Driving report Ducati GT 1000

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Driving report Ducati GT 1000
Ducati

Driving report Ducati GT 1000

The first and the last

Inspired by the past: the GT 1000 bows to the first production Duc with a V2 engine, the GT 750 from 1971, and is the third and last model in the Sportclassic series, which combines retro style with modern technology.

W hen Ducati drove straight into the future with the GT 750, bell-bottoms, long sideburns and fat platform shoes were all the rage. Socially, the early 1970s were a time of upheaval. The “average” motorcyclist in 2006 was of school age. Today he enjoys the familiar shapes of his childhood, round headlights and rear lights, maybe fed up with panels and more and more horsepower with less and less space on the streets. But with all the love for the retro trend, the performance should be appropriate, the technology reliable and modern.
Such considerations may have inspired the development of Ducati’s new GT 1000. A motorcycle that demands the most supple leather. It is a reminiscence of the machine that gave the brand from Bologna its special image: said GT 750 as the first series Duc with
V2 engine (see box on page 62). 35 years later, the modern GT has little in common with its ancestor. The motto is inspiration instead of imitation. After all, the lower of the two cylinders is still almost horizontal, which is why Ducati speaks of an L-engine. As usual, the modern unit is also air-cooled and equipped with two valves per cylinder.
In view of the water-cooled, four-valve super monsters like the new S4Rs, this is no longer a matter of course even with Ducati’s naked bikes. But indispensable for the »Sportclassic« concept. After the Sport 1000 and the Paul Smart 1000, the GT is the third model of this series that went into production in 2005-
series from Bologna. But in contrast to the other two, two-seater and trimmed for comfort. With the GT, too, the engineers put their trust in the 92 hp injection engine with desmodromic valve control and toothed belt drive for the camshafts, tried and tested from the Monster and Multistrada 1000. You will look in vain for the vertical shaft and kick starter.
The pointers in the speedometer and rev counter dance synchronously when the ignition is switched on, while the digital immobilizer lamp goes out and the fuel pump begins to hum. Modern times. No open Conti bags make the street tremble. The laws are stricter now than in the flower power times. At least the finely ribbed 1000 sounds
more dull in the GT than in its many siblings. Blissful
buzzes from the chrome-plated silencers left and right. And as soon as you roll to the first red traffic light, the pots that protrude from the far-off pots are splendidly splashing in push mode.
The exhaust system is supposed to make double-walled manifolds, which will grow to 50 millimeters outside diameter by the start of series production, resistant to tarnishing. Like the whole motorcycle, the original GT interprets its shape quite freely. Hardly any other way, because the upright cylinder opposite is turned earlier, exhausts to the rear instead of to the front. In addition, space has to be found
for lambda sensors and cat cartridges. Nobody thought of a Euro 3 emissions standard in 1971. On double ignition and petrol-
No injection either. The GT is more willing to accept a pseudo-identity than a mafia boss.
From 3000 rpm the V2 also runs smoothly in the upper of the six gears, from 4000 rpm it dashes forward with a storm. More
It never has to be more than 7000 tours to get around damn fast. Fat torque instead of hectic torque: 91 Newton meters already at 6000 rpm. The long final gear ratio also encourages a speed-lowering driving style. With speedometer-
display 100 rotates the crankshaft in sixth gear just 3500 times per minute; in the fourth it is 4500 revolutions. As a result, you romp around on winding terrain mainly in the third and fourth, seldom have to resort to the hydraulic clutch that can be operated with fairly high manual force.
Just open and close the gas and you are well equipped for a fine driving experience. To which the dresser seating position contributes its part. The chrome-plated handlebar is close at hand, higher than on a Monster, much higher than on the Sport 1000. Nevertheless, there is just the right amount of tension on the spine to face the wind while playing with the roaring elements. Meanwhile, your bottom is resting on a bench that is already too wide. Is today’s average butt that big? In any case, this has nothing to do with the narrow models.
Measured against the fat driver‘s saddle, the short pillion seat with a »safety rope« to hold on to looks more like an appendage. Funny, because the GT 1000 is supposed to be an offer for shared joie de vivre. This is ensured by deeply placed footrests at the front and rear. When stopping, however, the driver has to circle his lower legs around the footrests that are far forward. Which, together with the high seat, doesn’t make it easy for little people. Giant seats, on the other hand, will sooner or later feel the somewhat tight bulges in the plastic tank.
The fact that the fuel is not bunkered under sheet steel may be a flaw in the knock test. And impractical too, because there is no magnetic tank bag to hold on to. Annoying, on the other hand, is the meager tank capacity of 15 liters. Tribute to the big airbox. It’s a shame, because it is recommended per se D.ucati GT 1000 as an all-rounder and moderate tourer of classic shot and grain. The nose in the wind, the polished fork bridge in view and
everything under control. A merit of the stable, brand-typical tubular space frame and reliable brakes. Three disc brakes easily catch the dry, 183-kilogram retro bike. Although only floating saddles of simple construction bite on the panes, they do this quite transparently and powerfully enough. In keeping with the concept, the rear stopper transmits fairly high braking forces.
Honest and predictable: the steering behavior. On the
wide slippers ?? 120 and 180 tires didn’t even have factory racing machines in 1971? the Duc does not fall as easy as pie, but anything but stubborn in an inclined position. To then be neutral in
to remain the same. Not only on gourmet asphalt, the rather simple knitted chassis cuts a passable figure. For something like that
would have been sold to father and mother in 1971, when chassis were harder than fair.
The upside-down fork from Marzocchi with a diameter of 43 millimeters does not even try to look old. She speaks passably. She only digests small interfering impulses in quick succession and starts to chew on the pustular coating. Possibly a consequence of slow rebound due to high rebound damping. Unfortunately, the setting is not variable like in the old Tobak.
In contrast, the spring base of the two Sachs suspension struts can be changed. They do a good job, are comfortable without undamped swaying. They only hit the cross on very bad passages. The steel swing arm is
unlike the sister models Sport and Paul Smart 1000, symmetrically designed.
When it comes to heavy rain, hailstorms and freezing cold in the mountains around Bologna, it is time to compliment tire grip. The “Pilot Classic” developed by Michelin especially for the GT imitate classic profile design. In fact, they are modern radial tires. However, in tube design because of the 36 wire spokes on which the chrome-plated light-alloy rims sit.
Those who like to travel can upgrade the GT with original accessories at the factory. Slim panniers are more stylish than opulent
made of water-repellent leather and a tank cover including a small backpack at the dealer. Furthermore, an even higher one, touring-
moderately shaped handlebars and a “comfort bench”. Sit out instead of revolt. In 2006 we all seem a little more comfortable.

