Tagged: 750gt

A Rose by Any Other Name: 1969 Laverda 750GT for Sale

1975 Laverda 750GT R Side Front

Like Lamborghini, Laverda began building something other than fast, race-ready exotics. In fact, both manufactured agricultural machinery prior to branching out into supercars and superbikes, respectively. In Laverda’s case, that experience building durable, rugged farm equipment translated directly into motorcycles like this 1969 750GT, and the Laverda parallel-twins were famous for being over-engineered, with five main bearings in the engine, and for using electrical components sourced from Bosch and Nippon Denso. Reliability and build-quality were considered to be excellent when the bikes were new.

1975 Laverda 750GT L Engine2

Very early bikes had a 650cc displacement, but this grew to 744cc very quickly, owing to the expectation that the bigger engine would drive US sales. The bike weighed a little over 500lbs with fuel, and power was a very respectable 60hp for the 750cc version of the twin, with a top speed of over 100mph. The first Laverdas came to the US labeled as “American Eagles” instead of Laverdas, although many have been rebadged at this point. An American company that imported various bikes under a more patriotic brand, American Eagle had folded by 1970 and Laverdas were badged as Laverdas thereafter.

1975 Laverda 750GT Dash

It wasn’t that long ago that Laverda 750s were going for less than $5,000. They weren’t easy to find of course, but their collectability was in a bit of limbo and you could pick them up for a relative song. These days, even the earlier, “American Eagle” branded bikes are commanding nearly double that amount. The later 750SF or “Super Freni” has a distinctive, hairy-chested 70s vibe, with blocky styling and some vivid colors. But the earlier bikes like this one look much more like an Italian Commando, with that mini tank rack and the set of Smiths-looking gauges instead of the later, green-faced Honda-looking items… If you’re tastes run to the classic, the earlier Laverda twins offer power and reliability, with a dash of British class.

1975 Laverda 750GT Front Wheel

From the original eBay listing: 1969 Laverda 750GT for Sale

This is a very early Laverda 750cc GT. Frame and (matching) engine number: 1392. The ownership lists this bike as a 1969 model, but according to Tim Parker’s definitive Laverda reference (the ‘green book’) the serial number makes it a 1968 machine. One way or another, Laverda started the serial numbers for their twins at 1000, and they made a handful of 650s before upping the displacement to 750 – so this is one of the first 350 to 400 Laverda twins made.

I’ve owned this bike for almost 30 years. The speedo shows about 8,000 kilometers, but it was a new rebuilt instrument when I restored the bike about 8 years ago and doesn’t correspond especially well with the speedo drive gear, so that has very little to do with how far the bike has actually been ridden. It probably hasn’t seen an awful lot of use, however. It had been a basket job for about 10 years when I bought it back in the late 80s. I finally got around to starting a frame-up rebuild on it about 10 years ago.

The engine was completely stripped down and rebuilt – new pistons and cams, clutch plates, as well as any bearings, gaskets and seals that needed replacement. As you can see, it’s pretty pristine on the outside, and it’s just as clean inside, too. Since the rebuild it’s averaged about 1,000 kms (indicated) per summer, with oil changes every fall before going back into heated indoor storage for the winter.

It starts on the first turn of the crank, idles very steadily and pulls crisply to 6,500 rpm all 5 gears without any fuss or bother. Message me and I’ll send you a link to see a short video on YouTube showing this bike being started from cold as well as a bit of running footage.

10:1 ‘SFC’-type pistons were installed when I did the rebuild, as the original 7.7:1 compression ratio was a bit too laid back for modern roads, in my opinion. In combination with the 30mm square-slide carbs and medium-profile cams, this gives very torquey low-end and mid range response. Unlike some of the hairier (for their day) later Laverda twins, this set-up revs up from idle very smoothly and progressively — and makes for easily manageable around town riding. But it’s happiest loping down secondary roads at about 3,000 rpm – with the ‘cutback’ style Laverda pipes producing a nicely rorty, but not overly antisocial exhaust note. If you take a look at my YouTube video, you’ll get the idea.

