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Ducati 750GT Prototype

Make Model	Ducati 750GT Prototype
Year	1970
Engine	Four stroke, 90°“L”twin cylinder, SOHC, 2 valves per cylinder, bevel gear driven
Capacity	748 cc / 45.6 cu-in
Bore x Stroke	80 x 74.4 mm
Compression Ratio	8.5:1
Induction	2 x 30mm Amal R 930/76
Cooling System	Air cooled
Spark Plugs	Marelli CW 260T, Lodge 3HN
Ignition	Points and coil
Battery	Yuasa 12N-12A-4A-12V
Starting	Kick
Max Power	41.9 kW / 57 hp @ 7700 rpm
Clutch	Wet, multiplate
Transmission	5 Speed
Primary Drive Ratio	2.448:1 (29/71)
Gear Ratios	1st 2.237 / 2nd 1.562 / 3rd 1.203 / 4th 1.000 / 5th 0.887:1
Final Drive Ratio	2.250:1 (16/36)
Final Drive	Chain
Front Suspension	38 mm Marzocchi fork
Rear Suspension	Dual shocks, Marzocchi 305 mm, 3-way adjustable
Front Brakes	Single 280mm disc
Rear Brakes	200 mm Drum
Front Tyre	3.25-19
Rear Tyre	3.50-18
Dimensions	Length 2250 mm / 88.6 in Width 710 mm / 28.0 in Height 1070 mm / 42.1 in
Wheelbase	1530 mm / 60.2 in
Seat Height	780 mm / 30.7 in
Dry Weight	185 kg / 408 lbs
Fuel Capacity	17 Litres / 4.5 US gal

While origins are often cloaked in mystery, the precise EVOlution of the Ducati 750 GT is still discernible. The bevel-gear twin cylinders with a 90° V configuration, long known as an “L-twin” configuration, have a precise date of birth: March 20, 1970. British historian Ian Faloon relates that Fabio Taglioni drew the first sketch of what is perhaps his most famous and best loved engine, which over the years was to acquire the affectionate name of “pompone” (“big pump”), on the last day of winter 1970.

It was not long before the prototype was on the bench. It was a twin cylinder (really, a motorcycle engine’s ideal structure) arranged longitudinally and in a 90° V configuration. As far as balance went, this was also the best choice.

Taglioni’s method was direct, logical, and practical. He envisioned the bike as an essential sports machine. The distribution used the same single overhead camshaft driven by bevel-gear as the single-cylinders, while the capacity of 750 cc was obtained with a bore and stroke of 76 x 75 mm. The prototype was built rapidly. The result: a very personal sort of motorbike in which the engine played the central role, even stylistically.

The final bike was very similar to the prototype. The GT 750 appeared in June 1971. Its frame was more proportionate than that of the prototype, while the carburetors were 30 mm Amal Concentrics. It was also fitted with a front Lockheed disk brake. Its very name, Gran Turismo, immediately revealed that it was no sports bike, but the potential of this twin was immediately apparent to its enthusiasts.