1974 DUCATI 750SS
SOLD
“The Guggenheim Bike, Senza Olio
With only 401 produced, and for one year only, the 1974 Ducati 750 Super Sport “green frame” has become the most sought-after production Ducati and the Holy Grail for collectors. Of all 750SS “green frames”, this example is the most desirable. Never started or ridden since uncrating, this 750SS has always been a display bike. Until 2021 it had only two owners and is possibly the only “new” example in existence. As such, it is unique and was chosen by the Guggenheim Museum for display in the 1998 Art of the Motorcycle exhibition. Here it was viewed by more than 300,000 visitors in the three months it was on display in New York.
An Ian Falloon history:
Historical Background…
The 23rd of April 1972 was the day when a brace of specially prepared desmodromic 750 racers took on the worlds best, trouncing them convincingly. This was the inaugural lmola 200, the "Daytona of Europe", for Formula 750 machines, racing 750 cc machines with productionbased motors. The lmola win marked a transition for Ducati, from a relatively small and unknown Italian manufacturer, primarily of small capacity single cylinder bikes, to that of a marque equal to any other. Within Italy, and to certain cognoscenti in other countries, Fabio Taglioni and Ducati were known and respected for technical excellence and innovation. Yet, in production terms, Ducati was a minor manufacturer of motorcycles. lmola changed that and signaled the beginning of a new era for Ducati.
Paul Smart’s 1972 Ducati Imola 750 Racer
Smart and Spaggiari battling it out in the 1972 Imola race
Paul Smart on his 1972 Ducati Imola racer
On race day, 70,000 spectators crammed into Autodromo Dino Ferrari at lmola. With works machines in abundance from MV Agusta, Honda, Norton, Moto Guzzi, Triumph and BSA, alongside works supported Kawasaki, Laverda, Suzuki and BMW, they had hopefully come to see the Italian factories beat the Japanese teams that had dominated Daytona. The best riders in the world were also there, including Giacomo Agostini, Phil Read, Roberto Gallina, Walter Villa, Ray Pickrell, Tony Jeffries, John Cooper, Percy Tait, Ron Grant and Daytona winner, Don Emde. Ducati arrived with seven desmodromic racers, the team lead by Paul Smart and veteran Bruno Spaggiari. The factory Ducatis had 750 GT-based frames, still with center stand mounts, desmo cylinder heads, 40 mm Dell'Orto carburettors, dual plug ignition, oil coolers and triple Lockheed disc brakes. They reputedly produced 86 horsepower at 9,200 rpm. lmola, with its fast sweeping curves, some smooth, others bumpy, and its up and down topography seemed to suit the Ducatis. Agostini on the MV Agusta led at the start but after his retirement Smart and Spaggiari assumed the lead. Smart ultimately took the victory from Spaggiari and the race speed over 200 miles had been an astonishing 97.76 mph (157.35 km/h), with the fastest lap of 100.1 mph (161.llkm/h) shared equally by Smart, Spaggiari, and Agostini.
After the race, Ducati promised "lmola" replicas, but these were slow to appear and the 1973 lmola 200 came and went before any sign of a production 750 Desmo. For the 1973 lmola 200 Taglioni built three special short-stroke 750 cc racers, with a shorter, lighter frame. On race day the Ducatis were overshadowed by Jarno Saarinen on the Yamaha 351 two-stroke, but Spaggiari still managed a fine second place, this year run over two 100-mile legs. A few pre-production 750 Super Sports finally began to appear late in 1973. Based on the 750 Sport, one was shipped to Cycle magazine in California and became the basis for Cook Neilson's famous "California Hot-Rod" production racer. But it wasn't until early 1974 that the one and only batch of round-case 750 Super Sports was produced. They were built as homologation specials for the FIM, regulations requiring 200 to be manufactured. Taglioni personally supervised production and as it was presumed this would be the only batch he had 401 built so as to homologate the 750 SS for 1974 and 1975. 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. Only the barest concessions made for street legality. Silencing was minimal from the Conti silencers, and the 40 mm Dell'Orto's lacked air filtration. There was no provision for turn signals let alone an electric start. Whereas the quality of the fiberglass and some of the ancillary components was dubious, the engine was a masterpiece. A special computerized Olivetti milling machine was installed at the factory to machine from billet.
