当人们想到70年代的超级摩托车时，通常会联想到日本的机器，比如川崎Z1900或本田CB750K系列。由于动力和可靠性的完美结合，这些机器基本上占领了市场。然而，有一件事，早期的日本机器还没有完全弄清楚：他们中的许多人有垃圾处理。
如果一个车手想要动力和机动性，他们该怎么办？答案是，向欧洲寻求类似的东西1974 Ducati 750GT.
这是杜卡迪的第一台L-twin发动机。真的，是公司350支单曲中的几支挤在一起，但效果不错。
开拓性领域
当杜卡迪在1971年将750GT推向市场时，这是该公司历史上的一个重要时刻。这是杜卡迪的第一个90度L双引擎。这种配置决定了公司未来40年的发展方向，尽管现在杜卡迪最炫目的机器都采用V4引擎，但仍有几款L-twins。
The air-cooled SOHC 748 cc engine was supposedly inspired by Ducati racing engines. The L-twin used the company’s famous (infamous?) bevel drive for the camshafts (although some production racers were converted to desmodromic top ends). It came with vertically-split cases, unit construction engine, wet clutch and a five-speed gearbox. The new Duc made about 60 horsepower at 8,000 rpm. That’s less than Honda’s CB750 (which made roughly 67 horsepower) but more than BMW’s R75/5 (which made about 50 horsepower). The Norton Commando would have been a close competitor in that era; some Commando models made slightly less horsepower, while Norton’s Combat engine made a little bit more. Suffice to say, Ducati was basically in the middle of all its competition. Not bad, considering it was really just recycled tech, combining two of the company’s 350 singles to run off the same crank.
750年L-twin kickstarter,标准的路飞t era, and gearshift on the right side of the engine, a common feature on Euro machines (with one up, four down shift pattern). Ducati made very, very few electric-start models (less than 1,000); supposedly, many of those were later converted to kickstart-only. The bike for sale here is kickstart-only, it appears. This seems to have been a sticking point for GT owners, as Ducati’s in-house historians even mention the lack of electric boot as a problem for the machine.
与欧洲机器一样（现在仍然如此），杜卡迪外包了大量零件，阿马尔提供早期车型的化油器（这辆自行车有戴尔奥托，正如一位读者在下面提到的，最近调整过的，卖家说）。
750GT的发动机是底盘的受力部件，L-twin的设计意味着后汽缸仍能获得充足的气流。与英国的平行双胞胎相比，它可能看起来很笨拙，但它起了作用，而且是一个非常狭窄的包裹。总之，这是70年代早期非常聪明的东西。
虽然一些竞争对手仍然与乏味鼓式制动器前面（咳嗽，宝马），燃气轮机有一个单一的光盘。请注意，该所有者在本机前面有一个双盘Brembo设置。据推测，这些机器将达到200公里/小时，所以有额外的塞子将重新确保。即使是在库存配置中，在一些竞争对手的机器上，单盘无疑比双鼓设置更为可取。
GT在后面有一个鼓式制动器，这就是机器的构造。
双碟，是吗？这些是出厂时的单碟。
作为一辆老式的意大利自行车，你会怀疑这台机器会有危险的电子设备。一些车主可能认为GT足够可靠，但这里的卖家说这辆自行车是使用现代元件重新布线，尽管指示灯未接线且不起作用“唉，总有一个陷阱。不过，听起来电子产品应该不会太难分类，尤其是安装了Dyna电子点火装置的情况下。没有分数，没有问题（也许）。
燃气轮机来与辐条车轮，像其他时代的超级自行车。这位车主已经将车尾改为铝合金18英寸波拉尼轮辋；在前面，有一个18英寸Akront轮辋，与110/90和100/90雅芳RoadRider橡胶。近年来，一些公司已经开发了新的轮胎设计，以帮助像这样的旧自行车更好地处理，但不要指望一个现代赛车滑的坚持力量。
Still, with a reasonably low weight (dry weight 185 kilos, wet weight around 200 kilos), this bike was much fun to ride in the early 1970s, and still a hoot today. This bike’s handling might be even better thanks to a set of aftermarket shocks (sounds like the original Marzocchi forks are still on the bike, though).
Some scars on the muffler, perhaps from some over-enthusiastic hijinks.
A bargain classic bike?
杜卡蒂built the 750GT from 1971 to 1974, before moving to the 860 engine. This ’74 machine should be almost identical to the ’71, with the main differences being the aftermarket add-ons. That paint doesn’t appear to be original either. No doubt a fussy Ducati purist would tip their nose in the air and sneer at this bike.
然而，这似乎是一个非常可驾驶的经典机器，杜卡迪历史上最重要的机器之一，里程表上有16000英里。右边有一条破旧的消声器，可能还有其他问题需要解决，但在撰写本文时，它的售价是2000美元带预告片去拍卖现场.Will it stay there? Probably not, but the BaT crowd doesn’t seem anxious to bid this to the stratosphere, at least not yet. This might be your chance to buy a vintage bike that you don’t feel bad about riding, instead of garaging it as a “collector.” (Edit: A day later, and it’s already up to $5,000. Sigh. Good for the seller, not for average enthusiasts though).
照片：带拖车
