Some styles never seem to fully fade away, do they? With that in mind, Ducati brought two fresh spins on its retro-inspired, second-generation Scrambler model to the Bike Shed MotoShow in London last week. The 1960s desert-sled look of the Scrambler certainly served as the inspiration for these two in-house customs, but they have their own personalities. We like the direction this pair is pointing towards.

The two concepts, named CR24I and RR24I, put a fresh spin on the Scrambler, which has been a surprising staple of Ducati’s lineup since its introduction in 2015. The notes from Ducati don’t specify the powerplants on these concepts, but our eyes tell us it’s the same 1079cc V-twin engine that has powered the Scrambler since 2018. Both bikes were designed and built by Centro Stile Ducati, which means these two reflect the style and direction of the company, not some independent builder.

Let’s look at the CR24I first. Inspired by the cafe racers of 1960s Britain, this bike leans heavily on the street performance side with 17-inch wheels like the factory Scrambler Cafe model has, but the tank-mounted fairing and absence of the detachable rear seat give the bike significantly more of a business-only vibe. The shape is borrowed from the Pantah and the 750 SS models of the past, but with an eye on the future.

The RR24I draws inspiration from modern and even post-modern sources. A bare-bones, function-first look is simple to achieve, but it makes having a finished appearance challenging. To tie up loose ends and add flair with fewer parts, the aluminum pieces of the chassis are left raw to give a slight pop of silver without using fully chromed parts. This bike gives up that passenger seat for a small luggage rack that, combined with a tank bag rack, makes for a travel-light-and-fast feel.

With Scrambler sales significant enough that the brand has to take the model seriously, these concepts might be serve as a gauge of customer interest or a direction of what’s to come. If some of the features and feel of these bikes make it to production, Ducati might have a couple of winners on its hands.

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Ducati has just unveiled a new single-cylinder roadster, the Hypermotard 698 Mono. The new bike inspires nostalgia for the sporty single that, more than 30 years after its introduction, remains one of the firm’s best-loved, rarest, and most valuable models: the Supermono race bike of the 1990s.

Like a rock star who died young, the Supermono had everything required to become a legend. It was a beautiful, brilliant creature that shone briefly before being extinguished, leaving its fans wanting more—in this case, a road-going version that was promised but never produced.

On its debut in 1993, the Supermono was instantly successful. Ducati’s works rider Mauro Lucchiari rode one to win the European Supermono championship in its debut season. Its numerous race wins over the next few years included a 1995 Isle of Man Singles TT victory by New Zealander Robert Holden.

And the Supermono was more than just a winner. It was small, ingeniously engineered, and exotic—a lightweight construction of magnesium, aluminum, and carbon fiber. And it was delightfully styled, by South African designer Pierre Terblanche, who would go on to shape many V-twins for the Bologna firm.

Few bikes have had more illustrious parentage. Its 549cc, liquid-cooled engine was designed by Ducati’s chief engineer Massimo Bordi, who had created the eight-valve, DOHC desmodromic V-twin that had revitalized the firm’s image. The single was essentially the V-twin with its vertical cylinder replaced by a vibration-canceling dummy connecting rod.

And the Supermono development team was led by a young engineer named Claudio Domenicali, who had joined Ducati in 1991, not long out of Università di Bologna. He would rise swiftly through the ranks at Ducati, eventually becoming CEO in 2013, and has since led the firm to unprecedented success.

My chance to ride the Supermono came in June 1993, after I had managed to bypass Ducati’s press department in order to speak to Bordi, who said I could use the factory’s test track. On arrival I met Domenicali, who had been tasked with putting Bordi’s dummy conrod theory into practice.

This had not been straightforward, as he explained. “Engineer Bordi had the idea and gave it to us to develop, but there was a phase when we were not sure it was good. Then we made a computer program that calculated all the forces generated by the movement of the system, and we realized what the problems were.”