Moto Borgotaro presented and sold an original, one of seven 1972 Imola 750 racers - to see the full report click the image above
This prototype 750 Super Sport appeared early in 1973 but was quite different to the eventual production version
The Bike…
ENGINE # DM750.1 075138
FRAME # DM750SS 075096
As values of the 1974 Duca-ti 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 Borgo Panigale.
As the history of this motorcycle is known from when it was first sold and it is unused, every component is original
The engine and stamps are undoubtedly genuine, as are the matching crankcase numbers. The "B" indicates B pistons and cylinders
Original frame # stamping
Known History…
This 1974 Ducati 750 SS is one of 401 manufactured in early 1974, and one of 88 shipped to the United States. The Ducati distributor Berliner allocated at least one 750 SS to every dealer in the US and thus every small shop across the country received at least one of these exotic motorcycles. One was this example, originally on display in the Miller Specialties Ducati shop in Jennerstown, Pennsylvania. It was purchased by Albert Sigmans of nearby Pleasant Valley but the motorcycle was never pre-delivered and remained unused and on display until 1990 when it was sold to Arvid N Myhre of Stockton New Jersey. In 1994 auto parts dealer and Bonneville racer Larry Forstall of West Chester, Pennsylvania. He registered this 750 SS (and another ex-race bike) with Phil Schilling's registry in 1997.
“In its day, the round-case 1974 750SS was the ultimate sportbike. It boasted the best handling, the best brakes, the most beautiful lines, and its twin Conti mufflers emitted a truly wonderful sound.”
- Excerpt from “The Art of The Motorcycle” Guggenheim, 1998 exhibition catalog
Photo from the original 1998 exhibition at The Guggenheim
The Art of The Motorcycle, Guggenheim Exhibition…
From The Guggenheim - “The Art of the Motorcycle not only spans the century of motorcycle production that evolved from this moment, but the technological progress and cultural, sociological and economic factors that define and characterize the twentieth century. In addition to these, commerce, marketing and the expectations and desires of consumers are all manifested in the components and form of the motorcycle. The sheer number of available motorcycles-production models, factory-built specials, customized one-offs, side-cars and tricycles-is vast. To extract a narrative from the array of functions and dictates that motorcycles represent, the choices were refined to a group of singularly twentieth century defining elements, aesthetics, technological innovation, design excellence, and social impact.”
Poster from the Art of the Motorcycle show
The Details
Engine of the never-started 1974 Ducati 750SS “The Guggenheim Bike”
Engine, Carburetors, and Exhaust…
As the history of this motorcycle is known from when it was first sold and it is unused, every component is original. The original factory crankcase seal to be intact, the original welded steel manifolds are evident, as are the KLG spark plug caps. The carburetors include the original wire mesh bellmouths and are genuine 1974 Dell'Orto PHM 40A carburetors with hand-stamped numbers. These were smooth bodies without chokes, flat tab vents, aluminum banjos, and polished rounded float bowls with 14mm nuts. The green Granturismo Nava fuel line and clips are also original. The Conti mufflers are the genuine early type with a smaller second “A” as fitted to many 750 Super Sports.
Note: Only the 1974 750SS had Dell'Orto PHM40A carburetors with a hand-stamped "40". This was because these were pre-production modified 38mm carburetors. While the examples present on this 750SS are genuine and original to the bike (as is every other part present), if one were to require replacement PHM40A carburetors it would cost a pretty sum of at least $XX,XXX .
Closeup of the hand-stamped “40” on the PHM40A carburetors
Conti, Italy exhaust pipe on the never-started 1974 Ducati 750SS “The Guggenheim Bike”
The AGIP plugs are original and the timing marks on the clutch cover have been retained and not polished off
All the signs of 100% originality are here. Along with the blue paint mark and Bakelite alternator plug there is no lower cable tie. As the engine has never been run the exhaust header pipes are not blued
Suspension, Brakes, Wheels, and Tires…
Everything here is as expected of a brand-new, unused motorcycle. The 3-position spring preload rear 305 mm Marzocchi shock absorbers are correct and include the original top covers and 3F bolts. 3F UNF is also original for the mufflers and OaV bolts are original for the brake calipers and discs. The front fork is original, as are all fasteners. the original twin loop cable guides along the forks are original. The top triple clamp is the rare earlier type with sharper leading edges fork and the rare twin loop cable holders are present. The front brakes are original twin Scarab front calipers and a master cylinder with an aluminum cap. The front brake lines are also correct, as is the rear Lockheed caliper and master cylinder, 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 stamping with five slashes. Both these wheel rims are original and correct, as are the rare Metzeler valve caps. Also present are the original Metzeler C7 Block Racing 3.S0V18-inch tires. These went out of production in 1976 and in 1974 were the only Vrated tires available.
