SOLDPeter BoggiaJanuary 26, 2023Motorcycle, vintage, Italian, MV Agusta

1972 MV Agusta 750S

SOLD

“Paint it, Black”

"This is the only 750S that left the factory in non-standard colors... In my opinion, this particular example would be one of the most desirable of an already rare species"

- contributing editor and motorcycle historian/authenticator Ian Falloon

An Ian Falloon history:

The birth of the 750…

There is no more hallowed name amongst the Italian motorcycle marques than that of MV Agusta. The testimony of this is in the total of 38 individual riders World Championships and 37 manufacturers World Championships over the twenty five year period from 1952 until 1976. During that time MV’s won a total of 270 World Championship races, an astonishing feat unlikely to be repeated ever again. The spin-off from this racing was a limited number of street bikes in a range of capacities, most notably the magnificent 750 Sport.

The first four cylinder MV Agusta street bike appeared in prototype form at the end of 1950, less than a year after the 500cc four cylinder racer made its debut. Count Agusta had persuaded Arturo Magni and Piero Remor to leave Gilera and the new engine was virtually identical to the Gilera design, so, in order to appear different the initial version incorporated shaft drive and torsion bar suspension. These features were also on the road going prototype, the R19 Turismo, but it never entered production.

Fifteen years later another prototype road bike appeared at the Milan Show, this time with a 600cc version of the same engine producing a claimed 52 HP at 9000 rpm. A certain amount of skepticism arose as to whether it would ever go on sale and to everyone's surprise 20 bikes were made in 1967. "Cycle" magazine tested one with the comment that it had "a bad case of the uglies" and it was generally agreed that this was one of the ugliest bikes ever to come out of Italy. It was obviously constructed as a touring machine so that customers wouldn't be tempted to convert one into their own four cylinder MV racer. Being 600cc with shaft drive and a dry weight of 221kg this was clearly impossible.

Despite the rather unfortunate styling, the 600 was really quite an innovative machine. It was one of the first across the frame fours and also one of the first to offer electric starting. It featured Campagnolo twin front disc brakes (cable operated and which were totally ineffective) and shaft drive. The engine was (apart from the capacity) identical to the Grand Prix fours of the 1950's complete with straight cut timing gears to drive the double overhead camshafts and a pressed up roller bearing crankshaft. Such an idiosyncratic and expensive machine had a very limited market and only 135 600's were sold between 1967 and 1972. It made way for the 750 S, a much more sporting motorcycle and more appropriate to represent the marque.opriate to represent the marque.

Piazza Garibaldi Mv Agusta 1972 MV Agusta 750S Rare Black for sale

MV Agusta 600 motorcycle with the Mv Agusta 1972 MV Agusta 750S Rare Black for sale — The 600 was the first production MV four. It was marketed as a two-wheeled Ferrari. This 600 is pictured alongside a contemporary Ferrari 275 GTB

Although Count Domenico Agusta had initially sanctioned only a touring 600 four cylinder for production, slow sales and pressure from dealers saw him reluctantly agree to the creation of a 750 Sport. But he was still resistant, fearing a 750 may not perform to expectations in competition so he insisted on retaining the shaft drive. And while the 750 now had four carburetors these were still the small 24mm Dell’Orto. A 750 S prototype, built out of a 600 was shown at the 1969 Milan Show but it was still some time before the 750 S went into limited production. The show prototype was very striking styled as a sports machine and as expected was the star of the show. The claimed power was 65 horsepower at 7,000 rpm, the top speed 225 km/h, and the price 1.950.000 lire.

Only nine 750 Sports were built in 1970, and this scenario may have continued if Count Domenico hadn’t died suddenly on February 2 1971. His brother Corrado succeeded him and initially there were few changes. The racing program continued unabated but the impediment allowing a production sporting four-cylinder MV Agusta no longer remained. As a result 56 750 Sports were built in 1971, with 28 sold in Italy, including the example under consideration here. All but two were built between August and December 1971.

