Ducati 851

Following Cagiva's takeover (or partnership with or investment in Ducati?) in 1985(?) Ducati at last received the vital cash injection necessary to fund their much needed technological advancement. The first Ducati bike produced with Cagiva's elephant motif on the petrol tank was the 851, so called because its engine was an 851cc twin. Designed by Massimo Bordi this bike was the successor to the 750 F1 and featured four-valve cylinder heads and water cooling (the F1 had two-valve heads and air cooling) plus a whole host of other improvements. Typically, Ducati enjoyed racing success with this model, ridden by Marco Lucchinelli and Raymond Roche. The 851 ran from 1987 to 1992 and in 1991 the engine was enlarged to 888cc and the Ducati 888 was born.

At around the late '80s I joined some ad agency where I had quite a big company car package. Being more interested in bikes than cars (though I do like cars as well) I had a word with the agency's finance director who allowed me to have a small car as well as some motorbike instead of the usual flashy adland car. Probably thought I was nuts, but did I care? Nah. Say hello to a new Mini Cooper and a Ducati 851 (dual seater, of course). I was penalised something rotten for this package by the taxman, but did I care? Nah. Ran the bike in gently then set off for a two week trip to Florence, two-up. Wasn't exactly the most practical bike for touring, or the most comfy for her ladyship, the pillion in a million, but it was fun to ride, especially through Italy. I remember pootling slowly through some country town or village then passing the 'speed restriction ends' sign and giving it some welly while wallowing in the music of the bellowing exhausts. Sheer joy. Then was stopped by a couple of cops. Pleaded insanity due to being a Brit - well, to be more exact, English/Scots/Irish. Cops fully understood that anyone giving a Ducati the full beans on a quiet road should be complimented on their choice of motorcycle and then sent off on their merry way. At least that's how I saw it. They probably couldn't be arsed to do loads of paperwork when they didn't speak English and the Brit idiot didn't speak Italian.

         

Ducati Laguna Seca and Santamonica

The Ducati bug had bitten (see earlier F1 posting) and I was now a big fan of the marque. Unbeknown to me this period of time (the mid-'80s) was a stepping stone between the old Ducati company and the new (post-Cagiva investment). Also at this time, the engineering designer Tamburini joined Ducati - he later would design the iconic 916. And, at around this time, Ducati launched the Paso with its enclosed bodywork. Somewhat surprisingly, I reckoned this was a great looker, so I stupidly sold the F1 and nipped down to the Ducati dealership at Dorking(?) where the guy who ran the place (importer - forgotten his name) luckily talked me out of the Paso and into a new limited edition model that was about to be launched by the factory in celebration of Marco Lucchinelli's victory at the Laguna Seca Daytona track 'Battle of the Twins' in 1986. 

Unfortunately they didn't have one, or any photos, but I took his word for how brilliant it was and ordered one (I think that was the sequence of events, but I could be wrong - has been known). In hindsight, either he was a brilliant salesman or I was could see into the rosy future of Ducati - I think it was probably the former. He also suggested I ordered it with a Verlicchi silencer, which I did despite not knowing that it was rather decibelly. I vaguely remember he seemed disappointed on my insistence for a dual seat. Anyways, the bike duly arrived at the dealership (in 1987) and the chap rang me up and excitedly said "it's here, and it looks like an MV!" 

Collected it and rode it home to Southfields, grinning like a Cheshire cat all the way. Performance-wise it seemed a bit more responsive than the F1; probably something to do with the 40mm Dell'Orto carbs (F1's were 36mm I think - could be wrong, has been known), higher compression ratio and redesigned cylinder heads with bigger valves I think (could be wrong, has been known). Loved that bike. Sold it a bit later for something sensible (doh). Can't remember what. Should have kept it mothballed and bought a Honda 50 as a runaround. Crikey, how often have I said that!

