Mention Italian bikes and most people think, Ducati, and with just cause. As Italy’s biggest and longest-lasting manufacturer, the passion and fervour that the red machines generate is well-known, even outside of motorcycling circles. From humble beginnings as a respected racing pedigree, Ducati has emerged as the flagship marque in sportsbike design and as a manufacturer who has, along the way, picked up the occasional race win and championship in recent years as well.
Now I have to confess to having never ridden a Ducati of any sort. probably because Ducati owners are notoriously anal about their bikes they are not the sort of bike which sees their owners toss their mate the key and say, “Here, take it for a blat.” The closest I have ever come is my good mate, the late Les Randles’s 250cc single back in the day which I admired but never actually saw running such was the parlous state of Italian electrics back then. I have many friends and acquaintances now who own them, including a teaching colleague of mine who owns two, a beautiful period 900ss like this one..
…and also a current model Paul Smart 1000 like this one.
I add that he also owns a BMW R100 and a Laverda 750 (not the SFC, unfortunately)
But it is a mistake to think of Ducati as being the only Italian manufacturer of excellent bikes as I am sure you know. So, what about some of the others? Well, like Ducati, the parlous state of the Italian economy combined with the rampant and systemic corruption that continues to bedevil Italian industry means that most Italian manufacturers have been through many incarnations and reincarnations as manufacturers over the years, especially since WWII. Motorcycle names and production has been bought and sold, companies have changed hands for outrageous sums, both large and small and some manufacturers have, unfortunately, disappeared completely. What remains of the Italian heritage of motorcycle production and racing?
Well, there is MV (formerly MV Agusta). Founded by the millionaire owner of a booming helicopter construction company, Count Agusta, MV’s ruled the race track and the roads in the late 50’s early 60’s. Indeed, their racing success continued into the 70’s with Phil Read winning their last 500cc title in 1974. Traded like a commodity right up until recent memory, MV is now a boutique manufacturer of high-spec (and high priced) 4 cylinder motorcycles.
I’m happy to say that I have ridden two MV’s although with at least one of them, it was not an especially happy experience. On a tour of Queensland with a mate back in 2006, we called in to Paul Feeney’s shop in Nerang and said hello. Paul is an old mate from CRRC days and is always welcoming when I drop in for a visit. Just for a giggle, I said, “I don’t suppose that I could have a ride on an F4i, could I?” “Sure,” was the reply “The bike is out for the rest of the afternoon, but, if you want to come back tomorrow morning, you can take one for a ride.” Needless to say, I was staggered, but very grateful.
The next morning we rocked up to find a sparkling F4i and a 750 Brutale being warmed up on the forecourt. Paul apologised that the 1000cc Brutale wasn’t available on the day as V8 Supercar driver, Russell Ingall, had it, but we were more than grateful to be offered a ride on its baby brother. “Where should we go?” I asked. “Oh just take them up into the mountains somewhere,” was the reply, “There’s no hurry, take as long as you like.”
After picking up our jaws we trundled off. My immediate impression of the F4i was that it was the most penitentially uncomfortable motorcycle I had ever ridden. Sadly, that impression remained. The extreme sportbike riding position strained my neck, my wrists and most parts of my anatomy. But the noise, oh, the noise. Up over Springbrook Mountain to the Canyon Gully lookout where we drank hot chocolate and listened to the “pinging” sounds of the motors cooling down in the mountain air; motorcycling nirvana.
We swapped bikes so that Damo could sample the F4i and then headed back down the mountain and back to PFM a couple of hours later. Definitely ranks as one of the highlights of my motorcycling career. This is me winding down Springbrook Mountain.
Here’s Damo on the Brutale.
Then there’s the others, Moto Guzzi, for example. Probably the marque that has stayed truest to its original designs (post-WWII, that is) retaining the V-Twin engine right up to the present day. I have a good friend who has a Griso and I’m hoping to catch him in a moment of weakness one day.
Incidentally, here’s a great link to some lovely, customised Guzzis, well worth checking out.
Benelli? Aussie champion, Kel Carruthers, won the 1969 250cc World Championship on a Benelli, God knows how many changes of ownership the company has had since then. I think they are still in production, perhaps still selling the TNT, made famous by having its radiator cooling fans under the rear seat unit.
Cagiva? Part of the Castiglioni empire for a while, not sure if they are still being made either. Their final? offerings consisted of Japanese V-Twin engines in bespoke Italian frames.
Moto Morini? Sadly, it looks like that chapter is now closed with the administrators failing to receive viable bids for either the factory or the contents. Once a successful racing manufacturer and later the maker of some very innovative V-Twin motorcycles, we’ve probably seen the last of this once prestigious brand.
Laverda? Now there’s a name that conjures up some memories. Once the maker of the fearsome 750SFC and the equally ferocious Jota triple, the 21st century revival of the name met with less than stellar reviews and I believe that it has sunk without a trace again.
All is not doom and gloom, of course, as, along with Ducati, the Italian flag is being flown with distinction, both on and off the track, by Aprilia. Relatively new to the scene compared to the tradition and history of some of the Italian names, Aprilia has a swag of world titles to its name in both Grand Prix racing (thank you, Max Biaggi) and World Superbikes (thank you, Max Biaggi again.) Their road bikes are best known as barely-disguised race bikes (especially the fearsome RSV-4) but you could park a V4 Tuono in my driveway any time. RSV performance with sensible ergos, what’s not to like? Their Dosoduro, Mana and Shiver fill in the more “sensible” end of the market.
Bimota? I’m not sure if they are in production this week or not. It’s really a matter of tossing a coin. Renowned during the 70’s and 80’s as the maker of bespoke frames and running gear wrapped around high-performance Japanese sportsbike motors, their fortunes took a big dive when they set out to produce the Tesi, a centre hub steering device and the disastrous V Due 500cc two stroke exercise.
You can message me with the fact that I have missed some. Of course I have, Minarelli, Morbidelli, Mondial, Fantic, BETA (the last two make ridiculously good observed trials machines) and so forth, but that’s the Italian job. A long and distinguished history of, for the most part, pulling defeat from the jaws of victory. But, they do it with passion, flair, great design and great coffee, so what’s not to like about that?
sanoptic says
Hey Phil,
The only Italian bike i have ridden was back in the mid 70’s ,a Ducati GT750 with right foot shift & the patten was reversed as well.
It had a very sweet & super smooth motor though & very loud Conti exhausts. The guy who owned it,i only knew him by his 1st name [ another Phil..] & he worked as a mechanic for Brian Collins Motorcyles at kingswood back in the day.
Nice bike to ride once i got used to the reverse gearshift & being on the right side!!
Seeya
Phil Hall says
Yeah, that European gearchange mechanism caught out a lot of players back in the day. Conti pipes, eh? They sounded great, didn’t they? Ducati had to quieten the bikes down so they started to fit them with Lafranconis instead. They looked awful and sounded worse.