This bike is very clean, but it’s not a museum piece. Over the years, I’ve gone over it from front to rear, inside and out, and I’ve sorted out a number of the Achilles’ heels that years of experience has taught me to look out for on Laverda twins in general and on this model in particular.

1975 Laverda 750GT L Engine

The seller’s description is much more detailed than shown above, but well worth a read: he obviously knows the bike inside and out, and is happy to share details of the restoration and the bike’s history, something that always inspires confidence. He even offers up post-sale “technical assistance” which has to be a first! Basically, if you’ve ever wanted an early Laverda twin, this might be worth a serious look. Bidding is very active on this bike, with very little time left on the auction. But the Reserve has not been met at $7,900 so it’s obvious that the seller is well aware of the bike’s increasing value. With under 8,000 miles on the clock, there’s plenty of life left in this Laverda: some parts can be scarce, but most of what you need to keep them running should be available, and the basic construction is extremely durable.

-tad

1975 Laverda 750GT R Side

The Real Thing? 1974 Ducati 750 Sport for Sale

1974 Ducati 750 Sport R Front

One of the best-looking bikes of this or any other period, the Ducati 750 Sport is one of those machines that looks fast, even standing still, the kind of bike that people will stop and stare at when they see one parked on the street, even if the next words out of their mouth are, “Ducati… Is that made by Harley?

1974 Ducati 750 Sport Low R Front

Very spare and very lean, the 750 Sport was the marginally faster, significantly less comfortable version of the 750GT. The tank was longer, and narrower for a sleeker profile, with a classic “bum-stop” seat along with racy clip-ons and rearsets.

1974 Ducati 750 Sport R Engine

It included larger carburetors and high-performance engine internals you’d expect, although it did not use Desmodromic valves, something that was found only on the Super Sport models until the introduction of the Pantah engine in 1980. But from a visual standpoint, the Sport still has that classic, “round-case” bevel-drive style, with the pronounced tower-shaft housings and bevel-gear castings in the heads.

1974 Ducati 750 Sport Front Brakes

This example also features a dual-disc brake front end, which is a nice, period-appropriate upgrade to the much more common single unit. In typical Ducati form, “whatever’s on the shelf” seemed to apply to these bikes, with Lockheed, Scarab, and Brembo calipers being used depending on the bike, day of the week, and mood of the guy at the factory putting it together.

From the original eBay listing: 1974 Ducati 750 Sport for Sale

This bike was bought by it current owner in 1975 with 1,300 miles on it.
The bike has some minor upgrades to its electricals and mechanicals.
It also includes a GT seat, tank and bar adapter kit as pictured.
Wow! Nice Bike!

1974 Ducati 750 Sport L Front2

Make no mistake, this looks like it is a very “Nice Bike.” But the short and to-the-point description does leave some unanswered questions. “10,000” miles are indicated in the listing, but the odometer clearly shows 30,000. And the bike has obviously received more than “minor upgrades” as the paint is different, the exhaust is different, the top triple and bars are different. So exactly what is the story with this bike? What kind of motorcycle do we have here? Is it really a Sport, or a dressed up GT?

1974 Ducati 750 Sport L Engine

I’m guessing that this was originally a 750 Sport that the owner modified with higher controls and a more comfortable seat to make the bike more practical, along with a few other “aesthetic” changes like the blacked-out Contis. Then the bike was more recently put back into its original configuration, perhaps with an eye towards selling it.

1974 Ducati 750 Sport Dash

The odometer readings do seem to add up, assuming the seller hasn’t ridden the bike much since the restoration, and the photos in the original listing clearly display a VIN number and stampings on the engine cases. Any of our expert readers care to chime in on this one? It’s obviously in beautiful shape, but is it one to ride, or one to collect?

-tad

1974 Ducati 750 Sport L Rear

Better Than New: Fully-Restored 1974 Ducati 750GT for Sale

1974 Ducati GT750 R Side

The Ducati GT750 was the first street Ducati to use their famous “L-twin” engine, so named because the 90° v-twin was oriented with one piston pointing forward and the other directly upward, forming the shape of the capital letter “L”. Introduced in 1971, the 748cc engine produced a claimed 60hp and could push the unfaired bike to a top speed of 125mph.