The Ducati Santamonica (see photo below), again based on the F1, was also launched in 1987. I understand this bike was exactly the same as the Laguna Seca except for the colour scheme, brakes and wheels - and it was only available as a dual seater. Like the Seca, the Santamonica is rare as hen's gnashers and so prices have climbed accordingly. A quick search of the internet shows that both bikes were going for around £18k ish a couple of years ago, but now with interest rates on savings being zilch, zero and nada, people are investing their dosh in fun stuff like watches, old cameras, classic cars and, of course, bike exotica such as Vincents etc., Ducatis included. Interestingly there's a Santamonica currently being advertised on eBay by a Sheffield classic bike dealership - 1988, just 1369 miles, asking price... £29,980!

    

Ducati 750 F1

After having owned quite a few Jap bikes and BMWs up to the mid '80s, I hankered after something Italian for a change, maybe an MV or a Ducati. I'd sort of steered clear of these beauties, mainly because they were quite pricey and I'd read reports of electrical problems and pricey servicing. The bike that I rather fancied was the Ducati Hailwood replica Mille. Looked at one in David Robinson's Ducati shop in Wandsworth (his shop's still there), but thought it was a bit big, and the long wheelbase meant it probably wasn't exactly nimble. And it was pricey. But the Duke bug had bitten. Then I thought the 750 F1 would be a bit more practical, and I loved the look of the bike with its racy styling and Italian flag colours. Bought one, second hand naturally. Had it for about a year then sold it. Missed it so bought another, second hand again. Never had a problem with either of them. Both dual seaters so Geo could ride shotgun. Not the most comfy bike though, according to her.

Honda CBX1000

This bike was launched in 1978 as a statement of Honda's superiority in the motorcycle world. It was as if they had thrown down the gauntlet and shouted "follow that, chaps". With its six cylinder, six carburetter, 1047cc engine it grabbed the headlines and was immediately a fave poster on many a kid's (and indeed adult's) bedroom wall. Riders dreamed of owning such a gem. Me too. As luck would have it, I eventually bought one, second hand, with a low mileage. She was pristine and, naturally, she was stabled indoors. Rode her to France, two-up. An unforgettable journey. She was heavy with spindly tyres and weedy forks (by today's standards), but no other bike can match the sheer joy of accelerating out of a corner with that creamy power and glorious exhaust note.

Yamaha Fazer FZS600

Yamaha's 600 Fazer mk1, mk2 and mk3 (1998-2003) are regarded as five star bikes by Bike magazine and are slowly becoming classics. Strange really, because the original 600 Fazer was a cheapo parts bin special cobbled together to compete with Honda's Hornet and Suzuki's Bandit, but somehow the mongrel worked brilliantly and was an instant success. The engine was nicked from Yamaha's Thundercat, detuned to 95bhp (smaller carbs), bolted to a basic steel frame, and fitted with a front brake from the R1 parts bin. Negatives include the 9mm front sprocket nut which was prone to coming undone with dire consequences (Yamaha advised a 12mm replacement), a cheapo exhaust system (excluding silencer) which quickly rotted away when exposed to the winter elements, a dipped single headlight that was almost useless in the dark and a badly positioned rear brake caliper that was exposed to road spray, salt, mud, horse poo, etc. The mk3 Fazer (2003) had a few minor modifications but wasn't as highly regarded as the original. This was the last of the 'real' Fazers which were eventually killed off by Euro emissions and noise regulations. The mk4 (04-05) was powered by the buzzier, harsher, revvier R6 engine and "isn't as good as the old bike as a day-in, day-out commuter". ( 1999 Fazer FZS600 pictured.)

Cheetah trials

A Cheetah Cub trials bike has recently appeared on Fleebay. Most Cheetahs were powered by Villiers 37A engines so one with a Cub motor is quite a rarity (I believe only five were built). Opening bid set at £4k and, as yet, nobody's nibbled. But I'm sure it'll eventually go for around £5k. It looks in very good nick with a rebuilt engine and Dellorto carb, but it's not road registered. The strong point about a Cheetah is the lightweight frame made of Reynolds 531 tubing. These frames are works of art constructed around 1966-7 by ace welder and trials rider Mick Whitlock and trials bike dealer and engineer Bob Gollner, both of Hampshire. I reckon this is altogether a good looking bike and a wise investment. Or a darned good trials iron to ride in pre-'65 classic trials. I'll keep an eye on the bidding. - P.S. One bid at £4k. Sold.