Technical data – Ducati GT 1000

Engine: air-cooled two-cylinder four-
Cycle 90-degree V-engine, one overhead, toothed belt-driven camshaft, two valves per cylinder, desmodromic actuated, wet sump lubrication, injection, Ø 45 mm, regulated catalytic converter, 520 W alternator, 12 V / 10 Ah battery, hydraulically operated Multi-disc oil bath clutch, six-speed gearbox, O-ring chain.

Bore x stroke 94.0 x 71.5 mm

Displacement 992 cm3

Compression ratio 10.0: 1
rated capacity
67.7 kW (92 PS) at 8000 rpm
Max. Torque
91 Nm at 6000 rpm

Chassis: tubular steel frame, load-bearing motor, upside-down fork, Ø 43 mm, two-arm swing arm made of steel, two spring struts, adjustable spring base, double disc brake at the front, Ø 320 mm, double-piston floating calipers, rear disc brake, Ø 245 mm, single-piston floating-
saddle.
Spoked wheels with aluminum rims
3.50 x 17; 5.50 x 17
Tires 120/70 R 17; 180/55 R 17

Dimensions and weights: wheelbase 1425 mm, steering head angle 66.0 degrees, caster 104 mm, spring travel f / h 120/133 mm, seat height 830 mm, dry weight 183 kg, tank-
content / reserve 15.0 / 3.5 liters.

Two year guarantee
Colors red, gray
Price 9800 euros
Additional costs 250 euros

Departure in the 70s – Ducati GT 1000

Ducati only produces 90 degree V2-
Machines that only MotoGP racers have
a V4 “Desmosedici” engine ?? with the same cylinder angle. In the 60s, however, all series Ducatis were single-cylinder. They could do little to oppose the growing competition à la Moto Guzzi V7 and Norton Commando, Triumph Trident or Honda CB 750. And the unsuccessful parallel wins of the late seventies, such as the 500 GTL, were still a long time coming.
Ducati’s massive Apollo tourer with a 1260 cm3 V4 failed as early as the mid-sixties. Only one example was built, the engine of which is now in the factory museum in Bologna. Problems with the financing came with the tires: They could not withstand a sensational 100 HP and well over 160 km / h. But Ducati’s ingenious engine designer Fabio Taglioni created the 750 V2 as a golden mean, almost as a halved V4. From today’s perspective, this engine saved the brand that was there-
was partly still owned by the state.
The GT was the first series Ducati to receive the new drive in 1971. The beautiful round engine developed 57 HP at 7700 tours and drove one overhead camshaft per cylinder via vertical shafts. And without desmodromic valve control, although Ducati is today highlighting this technology as a trademark. The pistons, measuring 80 millimeters, lay down
74.4 millimeters stroke back. Five gears were separated from the frictional connection to the right-hand rotating chain using a cable clutch. Ducati officially gave a top speed of 200 km / h; realistic it was probably a good 180. In 1972 the first copy came to Germany, now with an electric starter.
The tubular steel frame, which is open at the bottom and is derived from the 500cc GP motorcycle, held the V2 with the polished ones
Carrying aluminum lids. Unlike the 2006 GT, a main stand was installed and a conventional telescopic fork guided the front wheel. It had a flat steering head angle of 61 degrees and a mighty Ceriani fork with 38 mm stanchions for the time. Together with high-quality bronze bushings for the swing arm bearings, this led to driving stability that was unparalleled at the time.
A 19-inch model with a width of 3.25 inches rotated at the front and a 3.50 x 18-inch tire at the rear, both on Borrani high-shoulder rims. Between the two hubs there was a 1530 millimeter wheelbase. A single disc brake at the front supported the rear brake-
drum, only the last copies of the GT 750 built until 1974 received a double disc.

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