1974 Ducati GT750 L Side Front

Looking back, it is a bit less glamorous than the Sport and Super Sport models that followed, but don’t let that fool you into thinking the GT is boring or bland: those later bikes, while possessed of sexier styling, were also far less comfortable and practical. For most riders, the GT was a do-it-all bike for weekend rides, commuting, backroad scratching, and even light touring, offering character along with reasonable comfort.

1974 Ducati GT750 Dash

Today’s Ducati GT750 strikes a balance between originality and function. The restoration by Austin Vintage Cycle keeps the spirit of the original bike, but manages to improve it in subtle ways that might be lost on casual viewers because they are so well executed and suit the bike so well.

1974 Ducati GT750 R Side Front

There’s a ton of information about the restoration over at the original eBay listing: 1974 Ducati 750GT for Sale

We purchased this bike from Arizona and it was a bit of a mess when we received it. It was missing a few parts as the previous owner had started to take it apart for some unknown reason. The decision was made to take it completely apart and restore as much of the original hardware, fasteners, and parts that were original to the bike. We also made the decision to perform and add a few very minor upgrades. These were the things that we would have done back in the 70’s just to give the bike a cleaner look and a bit better performance.

Our goal with this build was to build to show / museum quality, but also to the level that we expect to have in a bike that we would ride. This bike can be ridden with confidence if one chooses to do more than just show it. It has undergone a complete nut and bolt restoration with every part and piece of the bike disassembled, cleaned, painted, massaged and sorted. There is not a single part on this bike that has not been touched in some way.

As much original equipment as possible has been retained in this restoration. All of the original levers such as kick start; shifter, brake etc. were cleaned and re-chromed by a reputable chrome shop; original center axle Marzocchi forks with rear mounted Scarab type caliper mounting flags. The headlight bucket and ring were also re-chromed. The motor still had its original seal on the crankcase, but we decided to split the cases anyway as it has sat for so long and we wanted to make sure that there were no sins lurking inside. The good news is that the crank and rod assembly were in very nice condition and did not need attention. This did however give us the chance to check and replace bearings, assure all transmission gears, splines, shafts and bearings were ok. We removed the sludge from the crankshaft sludge trap.

We decided to go back with the original bright orange/ black color scheme on this restoration. All of the original aluminum parts have been cleaned, and or polished. No expense or time has been spared in this restoration. Ignition and wiring has been upgraded to modern standards. The following is a list of what has been done to this Ducati.

The motor starts first kick and settles into a very nice, smooth idle. This bike runs and shifts better than the day it was delivered from the factory.

1974 Ducati GT750 Engine Detail

Restorations of old vehicles can be tricky: sometimes, “original” doesn’t necessarily mean “good”, and the temptation to improve factory flaws or performance can be hard to resist. But where do you draw the line? A modern ignition system is virtually undetectable in most cases, and improves performance significantly. But what about cosmetics? What amounts to tasteful, and what amounts to heresy? To me, this bike walks that line perfectly, and Ducati fans seem to agree, with bidding north of $24,000 at the time of writing.

-tad1974 Ducati GT750 R Side

 

Classic Roundcase: 1972 Ducati 750GT for Sale

1972 Ducati 750GT R Side

As always, range-topping sportbikes create a halo-effect and drive showroom traffic but, in the end, it’s lower-spec machines that keep the lights on and put food on the table. The 750SS may have been the sexy poster child for Ducati in the 1970’s, but that bike’s rarity and uncomfortable riding position means that the more mundane 750GT is a less expensive, far more practical proposition.

1972 Ducati 750GT L Front

Sharing frame and basic powertrain with the sportier Sport, the GT was designed as a real-world motorcycle, with relatively comfortable ergonomics. Interestingly, neither the GT nor the Sport actually featured the now universal Desmo heads and made do with regular valve springs. Valve springs, while less sexy in theory, make for easier and less costly maintenance. Luckily, the iconic bevel-drive and tower-shaft arrangement features on all of Ducuati’s “L-twin” engines of the period, so you can still help your mechanic afford that new addition on his home if you don’t like wrenching on bikes yourself.