The engineers had initially assumed that the dummy conrod and balance-rod should weigh the same as the piston assembly, but that had proved false and the final set-up was lighter. “We spent lots of time on this; not just on the weight but on its distribution too,” Domenicali said.

The effort had been worthwhile, however. The engine produced its peak output of 75 bhp (74 hp) at 10,000 rpm—much higher than most singles—and could safely be revved to 11,000 rpm. Its smoothness meant the frame and other components could be lighter for further increased performance.

At the time of my visit, the second batch of 15 hand-assembled Supermonos sat in line, awaiting their carbon-fiber bodywork before being ready for shipment. Alongside, on stands, were partially built engines, each with a distinctive crankcase hump hiding the dummy conrod arrangement.

Whether stripped or fully dressed, the Supermono was an exquisite motorcycle. Its low screen sat above the carbon fibre fairing’s nose duct, which split before feeding the Weber-Marelli injection system. The tailpiece supported its own weight with another stylish sweep of carbon.

Exotic materials were everywhere. The striking, flat-topped fuel tank was made from a blend of Kevlar and carbon fiber. And the purposeful look was backed up by classy details: magnesium triple-clamps and engine cases; and carbon-fiber brackets holding instruments, the battery-box, the footrests, and the silencer.

The frame, a minimalist blend of 22mm and 16mm steel tubes, weighed only 6 kg (13 pounds) and used the motor as a stressed member, in traditional Ducati fashion. Its stiffness-to-weight ratio was the factory’s highest yet, Domenicali said. The swing-arm was a sturdy aluminum structure.

Sophisticated, race-quality suspension came from Öhlins, comprising upside-down forks and a rear shock unit worked directly by the swing-arm. The 280 mm (11-inch) Brembo front brake discs seemed huge for a bike so small. Another Italian specialist, Marchesini, supplied the lightweight magnesium wheels.

Lucchiari’s championship-leading bike was the only Supermono reserved for the factory’s own use, so that was what I’d be riding. Domenicali started its engine using rollers, in racing fashion, and blipped the throttle until it was thoroughly warmed. After pulling away I was equally careful to warm the Michelin slick tires.

The “factory test track” sounded glamorous but was in reality a narrow, little-used ribbon of asphalt that wound round the Borgo Panigale plant, occasionally passing doors where I had to trust that the workers inside knew what was happening and wouldn’t suddenly emerge pushing a pallet of parts.

Thankfully that didn’t happen, and the supremely light and agile Supermono was ideally suited to the track. Its claimed dry weight was just 118 kg (260 pounds), and this was mostly held low, due partly to the engine’s horizontal surviving cylinder. The bike responded instantly to the slightest pressure on its low handlebars.

And it was quick—far quicker than any single I’d previously ridden. The track essentially comprised just two short straights, separated by a curve, with tight loops at either end. But there was enough space for the Supermono to demonstrate its acceleration as I wound open the throttle exiting the slow turns and trod down through the race-style down-for-up gearbox.

As the revs rose to send the little red bike charging forward, its exhaust note hardened from a gentle chuffing to an angry road-drill snarl. When I shut off at the end of the straight, with the white-faced tachometer nudging 10,500 rpm, the lack of vibration—just a slight tingle through bars, pegs, and the thinly padded seat—ensured that it felt like no other single-cylinder motorcycle.

Inevitably, the highly tuned little motor couldn’t match a bigger V-twin’s midrange performance, so it relied on its close-ratio gearbox to cover for a lack of urgency below 6000 rpm. But it wheelied easily on the throttle in first gear, and kicked hard through the seat in its lower three ratios. Given more space, it would have been good for over 140 mph.

I’m tall, and I struggled to get comfortable on a bike whose racy, feet-high riding position was designed for a much smaller pilot. That didn’t prevent it from feeling delightfully precise and controllable as I began to enter turns harder, relying on the taut suspension and warm, sticky slicks.

