9th place: Ducati 750 Super Sport

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9th place: Ducati 750 Super Sport
Rossen Gargolov

9th place: Ducati 750 Super Sport

9th place: Ducati 750 Super Sport

9th place: Ducati 750 Super Sport

9th place: Ducati 750 Super Sport

11 photos

9th place: Ducati 750 Super Sport
Rossen Gargolov

1/11
City traffic is even more arduous with the Duc than with other motorcycles.

9th place: Ducati 750 Super Sport
Rossen Gargolov

2/11
The clutch is far more difficult to use than the throttle grip.

9th place: Ducati 750 Super Sport
Rossen Gargolov

3/11
Until 1975, the bevel shaft Ducatis had right-hand shift and first gear was on top.

9th place: Ducati 750 Super Sport
Rossen Gargolov

4/11
The Desmo-V2 of the Ducati 750 Super Sport exudes an unconditional technical logic.

9th place: Ducati 750 Super Sport
Rossen Gargolov

5/11
There is space in the rump for the “survival kit”.

9th place: Ducati 750 Super Sport
Rossen Gargolov

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The Ducati 750 Super Sport will be on display from October 1st to 5th at INTERMOT in Cologne.

9th place: Ducati 750 Super Sport
Rossen Gargolov

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The length of the Ducati 750 Super Sport automatically dictates a committed sitting posture with the upper body bent low.

9th place: Ducati 750 Super Sport
Rossen Gargolov

8/11
61 degree steering head angle and 145 mm caster ensure outstanding driving stability.

9th place: Ducati 750 Super Sport
Rossen Gargolov

9/11
They do not correspond to the series status of 1975, but are the only real ones for vertical shaft fans: slim Conti tailpipes with only a low sound-absorbing effect.

9th place: Ducati 750 Super Sport
Rossen Gargolov

10/11
Inside: an engine couldn’t look more beautiful or simpler. On the vertical shaft side, nine bevel gears rotate to drive the camshafts. The huge oil pan is also used for cooling.

9th place: Ducati 750 Super Sport
Rossen Gargolov

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9th place in the 2014 dream bike poll: Ducati 750 Super Sport.

Ducati 750 Super Sport

Dream bike election 2014: 9th place

MOTORRAD readers voted the legendary Ducati 750 Super Sport ninth in the 2014 dream bike poll. This reminds the author of this story that the 750 was the absolute dream bike of his youth. Only now could he drive it.

The motorcycle in this story is from the second series of the D.ucati 750 Super Sport with angular housing covers. Ducati only built 249 copies of this type and then switched to the 900. The machine shown here is therefore rarer than the famous round engine Ducs. Above all, it is in almost perfect condition. It has belonged to the Ducati dealer and Austrian Ducati importer Ronald Marz from Ettlingen since 1979, who rarely moves it, but when it does, it moves it quickly. After flooding the float chambers and turning the throttle twice, it jumps on the first step and falls into a stable idle mode, where you think you can count every ignition.

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9th place: Ducati 750 Super Sport

Ducati 750 Super Sport
Dream bike election 2014: 9th place

Handling the coupling is not that easy

The clutch of the Ducati 750 Super Sport is far more difficult to use than the throttle grip. Despite the low tensile friction, it requires enormous hand strength over a wide lever path. It is astonishing that two hours of driving did not have any long-term consequences. But that’s not all: up to and including 1975, the bevel shaft Ducatis had a right-hand shift and first gear was on top. So it was necessary to change the usual processes for shifting, clutching and braking, which strangely worked out quite well. The most difficult thing was to operate and, above all, to adjust the rear brake with the left foot. The powerful rear disc brake requires a more practiced brake foot.

City traffic is even more arduous with the Ducati 750 Super Sport than with other motorcycles. She likes the distance in front of the front wheel, which she shows after just a few turns. The restoring forces generated by the long caster of 145 millimeters can be clearly felt in the handlebars. There is no doubt that the Ducati prefers to run in a straight line, and when it takes corners, they should be as wide as possible. Involuntarily, it occurs to me what crazy speeds must have been possible on the old Imola route without the Tamburello and Villeneuve chicane, the two variants Alta and Bassa.

The engine of the Ducati 750 Super Sport is a stunner!

In 1972, Paul Smart won the 200-mile race on this track with a forerunner of the Ducati 750 Super Sport and thus gave the impetus for its (small) series production. I imagine, in a wide curve to the left, leaving the hooks of the Alta variant on the right, chasing over the hilltop and thinking: “With such motorcycles you can win races on such tracks, of course.” And because in addition to Imola also Monza, Hockenheim or Spa Francorchamps were of similar caliber and all other courses also had less chicanery, the Ducatis deserved all praise for their stable chassis.

The engine of the Ducati 750 Super Sport is a stunner anyway. Not because it delivers a huge amount of power, but because it already has a lot of it in the middle, because it can rumble so deeply and darkly from the legendary open Conti exhausts and that sounds so incredibly sensual in conjunction with the intake sip and the hiss of accelerator pumps . Only the grinding of the mechanics, which has so often been attributed to the vertical shaft motors, can only be heard very subtly.

Finding the idle a little difficult

A slight ticking from the Desmo cylinder heads as a sign of sufficiently large valve clearance and a little cogwheel song – that’s all. This motor is apparently assembled so carefully that it only makes relatively subtle mechanical noises despite all the mechanical effort. It also runs very cultivated and vibrates relatively softly in the speed regions in which it vibrates. And apart from a somewhat difficult search for neutral, the transmission of the Ducati 750 Super Sport shifts crisply but precisely.

On top of that, the Desmo-V2 looks really good. It has pleasing lines, radiates an unconditional technical logic and does not tolerate a single unsightly part in itself that could disturb its sight. And not a superfluous one. Its dimensions dictate the elongated proportions of the entire motorcycle. As in its center, it also dispenses with everything in the periphery that is not directly used for fast forward driving. Not even indicators and mirrors are provided. After fulfilling the dream of driving upright shafts, the next one sprouts: to drive the Ducati 750 Super Sport once on the racetrack. As a recommendation for me, I can argue that I did not even connect myself to the 750 during the entire journey. Only later, before going home with the long-term test KTM 1190 Adventure: I wanted to put into first gear with a pull on the foot brake lever.

Technical data Ducati 750 Super Sport

Drive: Air-cooled two-cylinder four-stroke V-engine, two desmodromic actuated valves per cylinder, one camshaft each driven by a vertical shaft, bore / stroke 80 / 74.4 mm, 748 cm³, 73 hp at 8000 / min *, 71.6 Nm at 5500 / min *, two 40s Dell’Orto round slide carburetors, primary drive via gears, multi-disc oil bath clutch, five-speed gearbox, kick starter, chain drive;

Landing gear: Tubular backbone frame, load-bearing motor, hydraulic telescopic fork, Ø 38 mm, two spring struts, tires f / h: 3.50 x 18, hydraulically operated brakes, double disc in front, Ø 275 mm, disc in rear, Ø 230 mm,

Weight: fully fueled with tools 202 kg *, tank 20 l,

Top speed (long lying): 216.7 km / h *

Price: 11,000 marks (1975).

* MOTORCYCLE measurements from 1975

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