1972 Ducati 750GT L Side Rear

The early “round case” models like this one command a premium compared to later models with restyled bits. There’s little functional difference between the two, other than the usual evolutionary changes, but the look of the original design is considered much more elegant, and they command higher prices.

1972 Ducati 750GT Dash

From the original eBay listing: 1972 Ducati 750 GT for Sale

Runs and drive great. clean AZ title, 750S751085, engine number 750683. 26246 on odo, but history of actual mileage unclear. steel gas tank professionally lined with caswell. fresh paint, frame just powder coated. new tires. fenders and exhaust rechromed . rear fender has been shortened (I didn’t do it). instrument pod solid, but shows cracks. electronic ignition and everything electrical works, including the charging system. wiring not pretty, could use a new wiring harness. side stand will swing up closer to exhaust, just didn’t move it enough when I put it on the center stand for the pictures. pictures don’t do it justice. the bike is stunning in person.

1972 Ducati 750GT R Side Engine

Plenty of time left on the auction, although there’s no activity so far. The bike is in very nice condition, with fresh paint on the tank and frame, but $18,000 seems like a pretty high starting point for an auction to me, so we’ll see how this progresses as the week unfolds.

-tad

1972 Ducati 750GT L Side

Tasteful Custom: 1973 Ducati 750GT Café Racer

1973 Ducati 750GT Cafe R Side

Built around an early, very desirable “round-case” L-twin Ducati engine, this bike is based on a 750GT. As such, it does not use Ducati’s desmodromic valvetrain and makes do with simple springs instead. While that may not be as sexy to say as “Desmo”, it means that maintenance will be simplified, although the bevel-drive and tower-shaft arrangement still requires some expertise to set up correctly.

1973 Ducati 750GT Cafe Engine Detail

Although it’s obviously of questionable wisdom to modify such a valuable classic, most of the cosmetic modifications look like they could be easily reversed, if the new owner decides to sell, or decides that they prefer a more original style. It’s also nice to see that the engine build includes VeeTwo parts: they disappeared for a while, but it looks like this Australian company is back in business, making hot-rod parts for bevel and belt-drive Ducatis.

1973 Ducati 750GT Cafe Dash

It’s so easy to screw something like this up, just by adding a splash too much color, or the wrong color. But the builder of this bike went simple silver. Period-correct style or not, I’m not a fan of the “750” decal on the side panels, but that’s easy enough to fix. And that Grimeca front drum looks great, although no Ducati twin I know of ever used a front drum… Otherwise, it’s a very nicely turned-out special.

1973 Ducati 750GT Cafe Front Brake

From the original eBay listing: Custom 1973 Ducati 750GT  

Custom café racer in the spirit of the prototype

I bought this Ducati in 2005 in the current condition with 20,609 miles on the odometer. Previous owner started with a standard 750 GT and had it extensively customized. Here is his description of the work done:

With custom paint, seat, linkage, front brake, clip-ons, side covers, and seat back, this is a one of a kind bike inspired by the prototype. The engine is completely rebuilt with improvements throughout, giving it more power and better response without jeopardizing reliability. The pistons are short skirt sport pistons from V-Two to raise the compression. The heads got lighter 7mm valves with better springs, new seats and guides. From the Carillo rods to the 36mm carbs, to the polished crank to the billet cams to the smaller stem valves, all things were considered with this project.

The bike is one of several classic bikes in my collection and it got regularly used on short trips. Bike runs extremely strong, starts with one or two kicks and is ready to ride. Nice chrome and paint with very few minor scratches.

No manual or tool kit. GA registration in my name. GA did not issue titles for bikes over 25 years old. Also have ex California title assigned to my name.

