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/productDetail.php?prod_id=v4121&prod_group=Motorcycles%20&%20Scooters&
There are more pictures here: http://www.motalia.de/html/ducati_860_gt.html
And here: http://www.nornet.on.ca/~tharris/860gt.html
This is a good site for info on old bevel twins: http://www.ducatimeccanica.com/