The Supermono cornered and stopped as well as just about anything on two wheels, and its racing lap times proved it had the performance to embarrass plenty of much bigger bikes. The prospect of a road-going replica was mouth-watering—and, in 1993, very much part of Ducati’s plan. Bordi’s engine design incorporated a boss for a starter motor in the crankcase.

Back in the race department, after my dozen-or-so laps, Domenicali confirmed that Strada, or Street, derivatives were on the way. “There will be two versions,” he said. “One will be a super-sports, with water cooling and fuel-injection, like a replica of the race bike. The other will have a lower price and different road styling, with an air-cooled motor and carburetor.” After a pause, he added: “We have all we need to complete the project, but we have so many projects under development that we don’t know when these ones will be started.”

Ultimately, those other projects would halt the Supermono street bike project in its tracks. Firstly, the recently launched M900 Monster became an unexpected hit, starting a naked V-twin dynasty. Months later, the firm unveiled the 916 that took superbike desirability to unprecedented heights.

With demand for the V-twins soaring, and Ducati’s financial problems already causing delays in production, the factory simply never reached the point at which it could commit to a road-going single.

Bordi and Domenicali had hoped to have both Supermono streetbikes on sale in 1995. In reality, only the race bike was produced, and in tiny numbers: just 40 units of the original 549cc bike in 1993, followed by a further 27, with larger capacity of 572cc, in 1995.

A few road-going Supermonos were built, a decade or so later by British engineer and Ducati expert Alistair Wager, who had worked as a mechanic on 20 of the 67 race bikes. Wager bought a batch of Supermono parts from Ducati, commissioned many more from a range of suppliers, and assembled a small run of superb street-legal singles that incorporated a few improvements of his own. All were quickly sold.

These days the genuine Supermono racer’s rarity merely adds to its allure, and of course to its value. When, every so often, a clean and original example reaches auction, the serious bidding starts north of $100,000.

Soon, though, the new Hypermotard 698 Mono will offer a more realistic alternative. Its 659cc “Superquadro Mono” engine makes 77 bhp (76 hp), features desmodromic valvegear, and is smoothed by twin balancer shafts instead of a Supermono-style dummy conrod.

More than three decades after the Supermono conquered all on the track, Claudio Domenicali is finally set to put a single-cylinder Ducati on the street.

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Only 18 Bentley buffs will get to own a Batur, but if you’re willing to downsize then you could swing your leg over one of 500 motorcycles that take a few cues from the $2 million supercoupe.

The $70,000 Ducati Diavel for Bentley, styled by Centro Stile Ducati in Bologna in collaboration with colleagues in Crewe, comes exclusively in Scarab Green with contrasting Dark Titanium Satin finish for the unique forged wheels. The Diavel’s side air intakes echo the two-tone front grille of the Batur, and the bike’s triangular rear extractors also pay homage to the back of the Bentley. The front mudguard, fairing and upper tank are styled to mimic the Batur’s hood ribs and the tail is also shaped to be reminiscent of the rear of the coupe.

Carbon fiber is used extensively, with the bike’s fenders, headlamp cover, engine, exhaust and radiator covers, shrouds, side panels and tail piece all made of the lightweight material. The black Alcantara single seat (a pillion seat is optional) is modelled on the Batur’s and has the Bentley logo embroidered on the rear pad.

Each of the 500 examples will be individually numbered and will have a bespoke dashboard animation. Buyers will receive their bikes in a special personalized wooden case.

Mechanically the Diavel for Bentley is the same as you’d find without the Brit-inspired bits with power coming from a 168-hp 1158 cc V4 running Ducati’s TwinPulse combustion order for a distinctive off-beat thrum.

On top of the run of 500 an extra 50 Diavel for Bentley Mulliner examples will be reserved for existing Mulliner customers who will be able to customize their machines with a choice of colors for the seat, brake calipers, carbon parts and wheels. They can also match the bike’s paintwork to their car, should they wish.

