loudbike

Rob Marshall's '74 Ducati 750 Sport Goes On The Block...**SOLD!**

Bike's like these don't come available every day.

Rob's turning the page (a few years later than Fran and I) and getting out of the bevel game.  He picked-up a rather spiffy readfy to race 900SS and has his eye on a TT, so his gorgeous '74 Sport is for sale.

He purchased this bike back in 1998 as a running, well maintained and mostly stock Sport that had seen only street use.  Within only a few weeks of ownership, a plan was hatched to modify the bike to run in the Canadian vintage road race series (VRRA) and from that point forward, the Sport has been under an ongoing program of refinement a vintage racer and track day ride.

Early in the game (1999), the engine was completely rebuilt by noted bevel performance guru Guy Martin (MBP) in Montreal, Canada.  Guy modifies the crankshaft with his own crankpin, and hardened, pressed inserts to eliminate the cheesy stock thrust washers. The gearbox was treated with dry-film lubricant, has updated rocker pins, and all components were crack-tested prior to assembly. Guy used first over bore 81mm JE pistons based on the Sport profile but manufactured to his specifications and went to his Stage 2 level on the cylinder heads and this set-up was freshened-up two years ago with a 5-angle valve job (including new valve guides, and valve seals) done by McDermott Racing, new rings and the original sleeves were “nickasilled” by Millenium.  Carbs are 40mm Dellorto with Mallossi intakes, ignition is Dyna with Dyna coils and the bike is set-up with a Domino quick-action throttle and an extended clutch actuation lever. The Sport is shown with a rare reverse cone megaphone exhaust system by ARC Fabrication, which has removable mechanical baffles.

The rebuilt motor has just under 100 hours of use and has been fed a steady diet of Kendall GT 50 (changed after every track event).

The frame is the original narrow Sport with the rear sub-frame shortened by 2.5 inches to improve weight distribution. (This modification can be reversed if you wish to return the bike back to stock trim) and powder coated a few years ago.  Rear seat is a high-quality replica unit that doubles as catch bottle with a custom quick release seat pad.  Forks are OEM Marzocchi with a Works Performance fork spring kit that features tunable cross-overs.  The shocks are 13.25” Works Performance Gassers. Brake calipers are Grimeca (Lockheed knock-offs) with a Lockheed master cylinder.   The Sport is also set up with braided brake lines, steering damper, Vee-two crankcase breather, and Avon tires - AM Series vintage racing compound.  2.15 Valante front and 3.0 Morad rear aluminum rims with new stainless spokes and nipples.  The original chrome components have been redone with exception of the brake stay.  Fresh paint 2008.

All this boils down to a fast (fast enough for a 3rd in the Vintage Challenge this September), bulletproof and easy to ride vintage racer that is usually declared “to pretty to race” by all who see it at the track.  In fact, the bike won the “Bellissimo” award at the Ducati Owners’ Club rally 3 years ago.  Starts first kick, idles and makes on helluva gorgeous sound.  See the Photo Album for more pics.  Nice big, juicy hi-res photos are available HERE.

The Sport includes all the original bits pulled off back in ’98, custom McDermott bevel bike stand.  It’s registered in Canada as a ’75, however engine number 756591 puts it as a ’74.

No issues; add gas and have fun!  First $20 Large takes it.  SOLD!!

Content: loudbike, Steve Munro, 1974 Ducati 750 Sport, Rob Marshall, Ducati Bevel Twin Sound Clip, Ducati Vintage Racer, Ducati Bevel For Sale

Das Boot!

The Gran Canyon is growing on me.

My back’s been a lingering issue, but with physio – improving weekly, and that means I’m getting a bit of decent street riding in on the bike I just christened “Das Boot”.  Four pairs of handlebars and three sets of risers later, I’ve finally settled on a combination that puts me in a position that feels good on the back and lets me run the Hyperstrada brake masters and reservoirs without fouling the fairing.

So what’s it like? 

Big.
Compared to what I’ve been riding for the past six years or so; a friggin’ boat.  But in the grand scheme of things, it kinda reminds me of my old GT and as long as I allow the bike to be what it’s supposed to be, it’s actually a nice ride.  The motor’s basically a 2000 small valve Monster power plant and as such, it’s hard pressed to do anything exciting with a claimed weight of 511lbs wet.   So, the good folks at Cagiva slapped a 44 tooth rear sprocket on it (I’m used to a 15/36 or 37 combo) to give it decent acceleration and frankly that’s what you get.  Of course this means the engine’s spinning 5,000 RPM at 65mph…  And that’s an accurate reading off the Garmin that I have to use as a speedo ‘cause the folks at FBF just aren’t returning my calls for a replacement to the OEM item that was totally corroded to the axle.

Call me old fashioned, but I never thought I’d see the day when I’d be paying $20.00 to fill the gas tank on a motorcycle and although that’s a big friggin’ tank on Das Boot, a good chunk of the sticker shock is due to our current pump prices. 

It’s tall.
The bike has me even more uneasy at stops than the Hyperstrada did and I think a good part of the clumsiness comes from the delay in brake effect as a result of the super-soft, super long travel forks.  Forks that have little in the way of rebound damping thank you very much.  I’m up to 20wt at the recommended levels and she still does the Watusi whenever corners involve bumps.  Off to Jon Snaddon for cartridge emulators this winter.  Moving Das Boot out of the garage and pointing it in the right direction for a launch is excellent physiotherapy.

It works.
Yup.  It’s actually a cool ride once you get used to it.  Now that my confidence is up, the chicken strips are gone and I haven’t seriously whacked any hard parts on the tarmac.  Sweepers (even with bumps) are totally secure ‘cause the thing is super tanker long (like a fraction under 60 inches), but I do find that it takes constant input to keep the bike from wandering off line (even a straight one).  The brakes do their job, the riding position’s pretty cool and the Hot-blooded Mexican likes the rear perch.  It’s a Ducati motor, so it sounds right (a tad on the quiet side) and feels right.  But, did I mention that it’s heavy?

It’s a bugger to work on.
Good thing it’s running well, ‘cause I’d likely park it for a while if I had to do anything beyond adjusting the chain, checking / adding oil or air.  The bodywork is SO in the way, it’s incredible.  Change or check belts?  Remove the front exhaust header.  Battery maintenance?  Actually, even if you just want to see the battery, you have to remove the seat, the under seat tray and a side cover.  Maybe more..  I haven’t had to, so I’m blissfully ignorant.  Tuning the thing’s gonna be a treat – and I’ll likely have to rig some sort of remote, mini fuel tank.  OK, having an F1 that can be taken down to the frame in under 20 minutes has sort of jaded me, but I don’t think I’m alone in my take on the inordinate amount of stuff you have to remove just to perform regular maintenance.  But I still like it.  A lot.

But I just can’t live with it the way it is.  Which shouldn’t surprise anyone who knows me.

So, I think I’ll have to see what I can do about the claimed 61.5hp and 51 ft lbs of torque so I can get back to gearing that’s closer to what I’m used to.  And 17” rims wide enough to support a 160/120 sticky tire  combination (I’ve measured; no problem).  And rearsets.  And a bit of strategically placed gold accent paint.

And then there’s the exhaust. 

After all, it’s gotta be loud, eh?

Content: 2002 Cagiva Gran Canyon, loudbike, Steve Munro, Fast By Feracchi, 1987 Ducati 750 F1, Hyperstrada, Maryland motorcycle accident lawyers, Maryland motorcycle insurance, State Farm Insurance, Maryland motorcycle accident, State Farm motorcycle accident, Progressive Insurance, Goldberg Finnegan Messer