As with the 600, all the 750 engines were individually built, with each component selected for a perfect fit. This was probably the reason why so few 750s were built compared to 350 twins during this period.

The Engine…

On the first 750 series the crankcase castings were similar to the 600 and featured a 15-fin sump. The crankshaft still included a 56mm stroke and helical primary gear but had larger (19mm) journals at each end. In other respects, the crank was as for the 600, with the same con-rod and big-end dimensions. The primary drive was still 1.75:1 (56/98). The crankshaft rack was new (to accept the larger cylinders) and the 12 studs retaining the crank in the rack increased from 8mm to 10x100mm. This required new crank underneath “U” fittings. The crank rack design was similar to the 600 as it still didn’t include a rib. The crankcase also retained an inspection plug on the right. Other similarities with the 600 included the narrower 9mm camshaft drive gears.

The full circle 65mm three-ring Borgo pistons were similar to those of the 600 but were now forged and provided a compression ratio between 9.3:1 and 10:1 (depending on the data provided). Early factory data indicated 9.3:1 while the Owners’ Manual of April 1972 stated 10:1. The piston weight was increased slightly over the smaller 600 pistons, to 200 grams. Unlike the 600, the 750 had 1.68x69.57mm O-rings installed underneath cylinder base gaskets.

A new cylinder head was produced for the 750 Sport but this was initially based on the 600 (with two horizontal fins) and modified combustion chambers. The included valve angle remained at 80 degrees and the valves were identical (29.4mm inlet and 28mm exhaust) with the same 32 and 30mm valve seats. The outer fin was still cutaway around the spark plug. The camshafts and valve timing were also the same as the 600. The valve adjustment system was new for the 750, with the adjustment shims now underneath the bucket instead of on top as on the 600. This solution was more suited to high performance but replacing shims to adjust the valve clearance required the removal of the camshaft. The early valve buckets were the two-hole type, similar to the 600, and prone to cracking. The 750 also received new inner and outer valve springs.

The cylinder head and cylinders were still bolted to the crank rack (without a rib) with 12 waisted studs. These were now 10x169mm and included extended spacers to the bottom of the stud counter bore holes to prevent the stud shearing spacers at the top. The retaining nuts were still external hexagonal 9mm. The 600-style crank rack provided a smooth look to the engine but according to Dave Kay, “It was always a mismatch”.

Australias first MV Agusta 1972 MV Agusta 750S Rare Black for sale — Advert of this MV 750S titled “AUSTRALIA’S FIRST MV-4 TEST - OUR MAN RIDES THE ‘REAL’ FOUR” with the caption aptly reading “Styled by Leonardo with Agostini in mind.”

Agostini Racing Mv Agusta 1972 MV Agusta 750S Rare Black for sale

The Bike…

This MV Agusta was the first-ever 750S imported into Australia.

The story began in February 1972 when a dark blue 750 was dispatched to the newly appointed Australian distributor Bob Jane. In 1971 Jane purchased the Calder Park Raceway on the outskirts of Melbourne and approached MV Agusta about the possibility of World Champion Giacomo Agostini racing in Australia with the factory MV. For this to occur Corrado Agusta stipulated Bob Jane also assume the distribution of MV Agusta motorcycles in Australia. Agostini arrived in Australia in December 1971, a month before the first shipment of production bikes was due to arrive down under. He came with 350 and 500 triples, manager Giacomo Bonetti, and mechanic Vittorio Carrano. The first shipment of 40 MVs arrived in Australia in February 1972 but the 750S wasn't among this batch. It wasn’t until March that Bob Jane then had this first 750S air freighted for the Melbourne Motor Show, at that stage still in factory colors.

Agostini…

Agostini returned to Melbourne at the end of 1972 but this time didn't come with any racing bikes because the series was now F750. Instead, Bob Jane provided the 750S and Giacomo Agostini himself rode this MV 750S for some demonstration laps at the Australian car Grand Prix at Melbourne’s Sandown Park.