1973 Ducati 750GT Cafe L Rear

The seller also includes a more comprehensive list of modifications over on eBay, worth a look if you’re curious about this bike. The internal modifications sound like they’ve been well thought-out and the bike is ready to run, no matter what it looks like. Bidding is pretty active on this one, and up to $12,500 with the Reserve Not Met.

-tad

1973 Ducati 750GT Cafe R Side Detail

Classic Bevel-Drive: 1973 Ducati 750GT for Sale

1973 Ducati 750GT R Side

If you’ve got a spare kidney, there’s a very nice Ducati 750GT in Ontario that’s looking for a home. Bevel-drive Ducatis continue to appreciate in value and, with the SS and Sport models out of reach for the average enthusiast, the more pedestrian GT is the only shot at round-case action for most people. While the only v-twin Ducatis to get the famous Desmo valvetrain were the SuperSports, the GT still had a very precise bevel-drive and tower-shaft arrangement that help give these bikes their classic style and sound and maintenance bills…

1973 Ducati 750GT Dash

Interestingly, the GT is also the most practical of the v-twin Ducatis: while it lacks the racy clip-ons and solo seat of the Sport and the sleek fairing of the SS, ergonomics designed with human beings, instead of hellbent-for-leather track monkeys, means that owners with the dosh to afford these can actually enjoy them, even if their monkey days are far behind them…

1973 Ducati 750GT R Side Engine

Ducati’s line of 750cc twins got a cosmetic make-over in 1974 that featured a more rectilinear look for the engine cases. Purists greatly prefer the more rounded-style of the earlier bikes, and it’s easy to see why: in the same way that the Triumph Bonnevile epitomizes the look of a classic British twin, the 750 Ducati captures the best of Italy during this era of motorcycling. While the new cases were much more “modern” at the time, they pointed the way forward into the more slab-sided, altogether less elegant and more slab-sided 70s and 80s.

1973 Ducati 750GT Seat

From the original eBay listing: 1973 Ducati 750GT for Sale

I have added more pictures of the stuff that comes with the bike.
1973 Ducati 750GT round case. A true collectors motorcycle, certainly one of the most beautiful motorcycles ever produced.
Engine number 751XXX DM750, Frame number: DM750S 751XXX, 2nd series. North America

Engine:

Carbs are 32mm Dellorto’s (PHF 32AD, PHF32AS), K&N filters, the original 30mm Amal carbs are included, with original air boxes and hoses.
OEM Tommaselli twin pull throttle and controls.
Engine has never been apart since I have owned it. Always lovingly tuned and maintained.
The finish on the motor is authentic and unrestored. It’s always looked like that since I’ve owned it.

Chassis:

While the bike has not been restored in the purest sense, It has been brought back to as close to its original condition as possible.
Correct Borrani flanged rims (RM014403, RM014626/1)
Original front hub. The bike had a single Lockheed disk brake and caliper. At some point in my ownership I borrowed the master cylinder for another project, figuring I could always come up with another when the time comes. I searched high and low for a single Lockheed master cylinder with no luck. I did find a Lockheed master with 2 rings on it indicating a double disk set up. Now if you think finding an original rare master was difficult, try finding a second disk and an even more rare, mirror image Lockheed calliper. I did find a pair from a later model and that is what is on the bike now. Has Earls stainless braided lines – braking is much improved. OEM Single disk included.

The front end is OEM Marzzocchi leading fork. Excellent chrome, pinch bolt has been overtightened, cracked and will need attention, (see photo)
Exhaust pipes, and balance pipe are original and cleaned up nice, mufflers are Bub replicas. I can find one of the original Contis, the other must be around somewhere, they are painted black and not nice.
Original sidestand!!!
Seat has been reupholstered to match original pattern and is really nice. Small 1/8″ tear, (see photo). Original seat included.
Fiberglass tank and side panels painted to original spec and tank sealed and lined. Really nice.
Frame was painted red! by original owner at some time and then the coat of black paint on it now looks presentable.
The bike had been in dry storage for 20 years, periodically turned over with oil in cylinders. Protective coating on cycle parts. Cleaned up excellent. Changed oil, new battery and started after 4 kicks!

