1972 Ducati 750 Imola
SOLD
The Beginning of the Legendary Ducati 750
An Ian Falloon History:
Historical Background…
Although the 1960s were particularly troubled for Ducati, by 1970 things were looking brighter. During 1969 the financial situation became so precarious that the government was called in to supply a direct injection of capital. This resulted in the company coming under direct government control as part of the EFIM (Ente Finanzaria per gli lndustrie Metalmeccaniche) group with a new Director Arnaldo Milvio and General Manager Fredmano Spairani. Not only did Milvio and Spairani come with funding, they brought with them a passion for racing. Their immediate effect was to sanction the production of a 750 cc V-twin, followed by a return to Grand Prix racing. The 750 twin materialized almost immediately. Taglioni began work on the design in March 1970 and had an engine running by July. At a board meeting in October 1970 not only was the development of a 500 V-twin sanctioned, but also that of a Formula 750 racer and in July a racing 750 was produced and taken to Silverstone where Mike Hailwood tested it. In practice for the F750 event on August 22 Hailwood managed sixth fastest but decided against riding it as it didn't handle well enough and when it came to creating the next F750 racer Taglioni turned to his own 750 GT as a basis
The 500 GP was moderately successful but not really competitive against the MV Agusta triples. At San Remo-Ospedaletti in September, 1971 Ermanno Giuliano came fourth behind Agostini and the similar Ducatis of Phil Read and Gilberto Parlotti
In June 1971 Phil Read tested the 500 GP at Brands Hatch
Ducati's first F750 racer was based on the 500 GP bike. Mike Hailwood rode it at Silverstone in 1971 but was unimpressed
Mike Hailwood discussing the 750 with Franco Farne
Continued…
With the announcement of the lmola 200 "Daytona of Europe" to be held on April 23, 1972, Spairani instructed Taglioni to mount a full-scale attempt at winning the race. Not only was this in Ducati's back yard, but the organization under Dott. Francesco Costa was spending a vast amount on publicity. Thus, to assess the competition Taglioni traveled to Daytona in March 1972, coming away particularly impressed by the speed of Yamahas. They went so fast he couldn't read the numbers, but knowing that the 350 Yamahas couldn't race at Imola Taglioni reasoned he could build a balanced machine particularly suited to the Imola circuit. On his return from Daytona he took ten production 750 frames and the race department began building a batch of Formula 750 racers. It was originally intended to build ten machines for six riders. However, as the deals with two riders fell through, it is unlikely that ten were constructed as reported in the press at that time. Although both Fabio Taglioni and Bruno Spaggiari both told me six 1972 750 Imola racers were produced, also confirmed by the official race entry, only seven were in the specially constructed glass-sided transporter at Imola. Franco Fame indicated to me that one also remained at the factory as a backup - so possibly eight machines were constructed.
Seven factory Ducati F750s in the glass sided Fiat transporter photographed at lmola by journalist Mick Woollett. This has two #39 (Dunscombe)
Imola 750 racer lineup, 1972
Smart and Spaggiari, mid race
The Race…
On race day for the "200 Miglia Shell di lmola" at 5.017 kilometer Autodromo "Dino Ferrari" lmola, 70,000 spectators crammed in to see who would win the total prize money of Lire 35.000.000, at that time a world-record. Not only were there four factory Ducatis, but MV Agusta provided machines for Giacomo Agostini and Alberto Pagani, and Moto Guzzi had official entries for Guido Mandracci and Jack Findlay. Then there were the factory John Player Nortons of Phil Read, Peter Williams, and Tony Rutter, the BSA of John Cooper, and the Triumphs of Ray Pickrell and Tony Jeffries. Completing an impressive array of factory machinery were the 750 Hondas of Bill Smith, John Williams, Silvio Grassetti, and Luigi Anelli, and the BMWs of Helmut Dahne and Hans-Otto Butenuth. There were also strong contenders in Daytona-winner Don Emde, Walter Villa, Ron Grant, and the Kawasaki's of Cliff Carr and Dave Simmonds. It was one of the most competitive fields ever in F750. Spaggiari set the fastest time in practice on Friday, and along with Smart was fastest again on Saturday.