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 here are original. These were the same front and rear and incorporated five slashes and flared (167 mm) flanges. The silver painted spokes are also original and this example is one of the few in existence still running the original Metzeler 3.50V18 BLOCK C7 RACING tires with the original metal Metzeler valve caps
The original water slide fork decal on the left fork leg. In the top of the photo slightly visible is the Scarab caliper - three types of front brake calipers were fitted to the 750 SS, in this case the less common type with DUCATI lettering. The original Scarab master cylinder cap is aluminum
Original Smiths Speedometer showing original miles from pushing the never-started, 1974 Ducati 750SS “Guggenheim Bike”
Voxbell horn on the never-started 1974 Ducati 750SS “The Guggenheim Bike”
Headlight, Horn, Taillight, Instruments, Fusebox…
The Aprilia JOO Duplo halogen headlight is original, as is the single Voxbell horn, Smiths instruments, and CEV9262 taillight. The wood grained Aprilia fuse box and breather bellows is original.
CEV taillight on the never-started 1974 Ducati 750SS “The Guggenheim Bike”
Foot Levers, Controls and Switches…
The solid footpegs and linkages are all original, as is the 750 Sport kickstart lever and black clutch lever. The Aprilia horn/light switch with rounded head screws was shared with the 1973 750 Sport and GT. The Verlicchi handlebars, handgrips, and Tommaselli Daytona 2C throttle was shared with the 1973 750 Sport.
Gearshift assembly on the never-started 1974 Ducati 750SS “The Guggenheim Bike”
Aprilia switch on the never-started 1974 Ducati 750SS “The Guggenheim Bike”
JOD Aprilia headlamp on the never-started 1974 Ducati 750SS “The Guggenheim Bike”
The original water slide decals are showing signs of degradation, partly through age but also possibly through exposure to excessive lighting. The original gold "MADE IN ITALY" decal has faired better. This example has a relatively wide clear "fuel gage" strip in the fiberglass fuel tank. The width of this strip on original bikes isn't consistent or uniform.
The original side covers also include degraded water slide decals
Original tank decal showing patina from decades of exhibitions and showcasing
The 6mm nuts are original as is the coarse weave fiberglass fairing
Original paint gas tank on the 1974 Ducati 750SS “Guggenheim bike”, completely dry with gasoline never having been poured inside
Frame and Bodywork…
A particular feature of original 750 Super Sports is the positioning of the line between the colors on the front of the fairing. This always goes underneath the screw center point. The four 6mm chrome screws are original and their horizontal placement is factory fitted, and untouched since 1974.
Closeup of the Ducati lettering showing beautiful patina
Note the asymmetry in the pin stripe through the gas cap. It is neither uniform or symmetric - perfectly imperfect
Everything here is perfect and original; the seat, zipper, rubber gasket and trim
The fiberglass fenders are original, with original paint
Rare and original 750SS toolkit in cloth covering present with owners manual
Summary
The most important considerations regarding the authenticity of a 1974 Ducati 750SS are the correct engine and frame numbers. The example under investigation here (engine 075138; frame 075096) is undoubtedly genuine; one of 401 examples built and one of 88 sold in the USA. It is verified by known ownership from its first sale in 1974. The subsequent history is also verified and all owners are documented. However, the most amazing thing about this motorcycle is its originality. Of all the 1974 750 Super Sports I have seen, including several low-mile/original examples, this stands alone in its untouched original presentation. I have not seen such an original example since they were new in 1974. Nothing has been changed or altered in any way and this is as close to a brand new 1974 750SS that exists. It also comes with the added provenance of being exhibited in the Guggenheim Art of the Motorcycle exhibition and is undoubtedly the most viewed 1974 Ducati 750SS in existence.
This extraordinary motorcycle is not only unique, but as the finest example of one of the most desirable and important Ducatis every built, it is a work of art.
- IAN FALLOON
Additional Photographs…
PHOTOS BY: GLEN ALLSOP