1973 Ducati 750GT Front Brakes

The listing includes a comprehensive account of many parts used to recondition the bike. While the dual front brakes may not be original, I’m sure there aren’t too many people who will mind that update very much! Especially since the paired Lockheed calipers are period-correct. Originality is cool, but considering the reputation the original Scarab calipers have, those might be best left for museum pieces…

Asking price is $23,000 with about 24 hours left. All-in-all, a very nice bike, at a price that’s definitely less than a well-optioned Hyundai Elantra. I know that if I were cross shopping those two vehicles which I’d choose…

-tad

1973 Ducati 750GT Rear Suspension

1974 Ducati 750 GT for Sale

1974 Ducati 750 Sport Blue L Side Front

As much as I love home-brewed cafe racers, ratty racebikes, and “tribute” bikes, ain’t nothing like the real thing, baby.  If you can afford it… This 1974 750GT looks gorgeous and, although it isn’t strictly original, the modifications are sensible and period-appropriate.

Prices of all the early bevel-drive and tower shaft v-twin Ducatis are on the rise, but pride-of-place is reserved for the early “round-case” models. Although the GT lacked Ducati’s signature “Desmodromic” valve actuation, it still employed exotic technology: the clockwork precision and jewel-like construction of the valvetrain make these a joy to look at up close, although this complexity led to high production and assembly costs, as you’d expect.

1974 Ducati 750 Sport Blue R Side

As a 1974 bike, this would be the last of the “round-case” Ducatis, since the 750cc engine cases were redesigned in 1974 with a much more angular look to match revised bodywork. The new style was not very popular with Ducatisti at the time: wild, hairy-chested biker folks are a surprisingly traditional bunch.

Just ask Harley Davidson…

This round-case-love has led to the greater desirability of the earlier models. Looking at this bike, you can see why.

1974 Ducati 750 Sport Blue Dash

From the original eBay listing: 1974 Ducati 750 GT for Sale

A restored ’74 750 GT with less than 11,000 actual miles (1500 since complete nut&bolt restoration in 2007). This bike has been maintained in perfect condition, starts easily with just one or two kicks, a little choke, and runs smooth. I am trying to raise money to purchase another Ducati project bike & also need to make some space in the garage. So I am reluctantly letting this bike go.
The engine # is 756404. Frame # is 756453. It has a clear Colorado title.
I completed a full nut & bolt restoration in 2007. I have put 1,587 miles on it since then.
I included a few custom parts including café seat and clip on handlebars, K&N filters, newly rebuilt wiring harness, sport pistons, custom rear turn signals, and chromed lower forks.
36mm Dellorto Carbs have been rebuilt with new rubber and gaskets. Put all new bearings in the motor. Replaced old Petcocks with new ones.  Most fasteners have been replaced with stainless steel or zinc plated. Ignition was replaced with Dyna coils and electronic ignition system.
Mufflers are the original Contis.
The paintwork is flawless! I used House of Kolor Metallic Silver and Blue (with a bit of metal flake) to resemble Ducati’s early pre-production models.
The bike has correct Boranni rims with Stainless Steel spokes and Metzler tires.
You can find this bike on Café Racer TV’s website as it was featured on week 7 of Season 1.
This bike looks fantastic. It starts, runs, and rides even better. A real head turner!
1974 Ducati 750 Sport Blue R Engine
And it has a “Gear-Gazer”!  I love those: the clear window [seen on the vertical cylinder] allows you to see the gears that drive the cam! Bidding is up to $18,000 with five whole days left on the auction. It’s a really sharp-looking machine, but I”m curious to see how well it does: it’s basically a GT turned into a Sport-spec bike, with non-original, although very appealing, paint.  So did the seller ruin a perfectly good GT? It looks like the bidders are voting “no” with their wallets.
-tad
1974 Ducati 750 Sport Blue R Side Front

Another 1973 Ducati 750GT for Sale!

