Another significant Ducati celebration this year is the fiftieth anniversary of the milestone model; the 1974 Ducati 750 Super Sport aka “Green Frame“. As it was officially azzurro metallizzato (metallic blue) I have never understood why people think the frame was green. The frame paint was from left over from diesel engines that were produced alongside motorcycles at Borgo Panigale in the early 1970s.
The first time I saw a 750 SS was in December 1974. Two were displayed in the window of Kevin Bock Motorcycles in Upper Hutt, just north of Wellington, New Zealand. It’s something you never forget. While the silver and bluish colours were subdued, even at the time the 750 SS appeared exotic and unobtainable.
The 750 SS was priced at $3695, which was much more than I could afford. This stratospheric price initiated a trend. Apart from a dip in the late 1970s and 1980s, the value of a 1974 750 SS has steadily grown. It has always sat disproportionately beyond that of most normal motorcycles and even other Ducatis. It’s worth looking at why this is so.
In Ducati history there is before Imola and after Imola. Before Imola Ducati built interesting, but quaintly esoteric motorcycles, and after Imola all that changed. Following that inaugural 200-mile race in April 1972 Ducati could claim to have taken on the world’s best manufacturers and comprehensively beaten them in the big league, Formula 750. Ducati was now no longer an obscure Italian motorcycle manufacturer, and Imola set the company on the road to the success it has achieved in recent years.
That inaugural Imola 200 mile race has now become one of the most legendary races of the 1970s, but even at the time it was a big deal. As Imola was only a short skid down the Autostrada from Bologna, Ducati mounted a serious challenge, producing eight factory Formula 750 racers. And although they were extremely effective, those first Formula 750 racers were little more than highly modified 750 GTs. The frames were stock GT items that even retained centre stand mounts. Chassis modifications basically included triple Lockheed disc brakes, 18-inch wheels with Dunlop racing tyres, and Ceriani racing shock absorbers.
The engines were highly modified, with a special crankshaft, twin plug total loss ignition, and of course desmodromic valve operation. Carburation was by the new concentric Dell’Orto 40 mm carburettors. While the claimed power for the racers was only 86 horsepower at 8,800 rpm, these 178kg bikes completely dominated the race with Paul Smart taking the victory over veteran Ducati rider Bruno Spaggiari at a race average of 157 km/h. Ducati’s director Fredmano Spairani was euphoric after this victory, promising street versions of the Imola bikes.
In typical Ducati fashion it was almost two years before those street versions eventuated. Although a few pre-production prototypes appeared in 1972 and during 1973, regular production commenced in early 1974. As it was an homologation special only 401 were built: 200 for 1974 homologation and 200 for 1975. By modern standards this was very few, and this has contributed to the mystique.
While ostensibly based on the round-case 750 they did feature special con-rods milled out of a solid billet of chrome-moly steel. The pistons were regular 9.5:1 750 Sport items but each motorcycle was hand built under the watchful eye of Ducati’s engineering supremo Fabio Taglioni. This included highly polished rockers for the desmodromic valves and larger inlet ports for the 40mm Dell’Orto carburettors. The claimed top speed of the 750 SS was 220 km/h.
What really set the Super Sport apart in 1974 was the chassis and running gear. With its half fairing and fibreglass fuel tank with the clear strip ‘fuel gauge’, the 750 SS looked just like the Imola racer that had inspired it. There was only a solo seat, with a zipper compartment. Braking was by triple disc brakes, a feature almost unique to the SS in 1974, and up front was a racing-style 18-inch wheel. Much of the quality was contradictory. Alongside beautiful Borrani aluminium wheels and Marzocchi suspension the fibreglass and paint was of dubious quality. All this showed was Ducati cared more about the engine and running gear than ancillaries.
In all other respects the 750 Super Sport was a pure production racer. Only minimal concessions were made so that it would be street legal, and that meant a horn, headlight and taillight. There was no provision for turn signal indicators, air filtration or proper silencing. After the one batch of 1974 Super Sports, production ceased. Even before they were produced, the 750 round-case engine, with its complicated camshaft bevel gear drive train, was deemed uneconomic to produce.
When Ducati released it, the firm envisaged the 750 SS as a production racer that could be ridden on the road or track. A comprehensive racing kit was offered, this including a high-rise megaphone exhaust system, racing cams, oil cooler and full fairing. Thus many 750 SSs ended up on the track where it was extremely successful.
Cycle magazine editors in the US, Cook Neilson and Phil Schilling, developed Cook’s production model into the legendary California Hot-Rod and it won the 1977 Daytona Superbike Race. In Australia Ken Blake had considerable success on the Ron Angel 750 SS during 1974 and 1975, while future World 500cc Champion Franco Uncini dominated 1974 Italian production racing on the Spaggiari 750 SS. Throughout the world dozens of privateers took to the track on 750 SSs, including my friend Marcus Wigan who rode his with moderate success in the 1975 Production TT at the Isle of Man.
All the credentials were there for the 750 SS to be a classic. In 1974 there were few production motorcycles capable of 220 km/h and even fewer with a factory fitted standard half fairing and triple disc brakes. The 750 SS was the first production desmodromic twin, was a true race replica, and built in limited numbers. As the only round-case desmo Super Sport it was also destined to be a one-year-only model.
Just as the Imola 200 victory of 1972 was a milestone event for Ducati, now fifty years on the 1974 750 Super Sport has become one of the most significant production bikes in the company’s history.
They were stationary engines for multiple purposes. Not worth so much as they're not particularly rare.
The importance to the article are the facts that create the 750SS setting it as the collectible icon for all other motorcycles to be measured by.
Ian Falloon is a phenomenal researcher, articulate writer who has experienced first hand these motorcycles bringing value to each bike he writes about.