Racing…

Bob Jane decided to present this MV Agusta 750S to Brian Clarkson for racing, after which it received a later-style steel fuel tank to maintain the association with the later models then available. Clarkson rode the bike in the 1972 Castrol Six-Hour production race in October and also at Bathurst in April 1973. He retired in the Six-Hour but finished sixth at Bathurst.

Testing…

Fresh off the Six-Hour race, the 750S was used in a dyno Superbike comparison for the “Two Wheels” magazine - the MV was awarded the most powerful bike.

The bike was also tested by Cycle Australia magazine in their July/August issue of 1973.

Paint it, Black

After doing the rounds as a press bike, late in 1973 Bob Jane sent the 750S back to the factory for a general overhaul and refresh. At this stage, it was also painted black at the factory as requested by Jane. After renovation and painting, the motorcycle returned to Australia with a shipment of three other 750S’s in June 1974. As it was already two years old it wasn't sold but kept by the Bob Jane Corporation, primarily for Bob Jane's personal use.

This was where WRG (Bill) Morris entered the scene. An engineer with Smiths Industries in England, Bill Morris was also a well-known vintage car racer, notably with ERAs. During the 1980s Bill spent the harsh English winters in Australia and through the vintage car racing scene got to know Bob Jane. In 1989 he purchased this black MV 750S directly from Bob Jane and took it back to the UK. Bill kept the black MV and used it occasionally but died in 2009. The bike passed to his widow Victoria who left it with Bill’s brother Ben Morris for safekeeping and regular exercise. Eventually, the bike ended up in New York City with Moto Borgotaro.

This machine remains the most unique MV Agusta 750S in existence considering it is the only example to ever leave the factory in non-standard colors

Mv Agusta 1972 MV Agusta 750S Rare Black for sale

Other Specifications:

The seat is original to the bike and was factory covered in black vinyl in 1973.
All MV 750S’s originally had an Aprilia horn. This was known to fail and was generally replaced with another type. This bike’s horn was replaced, possibly by the factory, with a later Bosch horn from a 750S America
The 1971 and early bikes had fiberglass side covers, mostly without white “750S” decals, these were introduced with the steel side covers during 1972. This bike has the original and early fiberglass side covers, repainted black with the added 750S decals.
The handlebar switches were Aprilia and the 40/45 Watt headlight was CEV, mounted on beautifully crafted aluminum clamps. The taillight on early examples was a rectangular CEV 9169. This bike has the original controls and switches. The Bosch H4 headlamp is not original and the original CEV was probably changed by Bob Jane.
Stainless steel “Inox” mudguards completed the chassis specification, as did the plethora of chrome-plated fasteners.
1971 750S’s had black instrument surrounds with “MV” logos, and aluminum tops mounted on an alloy plate. There were no warning lights, only a centrally-mounted ignition key. The instruments were Veglia. The speedometer was on the right, the instrument surrounds were black.
As befitting the price and status, the 750S was also distinguished by a plethora of other high-quality equipment. Much of this was Tommaselli, including the kinked clip-on handlebars, Marador brake and clutch controls, with a Tommaselli single cable throttle.
The hollow steel footpegs were mounted on the muffler mount, providing a sporting rear-set riding position, with the rear brake light switch mounted in front of the lever.
Borrani aluminum 2.15x18 inch wheels were fitted front and rear, laced to a Grimeca 230x30mm four leading shoe front drum and cable-operated 200x45mm single leading shoe rear brake.
The suspension was new: Ceriani 35mm forks with polished alloy legs and exposed tubes. The rear suspension was by a pair of 320mm BREV Sebac shock absorbers, with chrome springs, the lower spring collar including an adjusting handle.
The 1971-1972 examples featured a distinct and graphic seamed dual muffler design.
Equipped with four Dell’Orto UB 24mm open-mouth carburetors with lever-operated throttles.

Ownership / Use Over Time…

Bill Morris imported and first registered this MV 750S in England in 1990. Seen here is a letter of authenticity issued by E.P. Eacott, Spares Secretary of the MC Owners Club of Great Britain at the time.