1973 Ducati 750GT R Front

Like colorful fall leaves, vintage Ducatis are almost clogging the gutters around these parts.  This one is especially nice, and has an interesting provenance…

The versatile 750GT would have been Goldilock’s favorite: not too hardcore, not too laid-back.  It was just right, a perfect blend of sporty handling and comfort.  Which is great, since the folks who are likely to plunk down thirty large on a vintage Ducati are, ahem, probably not spring chickens.

1973 Ducati 750GT R Engine

While the GT lacked Ducati’s now ubiquitous Desmodromics: while all modern Ducatis feature this possibly pointless but undeniably cool technology, only the top-tier sporting bikes of the 1970’s had it.  But the 750GT still had the classic round-case looks and distinctive tower-shaft and bevel gear driven single overhead cams for which the marque was famous.

From the original eBay listing: 1973 Ducati 750 GT for Sale

I recently purchased this bike from Ian Faloon in Australia. When it arrived it was so impressive that it has sat in my living room as a piece of art…. In my quest for a Sport I have reluctantly decided to find her a new home. Below is Ian’s description of his bike. Please contact me through eBay to discuss any questions you may have. Cheers

Ducati 750 GT

As I have too many 750 GTs in my collection I am reluctantly offering this superb Euro-spec 1973 750 GT for sale. This is as perfect and original 1973 750 GT you will find, and every aspect of the restoration is covered in my new forthcoming book;

NOS Inox front fender with a center brace, replacing the original fender that had two screw holes for a front license plate as required in Australia in 1973.

New German ignition coils instead of the original Ducati Electrotecnica.

This bike has been on display and not run since the restoration. The tank has no fuel and there is no battery. If you want to run this bike bear in mind that commissioning it will require a bit of fiddling with carburetors etc. It is as if you were buying a bike back in 1973 from the crate. It needs setting up. This bike can be shipped anywhere at the buyer’s expense.

If you are looking for an as new 750 GT close to the condition it left the factory in Borgo Panigale in 1973 this is it. As the restoration of this GT is featured in detail in the forthcoming book. Of course this is a forty year old motorcycle and comes with no warranty but it is a bike will real provenance.

1973 Ducati 750GT L Front

For those of you who don’t know Ian Falloon: he’s one of the foremost experts in vintage Ducatis.  There’s not much time left on this one, so if you’re in the market for a round-case Ducati, move quickly.  The price is set at $33,750 but I can’t imagine a better example to buy, considering it was built by one of the foremost Ducati restorers in the world…  If you’ve got the cash, this is the one to buy.

-tad

1973 Ducati 750GT R Loaded

1974 Ducati 750GT for Sale

1974 Ducati 750GT L Tank

The 750GT was really the most versatile bike in Ducati’s 1970’s line up: it wasn’t a racebike for the street like the 750SS or 900SS, and it wasn’t an in-your-face cafe-racer like the 750Sport.  It was a do-it-all sporting bike that could scratch on back roads or do some light touring, all with equal panache.

This iteration of Ducati’s classic v-twin doesn’t have the iconic Desmodromic valvetrain, but you can’t see that anyway, and the bike does have the distinctive towershafts and bevel-drive of it’s more sophisticated stablemate.  This one even has the super-cool “gear-gazer” clear cover that lets you see the bevel gears that drive the rear cylinder’s cam.  If I ever own a vintage Ducati, you’d better believe I’ll have one of those on it…

1974 Ducati 750GT R Engine

The Ducati 750GT is really the only sort-of reasonable way into the Vintage Roundcase Ducati club these days, and that may not last long: people are hip to these now, and they’re also hip to the fact that clipons and rearsets suck for people of an age that can afford to drop this sort of coin on a vintage motorcycle.  The GT’s more humane ergonomics compared to SS and Sport models just sweeten the deal.

From the original eBay listing: 1974 Ducati 750GT for Sale

The bike has a new very professional “stock” burgundy and black paint job, new metal tank badges and new side cover badges. The striping is all done by hand and is the correct off white toward ivory, per original. All the dimensions for paint locations are as per a noted expert, bevel barbarian and well known belt buckle maker. I was told the only problem with the paint was it looked better than the factory paint ever did. It also won’t fade and craze like the original paint Ducati used. They used to start fading as soon as you parked them in the sun!

