Showing posts with label 1970s Italian Motorcycles. Show all posts
Showing posts with label 1970s Italian Motorcycles. Show all posts

MV Agusta 750 Sport

MV Agusta 750 Sport 1970s Italian classic sports bike

The MV Agusta 750 Sport was race-bred. A straight line could be drawn from the roadster to Meccanica Verghera's competition machines. They were fettled in Gallerate, near Milan, Italy. MV ruled the racing roost, at the time. The 750 Sport's clip-on 'bars - and humped-back seat - gave the game away. Add to them, a 4-leading-shoe Grimeca front brake - and a chrome quartet of megaphone exhausts. All were clear pointers to the Sport's race-track roots.

The 750's top speed of 120mph was good going in the Seventies. Especially, since the bike was a tad portly. It weighed in at 506lb. Its in-line 4-cylinder engine produced 69bhp - at 7,900rpm. Power was supplied via gear-driven twin overhead camshafts.

Compared to its rivals in the showrooms, the 750 Sport was expensive. Suffice to say, it did not sell well. To be fair, MV had little choice but to up the price. The complexities of the Sport's engine - and labour-intensive production processes - all had to be paid for. From a purely commercial standpoint, then, the Sport turned out to be another nail in MV's coffin. Count Domenico Agusta had founded MV, in '45. In '71, he suffered a fatal heart attack. With him went the soul of MV. Indeed, it was not long afterward that the marque shut up shop. The lacklustre sales of the 750 Sport had not helped. From a non-commercial point of view, however, the MV Agusta 750 Sport summed up the spirit of motorcycling like few other bikes!

Ducati 250 Desmo

Ducati 250 Desmo 1970s Italian classic motorbike

Ducati's 250 Desmo was a nailed down design classic! The famous firm began in Bologna, in '26 - producing electrical parts. That might generate a few wry grins amongst bikers of a certain age. Italian machines have traditionally been praised more for aesthetic than technical perfection.

Ducati's signature set-up, back in the day, was 'desmodromic'. It saw engine valves closed by cams - rather than springs. That provided more precise control of valvegear moving parts. For a marque so synonymous with styling, 'desmo' was definitely a feather in Ducati's cap. The 250 was the baby of the newly engineered range. Though of reduced capacity compared to its bigger siblings, the 250 was still blessed with a fair lick of speed. Indeed, it fell just a tad short of the totemic 'ton'. In handling terms, too, the 250 had plenty in its favour. Weighing in at less than 300lb - and with finely-tuned suspension - its rubber side remained resolutely glued to the tarmac. Saying that, clip-on 'bars, rear-set footrests and a solo seat coaxed riders into finding the limits of adhesion!

The Desmo was designed by Leo Tartarini. He drew the 250 with simple, strong lines. They were all that was needed. The bike had dynamism built-in - by dint of its 'racy' parts list. So, the 250 was as strong visually, as it was technically. Certainly, its desmodromic valve-train was a key asset. But, it also possessed poised and purposeful looks - belying its size. Dimunitive it may have been, but the Ducati 250 Desmo married technological innovation with innate good looks!

Benelli 750 Sei

Benelli 750 Sei 1970s Italian classic motorbike

It is a truism that the Italians are past masters of design. In engineering terms, too, they have often been ahead of the game. How far the latter held true for the Benelli Sei, though, is a moot point. For sure, the Sei was visually impressive. Six-cylinder bikes usually are. The jury was out, though, in the court of motorcycle performance stats.

Certainly, the Sei's engine looked superb. For non-Europeans, by the way, sei is Italian for six. As did its twin sets of triple-stacked exhaust pipes. When it came to horsepower, however, it was another story. Even by '75 standards, the Sei's top speed of 118mph was hardly earth-moving. Not for a six-cylinder sports bike, anyway. In the market-led surge of Seventies superbikes, Benelli's rivals all supplied quicker machines. And Ducati, Laverda and Moto Guzzi needed half as many pots. Or less!

It was not like Benelli did not know how to make bikes go fast. After all, they had been GP 250cc world champions, in 1950. And then again, in '69. But - at least in the case of the Sei - race success did not trickle down to the roadster. Saying that, the sleek contours of the Sei's 'six-pack' bodywork certainly helped. So far as buyers were concerned, they went a long way toward offsetting what the Benelli Sei lacked in the 'go' department!

Moto Guzzi Le Mans 850

Moto Guzzi Le Mans 850 1970s Italian classic motorcycle

Moto Guzzi is rightly renowned for rugged, reliable machines. If any bike is going to get from A to B, a Guzzi stands as good a chance as any. One model, though, that had more going for it than mere practicality, was the Le Mans 850. Strong and purposeful, certainly. But, also a kingpin of two-wheeled design.

The Le Mans' top speed of 130mph was plenty impressive, in '76. Especially, since it was delivered by shaft-drive. A relatively heavy power-train, it is more associated with low maintenance, than high performance. So, like its second to none Italian styling, the Le Mans motor was simple - but effective.

The engine in question was an across-the-frame V-twin. So interlinked is it with Moto Guzzi, that it has attained iconic status among fans of the Mandello del Lario marque. Rather like another well-known V-twin - made in Milwaukee. Except that Harley-Davidson opted for a longitudinal layout. Guzzi's mill was first installed in a 3-wheeler ... built to cross mountains. Suffice it to say, torque was not an issue! It would be a long journey from such icy wastes - to the furnace of France's most famous racetrack. But, the Le Mans ate up the miles ... and never missed a beat. Which probably goes some way to explaining why Moto Guzzi - founded in '21 - has outlasted any other European motorcycle manufacturer. The Le Mans 850, then, blended style, power and solidity - in pretty much equal measure!

Laverda Jota

Laverda Jota 1970s Italian classic motorcycle

The Laverda Jota was a stalwart of the Seventies superbikes. It combined impressive performance with Italian styling. In '76, the Jota's top speed stat of 140mph was admirable. Particularly, given that it was sourced from just three wallet-hugging cylinders!

Yet - for all its virtues - the bike might never have been launched. Prior to the Jota, Laverda had knocked out a few frankly average motorcycles. Average, but affordable. At the same time, a wave of cheap cars - like the Fiat 500 - rolled into showrooms. Non-bikers - especially, those with families - tended to plump for four wheels. As a result, Laverda came close to going out of business. In the nick of time, the management changed tack. They gave the green light to the two-wheeled exotica for which the firm is now renowned. Classic bike aficionados will forever be in their debt.

But, the bike's British importer also deserves credit. It was they who suggested to Laverda's top brass that the latter pack more power into what was already a perfectly pukka motor. Thank goodness, the marque's managers rose to the challenge. Laverda lovers have not stopped dancing since! Now, they had an engine which did justice to the Jota's impeccably-drawn lines.

Ducati 900SS

Ducati 900SS 1970s Italian classic motorcycle

Of all the Seventies superbikes, the Ducati 900SS was one of the most pure of purpose. Unburdened by such 'add-ons' as an electric start and a pillion seat, the SS roared 'race-bred' - as loudly as its Conti pipes!

Ducati's proprietary desmodromic valve-gear took pride of place in the 900's V-twin engine. As a result, it solidly piled on revs - enough for the Duc to accrue a top speed of 132mph.

Yet, the 900's technical prowess seemed to fade into shade, in light of its visual virtues. Achingly good-looking, the Ducati 900SS is arguably beyond compare, styling-wise!