Ducati
750 Sport
In 1973,
the 750 Sport was the top model in the Ducati line-up, much as the 1199
Superleggera is today.
Only 746
black-sidecase 750 Sports were produced in 1973, and 66 came to Australia.The 1973
Sport was the first Ducati to win a major production race in Australia when
Tony Hatton took out the 1974 Adelaide Three-Hour race.When a
magazine tested the 750 Sport in November, 1973 it managed a top speed of
211km/h. This was the fastest 750 the mag had tested and, unlike many contemporary
machines, the 750 Sport didn’t scare the rider.Although
it didn’t have desmodromic heads or 40mm carburettors, the 750 Sport was almost
as fast as a 750 Super Sport.
Back
in the 1960s and early 1970s, café racers were for those who wanted to ride
short, sharp trips to the next café. It began as a British phenomenon – café
racers mimicking real road racers. Apart from some smaller-capacity factory
bikes such as the Ducati 250 Mach I, café racers were generally home-built
specials. The most popular café racers of the 1960s were Tritons, pre-unit
Triumph engines in a Norton Featherbed frame.
In 1973,
the 750 Sport was the top model in the Ducati line-up, much as the 1199
Superleggera is today.
By
the 1970s, the Japanese were already winning on the track but had yet to
embrace the production café racer, so the choice was pretty limited. Only
Norton, Ducati and a few other Italian manufacturers offered big-bore café
racers. The Norton was the limited-edition production bike and the other
Italian café racers included the virtually unobtainable MV Agusta 750 and
Laverda 750 SFC.
In
1973, the Ducati 750 Sport was the only readily available large-displacement
factory café racer and it was the epitome of functional minimalism. This was a
year before the emergence of the desmodromic 750 Super Sport and, for a
street racer set-up, the Sport was it.
SPORT RETORT
Long,
low and narrow, the 750 Sport was the antithesis of a modern sportsbike. The
rider moulded into it rather than perched on top, with the front wheel
seemingly extending far out in front. Although it grew out of the very similar
750 GT, the Sport was considerably narrower and its sense of purpose saw it
unadorned with superfluous paraphernalia.
As
it was intended for pure sporting use, indicators and air filters were
noticeably absent, instrumentation and switches were minimal and its bodywork
was fibreglass. While the distinctive yellow fibreglass was of dubious quality,
it contributed to a significant weight reduction. The 750 GT was already
considered one of the best-handling motorcycles available, but the Sport was
better.
The
low clip-ons placed more of the rider’s weight on the front wheel. At
185 kilograms, it was lighter than the 750 GT and, as a pillion upset the power
to weight ratio, only a solo seat was offered.
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