1974 DUCATI 750SS
SOLD
2 Canadian ownerships from new — Moto Borgotaro is proud to present another exceptionally restored 750SS thoroughly authenticated by motorcycle historian Ian Falloon
The History of the 750ss…
Imola, Italy 1972; the scene is the inaugural Imola 200 - Ducati sets the stage for the most significant event in their racing history. Legendary engineer, Fabio Taglioni, arrives to Imola with a spectacular glass-sided transport vehicle and seven lithe, powerful 750cc bevel gear driven V-Twin desmodromic motorcycles.
Jet lagged and on street tires, Smart famously broke the Imola track record in an early testing session. Paul Smart and factory ace, Bruno Spaggiari (then aged 40) dominated the race with their 750 Super Sports - both passing the formidable champion, Giacomo Agostini, and never looking back.
The domination at Imola cemented a new era for Ducati and set the small Bologna firm on course for countless victories in a myriad of racing classes. Ducati cleverly decided to capitalize on their domination at Imola by offering road-going versions of the 750 Racer - it would be as close to a factory racer as a civilian could ever get. Production began in 1974: with 401 homologation specials produced: The desmodromic 750 Super Sport was instantly the most significant Sporting Bike of the 70s, and became known as the “Green Frame” due to its unique frame color.
Imola 1972, Paul Smart and Bruno Spaggiari on the 1972 Imola 750 racers (they would later take first and second place, respectively)
Introducing:
Engine# 075365 DM 750.1
Frame # DM 750SS 075312
As values of the 1974 Ducati 750 Super Sport have soared in recent years so has the propensity for creating fakes. And as the 750 Super Sport was based on the 750 Sport it is possible to build a replica out of a 750 Sport or 750 GT. This has become an increasing problem regarding these motorcycles in recent years. The most important consideration is the correct engine and frame number. The 750 Super Sport engine number sequence was unique, as was the frame number sequence, and unlike the 750 GT and Sport the frame number was stamped on the left side of the frame between the rear engine mounts instead of the steering head. This was due to the steering head fairing mount. On this particular example it is clear the engine and frame numbers are original, the engine number font unique to the 1974 series and difficult to replicate. The right hand engine case is also stamped with the correct DM750. 1, indicating a race-shop assembly. The frame number stamp is also correct, with the DM750SS and homologation number DGM 11871 OM in a different font from the frame number. This was because the frame designation and homologation number were stamped by the frame manufacturer Verlicchi, with the actual number stamped later by Ducati at their factory in Bargo Panigale.
The original seat covering shown on the 1974 Ducati 750SS for sale
This bike’s history…
The history of this 1974 Ducati 750 SS is documented from 1989 when Ulrich Lanius bought it from George Bagnall out of a collection in Edmonton, AB in Canada. It was with two 750 Sports and Velocette in addition to a Ducati Silver Shotgun single. George Bagnall had never registered the bike in his name and it still carried the Puerto Rico plate. The deal was brokered by Mark Norris of Vancouver BC. Norris also sold bikes to collector Guy Webster, including a 1975 Ducati 900 SS and Ducati 750 Fl Montjuich. According to Ulrich Lanius, the previous owner was a French Canadian who was purported to be a Canadian embassy employee in Puerto Rico and brought the bike back with him to Canada (possibly Montreal). When Ulrich got the bike it was missing its K-22 import form but he was able to obtain a replacement from Canada Customs as they had a record of importation. The 750 SS was a little dusty when it came out of the collection, but mechanically sound. The desmodromic cylinder heads had been recently adjusted by Woods Engineering in Glendale, CA and the bike had not been run since. It had 11,000 kms on the Smiths speedometer. A set of 1976 Contis had replaced the original short bracket type but modern reproductions were supplied by Franco Romanelli in Montreal. The original Scarab master cylinder and several other parts were missing and the frame and fiberglass had received a cheap respray. The tank was missing decals and 1975 decals placed on the side covers. As such, Ulrich decided to undertake a mild restoration. The original paint was still visible on some areas of the frame, and the closest match at the time was a Honda Accord color - Hampstead Green. The silver was MB Astral Silver - notable as the formula used two sizes of metal flakes, one of them extra fine (most formulations use only one size). The bike was repainted with Glasurit base/clear. The paint was done by Mick Webb of Cycle Art in North Vancouver BC, who among others owned a 1977 900SS. His shop was next to the late Jim Brokenshaws - the one-time owner of the Curtis Vincent now owned by Jay Leno - whose shop line-bored the new swing arm bushes. Parts were replaced during re-assembly as needed, sourced from Eurosport in Portland, OR, Mick Walker, Gowanloch, Bob Miller, and others. Fritz Duernberger assisted throughout the restoration.
Continued…
In 1992 the bike received its special BC collector plate and in 1993 the 750 SS placed first for motorcycles in an Italian Concours at Snoqualmie Winery, near Seattle, Washington, where notable collector Peter Hageman was one of the judges.
Ulrich Lanius rode there and back, 300 kms on winding back roads each way on its first lengthy outing. He says it ran flawlessly and claimed it was the best bike he'd ever ridden. At this time the front brakes were Grimeca but the genuine Scarabs were recently rebuilt by Scarab expert Joerg Bohnenstiel in Speyer/Germany, further adding to its originality.