Walter Kaaden

As previously mentioned I'm a big fan of MZs. People may consider their bikes to be dull and boring but back in the 60s they were a force to be reckoned with on the GP circuits. Much of their success was due to race manager Walter Kaaden's pioneering engine development with exhaust technology. Such was his expertise that the Suzuki racing company arranged for Ernst Degner (East German MZ racer) to jump the Iron Curtain and join the factory in Japan. In doing so, Degner presented the Japs with many of Kaaden's technological secrets together with some hushed-up engine parts. Armed with Kaaden's extensive engineering knowledge the Japs then began their dominance of GP racing, firstly with Suzuki then the others.

What many people don't realise is that the great Mike Hailwood rode for MZ (see photo 1). Photo 2 shows start of 1967 250cc GP at Sachsenring with MZ riders Heinz Rosner (101), Derek Woodman (103) and Hartmut Bischoff (100). Photo 3 shows Kaaden with Hailwood, Alan Shepherd(?), Degner and another racer. Interesting, huh?

 

BSA Bantam D1

Years ago "when I were a lad" BSA Bantams were common as muck. I remember buying one as a Greatstone-on-Sea teenager in 1964 for a fiver, repainting it grey and silver (pea soup green seemed so dull) and selling it for a tenner to a Dungeness power station worker who used it as a daily commuter from New Romney. Bought another couple or three since then for fun, or maybe as a throwback to a time when motorbikes were simple to work on. Being curious, I've just checked a couple of websites to see what prices they're going for, or rather what sellers are asking, and am gobsmacked to see one advertised for £3500. Crikey! Interesting to note that while the Bantam was launched in 1948 as a true British motorcycle its design was blatantly nicked from the German DKW RT125 which, I presume, fell into British hands after the war.

Dec 29 2020 - There's a renovated 1953 D1 (see below) currently on eBay. The bidding's up to £2550 with five days to go. Could go for a big price. (Went for £2750.)

19 Sept 2021 - 1970 GPO Bantam 175cc on eBay, asking price £4295. Crikey.

 

 

Yamaha RD500LC

Must have been around 1984. I'd recently lashed out millions (not exactly, but to a young pauper such as I, it felt like it) on a brand new Yamaha RD350YPVS which was my pride and joy. Kept it indoors, parked in the hallway. On one of its first runs I rode it to work in Covent Garden. Parked it in an alleyway, did a hard day's graft and looked forward to riding it home. But..., it'd been nicked. Felt bad, gutted, physically sick, almost suicidal. Luckily the bike was insured against theft. And luckily they paid up. Lesson learnt. In future park more sensibly in open view and invest in a top-notch lock (this was before bike nicking really took off in London).

As a replacement motorcycle I naturally thought same again. But, as luck would have it, there were press rumours that Yamaha were about to launch a V4 RD500LC which was being marketed as a road-legal version of their fabulous V4 racers as ridden by my hero Kenny Roberts. Soon as I twigged that the rumours were true I whizzed down to Portman Motorcycles in Guildford (where I'd bought the nicked RD350) and begged them to get me one of the RD500s whenever they arrived in the UK. Told them my sob story about having my bike nicked. Must have taken pity on me because they promised I'd be top of their list. True to their word, a few weeks later I rode my brand new RD500 from their Guildford showroom to my Southfields gaff, gently running in that magnificent engine while tingling with excitement at owning one of the world's most desirable bikes.

Interesting to note that examples of this machine are now being advertised for around £16k or more (I spotted a rebuilt Marlboro RD500 advertised for £23k but I guess it won't sell at that price). Interesting also to note that Suzuki followed Yamaha's lead and soon launched their race replica: the RG00. Although the Suzi was faster, I much preferred the Yam. Still do.

Sept 2021 - Two good 'uns for sale, both 1985: 19137 kms (11891 miles) in London dealership for £21989 and one in France for €18500 (about £17200) with 39500 kms (about 23000 miles).