The motorcycle was only used sparingly after this point - through the insurance and MOT certificates, in addition to other records, the mileage is recorded as follows:

2010:14,866 miles
2011: 14,891 miles
2013: 14,968 miles
2014: 15,043 miles
2015: 15,105 miles
2016: 15,106 miles
2017; 15,107 miles

The mileage is undoubtedly correct. Although most Australian vehicles have kilometer-per-hour speedometers, in 1972 the MV was supplied as UK spec for left-side road use.

The bike was originally imported into the US and then owned by The Peter Goodwin Collection.

The speedometer now reads around 16,000 miles as a result of many spirited jaunts through Italy by Peter Boggia, owner of Moto Borgotaro, who exported the bike out of the United States in 2021. This marked the first moment the MV 750S returned back to Italy since being painted black by the factory and the second time returning in all its lifetime. At this time, Giovanni Magni personally went through the entire bike and performed a complete gearbox upgrade with NOS parts.

The 750S remains in Italy to this day and is available to ship worldwide.

WHAT IS IT LIKE RIDING A VINTAGE MV AGUSTA THROUGH ITALY?

Nothing short of spectacular. Over the years as a mechanic, MV Agustas always felt like the brand that truly embodies the most exotic Italian feel. From the high cost to its sound, to its rarity. It makes the same impression that a Ferrari does. Going through small towns, stopping for coffee, men and women would stop and marvel at their home country’s unique ability to design and manufacture objects of desire. During the month and a half that I was privileged to ride my MV Agusta, first through Liguria, and then down to Rome, I was filmed on the highway, only to make friends at the next rest stop with the head of an underground Roman vintage motorcycle club.

I had a clutch cable failure which led me to a chance encounter with Vincenzo (a former 750S owner in 1973) and his best friend Bruno — a master typographer a mechanic — who were nice enough to take me to Bruno’s workshop where they fixed my clutch cable, all while we drank espresso and spoke about the beauty of this era of machines, and the connections they engender.

Unfortunately, I also had a charging system issue, which led to more fun misadventures, but more importantly a meeting with the legendary builder and mechanic Giovanni Magni, who is still operating one of the most impressive workshops I’ve ever seen. He kindly fit me in so I could return for a few more adventures on the MV.

The unspoken camaraderie that exists between people who own vintage machines is hard to explain to people who have never been afflicted with the desire and passion to own them, repair them, and maintain their historical importance. But for the people that do — especially in Italy — the amount of goodwill and understanding is everything I have aspired to as a mechanic and owner of these fine machines.

The Details…

This bike’s details reveal its story.

If one looks closely, it is possible to see some history peeking through. Pictured here is an area below the seat where time and patina have stripped the factory black paint in one area, revealing the original red frame.

In many ways, this bike is a transformation story - the sole variant of the MV Agusta 750S production in unique livery.

Summary…

The Black 1972 MV Agusta 750S

This 1972 MV Agusta 750S was the 84th example built and comes with a known history from the date of manufacturing onwards. The engine and frame numbers correspond perfectly with the official factory records.

It was the first MV 750S imported into Australia and only one of two smooth-case examples. As a show, racing, and test bike the history is well documented.

In 1973 the Australian importer Bob Jane returned the bike to the factory for an overhaul and at the same time requested it be painted black. Thus this is the only 750S that left the factory in non-standard colors. This bike is extremely original and in my opinion, this particular example would be one of the most desirable of an already rare species.

The Spares Secretary of the MV Agusta Owners Club of Great Britain wrote, “This particular machine was manufactured as a special order for Bob Jane Motor Cycles of Melbourne, Australia, the MV Agusta Concessionaire for Australia, and is the only black Agusta 750cc 4 cylinder 'S' Model ever produced by the factory, further to this it is the only 750 'S' Model that was manufactured in any other colour than the standard factory colours of red, white and blue. Although the 750 'S' is a rare motorcycle in itself, only approximately 800 having been delivered world-wide, this particular machine is unique and of considerable importance…”