I got a question about this so let me make it clear. ALL of the late 750s had soft valve guides that wore out and caused smoke at relatively modest mileage. The smoke is from the prematurely worn guides because they are SOFT. If you buy a similar vintage Ducati that hasn’t had the guides changed, you WILL have to pull the heads and change them. The guides on this one have been replaced with modern guides, the rings are not yet broken in as it has zero miles on it since the top end overhaul.

The high water price I’ve seen on these was about 8 months ago when someone paid around $34,000 for an “original” bike that still had the stock air cleaners. That’s something pretty much anyone who knew anything about motorcycles, took off. This motorcycle has ll the upgrades you want on a rider, better alternator, regulator and fuse block, better suspension and better ignition system. If you are looking for a really good one of these, here it is. Make an offer and let’s talk.

1974 Ducati 750GT R Engine2

There’s very little time left on this listing, so move quickly if this bike appeals.  And if you like vintage Ducati’s, it should: it’s in really wonderful, better-than-new condition, even if the listed asking price is steep at $22,000.

-tad

1974 Ducati 750GT R Side

1973 Ducati 750GT for Sale

1973 Ducati 750GT Red L Side

While all of the classic “bevel-drive” Ducatis are collectable, it is the early “round-case” Ducati twins that are still the most sought-after models.  These bikes are ground-zero for Ducati’s current crop of big-bore superbikes and sporting machines, the first models to be powered by the famously charismatic “L-Twin” engine.  Basically, a 90° V-twin with one cylinder sticking out nearly horizontal and the other pointing somewhat ominously at the rider’s crotch, this configuration has become synonymous with the brand in the decades since its introduction.

The 750cc engines were redesigned in 1974 with a much more angular look to match revised bodywork.  This restyle was not generally well received by Ducatisti at the time and, decades later, this bias is reflected in the greater desirability of the earlier “round-case” models.

1973 Ducati 750GT Red Dash and Tank

With SS of both round and square varieties and the Sport models still escalating in value, the 750GT’s are still the best and only affordable way into round-case ownership.  As a bonus, the GT sported the most practical ergonomics and a dual seat, making it a more usable proposition than the more race-y SS and Sport models.

From the original eBay listing: 1973 Ducati 750GT for Sale

I have had the bike since 1999 & believe I am the 3rd  owner.  The bike was a basket case when I got it.  The odometer now reads 20,177 – which is likely close to being correct.  I have totally rebuilt this Ducati, & put only 3000 miles on it since ’99.  The following is a list of the changes, improvements, & upgrades that I, & the previous owners, have made:

Top End: New high CR pistons (750Sport), sleeves, & rings

Carbs: 32mm DelOrto PHF w/ K&N air filters

Ignition:  Dyna S & coils, w/ ballast resistor

Master cyl.: Brembo (original Scarab M cyl. comes with bike)

Caliper: Brembo P08  (original Scarab caliper comes with bike)

Brake Line:  Braided steel

Shocks:  Red Wing (OEM shocks come with bike)

Mufflers:  Bub Conti replicas

Fuse block: aftermarket replacement

Speedo & Tach:  Original Smiths –  (rebuilt)

Seat:  Stock seat recovered, & Cafe solo seat (Syds)  

Side covers: fiberglass (Syds)

Rider’s peg rubbers:  new OEM replicas (not installed)

Passenger pegs (OEM pegs & rubbers with bike-not installed)

Frame stripped & repainted with DU9000

Tank & side covers painted (base coat clear coat) to replicate 750 Sport

1973 Ducati 750GT Red R Engine

Note that the owner has replaced the original Scarab disc brake caliper and master cylinder with the more effective Brembo stopper, an example of the logical, period upgrades that have been implemented.  It’s pretty clear that, while this bike is not perfectly original, it’s in some ways better: it’s usable.

BuyItNow price is $17,500 and bidding is up to almost $9,000 with the reserve not met and five days to go.

-tad

1973 Ducati 750GT Red R Rear