Από καλά χέρια βρέθηκε στην Ελλάδα η παραπάνω μοτοσυκλέτα.
"Καλά χέρια" σημαίνει ένας ιδιοκτήτης από το 1975 μέχρι το 2013 και συνολικά 14000 μίλια μέχρι σήμερα!
Η μοτοσυκλέτα αγοράστηκε στην Αμερική το 1975 και ήρθε στην Ελλάδα το 1981, πάντα στα χέρια του ίδιου ιδιοκτήτη.
Άλλαξε χέρια μόλις προ 15νθημέρου, οπότε κι άρχισε η αποκατάστασή της στα πολύ λίγα σημεία που είχε αφήσει σημάδια ο χρόνος.
Εννοείται ότι η πατίνα του χρόνου θα μείνει πάνω στη μοτοσυκλέτα, η οποία θα πιστοποιηθεί σε λίγες ημέρες από τη FIVA σαν unrestored / as founded.
Λίγα λόγια για το μοντέλο αυτό ακολουθούν, από το βιβλίο του Ian Falloon, του απόλυτου γνώστη των μοτοσυκλετών Ducati.
27 Jul 2012 | Ian Falloon delves into the joys of a brave Ducati design
The release of the Ducati 860 GT in 1974 was the harbinger of a change in direction for Ducati. Prior to the 860, Ducati’s design had been a result of gradual evolution, but for the 860 Ducati engaged the services of an outside stylist, Giorgetto Giugiaro.
Of course, there was more to the 860 than a cosmetic restyle of the earlier 750 GT. More stringent noise regulations would mean the days of barking Conti exhausts were numbered, and the US Department of Transport required all motorcycles built after September 1974 to have the gearshift on the left.
Besides being quieter and more environmentally friendly, Ducati also wanted the 860 GT to be cheaper to manufacture than the complex round-case 750.
To the casual observer the 860 GT looked to be a superficial styling exercise based on the 750, but there was much more to the 860 than merely an overbore. The entire machine was redesigned and restyled with the intention of making it more appealing to the US market. The engine also underwent considerable modification, firstly to simplify manufacture, and secondly to improve reliability and minimise maintenance. There were a large number of engine updates for the 860 engine compared to the round-case 750 – notably to the bevel-gear camshaft drive and lubrication system – and to maintain the already modest performance of the 750 GT the engine was enlarged to 864cc.
The most noticeable feature of the 860 engine concerned the redesigned outer engine covers, name the alternator, clutch, bevel, and gearshift covers. Underneath the reshaped alternator cover was a new bevel-gear drive to the two vertical shafts and, instead of the 750’s ignition points housing between the cylinders, the 860 had an oil filter. Most of the other engine internals were unchanged, but the 860 now featured electronic ignition. With a pair of Dell’Orto PHF 32mm carburettors and angular Lafranconi mufflers the 860 GT’s power was modest (no claims were made but it was around 41.2kW/65hp) but mid-range torque was improved over the 750.
Most 860s also had an electric start, making the bike easier to live with as the kickstart was a real chin bruiser.
The 860 GT had a new frame, with eccentric chain adjusters at the swingarm pivot and 18in wheels front and rear. The front fork was a robust 38mm Ceriani, with either a single or twin Brembo front disc brake, with Marzocchi rear shock absorbers. Ducati went to some effort to improve many components that had come under criticism on the 750 and to meet new US standards.
Only the US-style high and wide handlebar was fitted to the 860 GT, with the wires through the ’bars, and the switches were a new blocky CEV design. These CEV switches may have promised much but they were still ergonomically compromised.
The 860 GT was released in a blaze of publicity, with rave reviews from the press. But the press claims of "The Best Duke Yet" failed to translate into sales.
Although the 860 did most things well enough, it wasn’t any better than the earlier 750 GT and was much heavier and less reliable. It soon became the least popular bevel-twin Ducati, and remains so.
Although history has been unkind to the 860 GT, some of its misfortune was due to unfortunate timing. The 860 GT’s release coincided with a worldwide motorcycle sales slump and the more European-inspired 860 GTS soon replaced it.
However, finally the 860 GT’s time has possibly come. As modern motorcycles adopt a more hard-edged style the Ducati 860 GT has begun to look more contemporary, something few 35-year-old motorcycles can emulate.
FAST FACTS
The impetus for the 860 came from the victory by a prototype 860 Super Sport in the 1973 Barcelona 24-hour race at the tight Montjuic circuit. Salvador Canellas and Benjamin Grau won in record time, covering 2694.97km at 114.26km/h.
The 860 GT was penned by Giorgetto Giugiaro’s ItalDesign Studio at Moncalieri in Turin. Giugiaro initiated the "folded paper" look of straight lines and hard edges, the first example being the Lotus Esprit of 1972, followed by the Volkswagen Golf, Hyundai Pony and the Lancia Delta.
Controversy erupted early in 1975 when the Indian Motorcycle Corporation displayed the Indian 860 at the Anaheim Trade Show. The Indian 860 was built out of spare parts by Leopoldo Tartarini, who had purchased 50 engines with the proviso they couldn’t be sold in the US. The issue was eventually resolved and the Indian 860 didn’t eventuate.
Of the 5977 motorcycles Ducati manufactured in 1975, only 1360 were 860 GTs. Total 860 GT/GTE production was 2987, all manufactured between September 1974 and July 1975.
MORE INFO
Get this book: The Ducati 860, 900, and Mille Bible
http://www.veloce.co.uk/shop/products/p ... 20Scooters&" onclick="window.open(this.href);return false;
There are more pictures here: http://www.motalia.de/html/ducati_860_gt.html" onclick="window.open(this.href);return false;
And here: http://www.nornet.on.ca/~tharris/860gt.html" onclick="window.open(this.href);return false;
This is a good site for info on old bevel twins: http://www.ducatimeccanica.com/" onclick="window.open(this.href);return false;
