latest 900 SS has trebled his investment in 5 years (he also rides the shit out of them)

I picked up the Ducati yesterday.

Now installed in the freshly decorated lounge.


I need to get on with the research to prove the full background of the bike.

You need a bigger drip tray

wish I had one of those sitting in my lounge

History

I have been in contact with a previous Italian owner.

This is the same bike being raced

Is he a dwarf? That bike looks mahoosive

MarkShelley said:

Is he a dwarf? That bike looks mahoosive

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They are big bikes.

Even the dog likes it