They repeated this performance on race day, the two silver Ducatis following Agostini for four laps before Smart took the lead. Although he lost first gear early in the race, Smart wasn't handicapped and comfortably held first for most of the race. Agostini retired on lap 41 and Spaggiari then overtook Smart on lap 56 before Smart regained it two laps from the end after Spaggiari ran wide on one of the faster corners. Spairani had instructed his two leading riders not to dice for the lead until the final five laps. Both machines were now low on fuel and misfiring, and Smart crossed the line four seconds ahead of Spaggiari who was only running on one cylinder. The Ducatis proved so dominant that Villa in third was a further 25 seconds in arrears. Smart's race average was 157.353 km/h and he shared the fastest lap of 161.116 km/h with Spaggiari and Agostini. Giuliano retired and Dunscombe was the only rider to crash, breaking a right collarbone, while in ninth position.
It was Smart's 29th birthday and the biggest victory of his career.
Smart leads away from the line
Spaggiari, Dott. Costa, Taglioni and Smart after the race
Spaggiari with the lineup of lmola 750s
The Bike…
The motorcycle under consideration here is unquestionably one of the seven lmola racers built for the factory, for the 1972 lmola 200. The engine and frame numbers also confirm this series. Four of theImola bikes were sent to Mosport for the Canadian Grand Prix on July 2. Three riders were entered on the lmola Ducatis; Spaggiari, Percy Tait from England, and for US distributor Berliner, 1963 Daytona 200 winner Ralph White. White retired during the race, Spaggiari crashed while lying fourth, and Tait finished third behind the Kawasaki H2Rs of Yvon Duhamel and Cliff Carr. After Mosport two of the lmola Ducatis returned to Italy. Canadian distributor Keith Harte managed to acquire the other two Imola racers. One is this example, and the other was bought by one of his mechanics.
“This is a highly desirable collector motorcycle with extremely important historical significance.”
- IAN FALLOON
The 1972 Ducati 750 Imola Racer, in all its glory
The four bikes at Mosport in July 1972
Another photograph from Mosport 1972
Time With Keith Harte
Vintage film photograph of the 1972 Ducati 750 Imola Racer with Keith Harte
a first place trophy
The Quail Motorsports Event, 2022
Following the private sale of the historic 1972 Ducati Imola Racer, Moto Borgotaro was entrusted with the management and entry of the Imola 750 Racer alongside the Guggenheim 750SS and the NCR TT1 bike into the 2022 Quail Motorsports Event at Pebble Beach.
The judges awarded the Imola 750 Racer a 1st place trophy win in the “Sports and Racing Motorcycles” series
Photograph of the 1972 Imola Racer in the winners circle after receiving the first place trophy
Click image to see full photograph with all bikes visible
1972 Imola 750 Racer with its first place trophy and ribbon
The DetailS
With the abundance of fakes being produced of these bikes over the last 40 years, in addition to its extreme rarity and historical significance, we are not at liberty to disclose all the nuanced details of this significant bike.
The top triple clamp is an original factory modified 750GT triple clamp
The predominantly left corner layout of the lmola circuit allowed for a lower pipe on the right and higher pipe on the left. The megaphones were designed to aid higher rpm horsepower, providing little power under 5,000 rpm
The 1972 Ducati 750 Imola Racer, one of seven ever produced - sold in 2022
Summary
As only seven examples were built, and there are many replicas also claiming authenticity, the identification of a 1972 Ducati lmola 750 racer is a responsibility and difficult undertaking. In this case, the close study of five known examples confirms this motorcycle includes all the small details expected of a genuine 1972 factory 750 racer. With the history from 1972 also confirmed, there is absolutely no doubt this is what it is claimed. Although it has been modified over the years, the general original condition and patina are impressive and this is a highly desirable collector motorcycle with extremely important historical significance.
- IAN FALLOON