1974 Ducati 750 Super Sport for sale by Moto Borgotaro
“THE 750 SUPER SPORT WAS THE FIRST FACTORY REPLICA OF A RACE WINNING MACHINE AND WAS AS CLOSE A REPLICA TO THE LMOLA 200 WINNING RACER OF 1972 THAT COULD BE BUILT, AND STILL BE STREET LEGAL”
— IAN FALLOON
Engine, Carburetors and Exhaust
As the history this motorcycle is known from the first owner and the low mileage probably original, it is reasonable to expect the engine is probably in excellent condition internally. The original welded steel manifolds are evident, as are the KLG spark plug caps. The carburetors are the genuine, (and undoubtedly original), handstamped 1974 Dell'Orto PHM 40A carburetors. These had smooth bodies, flat vent tabs, and polished rounded float bowls.
Details:
All the engine details and specific components are correct
Carburetors are the correct and rare Dell’Orto PHM40A with aluminum banjos, flat tab vents, and hand stamped 40 by the factory engineers
The “DUCATI” condensers are correct
The Conti exhaust clamps are the correct early type with “Conti” inscriptions
The Conti mufflers are modern reproduction, with different stamps for Conti and Pescara
The exhaust header pipes have the correct stamps
The green fuel line and clips are correct
The Bakelite alternator plus is original and correct. No lower frame cable tie is also correct for the round case 750
The AGIP plugs are correct and the timing marks on the clutch cover have been retained and not polished off
The kickstart lever and rubber are correct, as are the engine “OaV” engine bolts. The silencer homologation plate is also original, with a hand-stamped second S
The KLG spark plug caps are correct as are the original black leads
Brakes, suspension, and wheels…
The entire suspension is correct apart from the shock absorbers. The front fork is original, as are the 3F or OaV fasteners. The top triple clamp is the rare earlier type with sharper leading edges and is undoubtedly original. The fork cups are the later type and the rare twin loop cable holders are not present. The Scarab front brakes are also correct, with the original twin Scarab front calipers and a master cylinder with an aluminum cap. The front brake lines are also correct. The rear Lockheed caliper and and master cylinder are correct, as is the rear brake line and all fittings. The aluminum Borrani wheel rims were also specific to the 1974 750 SS. These had wider flanges than later types and a specific with five slashes. Both these wheel rims are original and correct. This is an important consideration regarding authenticity.
“THE 750 SS WAS THE FIRST DUCATI TWIN WITH DESMODROMIC VALVES AND TRIPLE DISC BRAKES,
As they were only fitted to the 1974 750 SS, the original Borrani aluminum wheel rims are an important component for authenticity. Both the rims on this example are correct. These were the same front and rear and incorporated five slashes and flared (167mm) flanges. The font is also different to later rims.
Handlebars, switches, and throttle
The Aprilia light/horn switch with round-headed screws is original and correct. The handgrips and bar-end Verlicchi plugs are all original. The clutch lever, perch, and cable adjuster are original and correct.
The Tommaselli Daytona 2C throttle with top-mounted throttle stop screw, with a small rubber cover, is correct. The Verlicchi handgrips are also original, as is the cable guide rubber.
Headlight, horn, taillight, and instruments…
The Aprilia dash is original and one of the rare types with an APRILIA inscription. The Smiths tachometer and speedometer are correct. The mileage shows 18,768 km.
The Aprilia / Smiths dash instruments are correct, and the rare type
The CEV 9262 taillight is correct
The Aprilia JOD Duplo halogen headlight is correct
Frame and bodywork…
The fuel tank is original and restored. The fairing is original with the correct fiberglass weave and original green screws. The side covers are original with the correct mesh and the seat covering is entirely original. The bike also has a factory toolkit in a 1976 blue plastic Ducati bag. Along with the toolkit, an owners manual, workshop manual, and miscellaneous spares are included with this machine.
Summary
From Ian Fallon:
The most important considerations regarding the authenticity of a 1974 Ducati 750 SS are the correct engine and frame numbers. The example (engine 075365; frame 075312) under investigation here is undoubtedly genuine; one of 401 examples built. It has verified ownership from 1989 and at some stage prior to this, it spent time in Puerto Rico. The post-1989 history is also verified and well-documented. What is also evident is that this motorcycle has not been used very much over the years and the mileage reading is correct. Although it has been restored most of the original components were retained, including the fiberglass, seat, fasteners, lights, switches, levers, Borrani wheel rims, front fork, and electrics. After restoration, the bike was set up for riding, with replacement front brakes and shock absorbers. More recently the original Scarab brakes, rebuilt by the finest expert for these systems, have been refitted. This is important regarding originality. Other important original components are the original early Dell'Orto PHM40A "hand-stamped" carburetors and Borrani "5-slash" wheel rims. Along with the installation of the Scarab brakes, this motorcycle has also recently been recommissioned with rebuilt carburetors, points ignition settings, and the replacement of miscellaneous rubber parts. It is in running condition. My general assessment of this rare 1974 750 SS is that it is definitely authentic and extremely well presented.
2 Canadian ownerships from new
Engine and frame number recorded in all 750SS registries, including Ian Falloon and Phil Schilling’s 750 Super Sport Registry
Low-Mileage numbers verified example displaying 18,000 original Kilometers
Sympathetic restoration, focusing on cosmetics and fine-tuning already strong mechanicals by the previous owner of over 24 years
Complete, accompanying documented history report by Ian Falloon
Well documented, marque expert verified example