Ducati has previously partnered up with VW Group member Lamborghini on limited run Diavel and Streetfighter models, which are already commanding a premium at re-sale, so this collab is a sure-fire cash machine.

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The Ducati 999 is nothing if not controversial. The headlights on this piece of Italian exotica cause some to think more of a freight train than a lusty sport bike. It emits the seemingly standard, concerning engine rattles. It manages to be slower than a contemporary Japanese bike that costs 40 percent less. Yet the 999 is a piece of art that ignites passion from fans across the world. I know this firsthand: I took my motorcycle test at age 16 on my dad’s 999, and I have counted myself as one of the bike’s fans ever since.

Beginning with the 916 in 1994 and running through the 996 and 998, Ducati had a run of similarly designed bikes widely considered among the prettiest modern motorcycles made. When it came time to put pen to paper for the 999, Ducati designers decided to do something radically different. Surely a fresh take would be a hit and move the brand forward, right?

It didn’t unfold that way. The 999 was released in 2003 to mixed reviews thanks to its radical styling. The sleek 998 gave way to the 999’s stacked headlights and aero that was more purposeful than pretty. It was built to bring Ducati into the modern era of superbike racing, and fast doesn’t always mean beautiful. Still, the 999 remained quintessentially Ducati—a bike that makes you feel as if you’re a millionaire with only $20K in the bank.

Superbike DNA coursed through every part of the 999. The riding experience was everything but comfortable. There was no point in keeping it cool at slow speeds because it would only be going fast on a track. You don’t need mirrors you can actually use, because aero for track. Nothing but full tuck because, well, track. This made the 999 an animal on the street, but that was all okay because, well, Ducati. See the theme?

I have ridden a Ducati 999 on and off for the last 13 years. My dad bought his new in 2005 and for some unknown reason he handed me the keys at 16 to take my license test on and ride to high school. How am I alive? I ask myself that every day. As a younger rider I can put up with a  stretched, uncomfortable position, but having ridden 100 or more motorcycles, I can say the 999 is the only model on which I never feel fully relaxed unless I’m on a straight road at 45 mph with nothing around.

What’s it like to live with? First, the experience around town. It’s not great.

This bike does not do well in stop-and-go traffic no matter what. Your butt and legs will get very hot from the underseat exhaust and poor heat management. Aftermarket exhausts or extra heat shields can alleviate this somewhat. The dry clutch is a signature feature of Ducati bikes, but that doesn’t mean it’s a good thing. The rattle at idle with the clutch pulled in will have you wondering if your bike is broken, and managing the clutch is a bit difficult if you’re cruising town. The clutch is very stiff; I often find myself flexing my fingers to get rid of cramps. Smooth engagement is tough if you don’t rev the bike enough—you need to approach “Ducati bro revving engine at stoplight” levels if you don’t want an unexpected stall. When that clutch does heat up it will very happily groan and squeal if you run it in the friction zone too long. Those mirrors? You’re probably safer turning around backwards for ten seconds.

In retrospect, maybe my dad figured that, if I could ride a 999, I’d be prepared to handle anything. But there’s another side to this bike that he knew about and no doubt wanted to share.

The 999 sings on the open road. The track-oriented DNA that is a liability in stop-and-go riding transforms into an asset on windy roads and makes it one of the most euphoric sportbikes of its era. When you’re tucked behind the screen with your weight on your wrists and two fingers on the clutch, and start to roll into the throttle, you can’t help but grin ear-to-ear. The high-revving V-twin’s harmonics make the bike feel alive, and its roar is something between the deep wallop of a V-8 and the eager zing of an inline four. It’s even more pronounced with the Termignoni exhaust that came on the 999S and 999R models.

The 999 is the pinnacle of a love/hate motorcycle duality. Visually and experientially, it’s captivatingly beautiful and ugly at the same time. It’s shockingly fast but slower than a Suzuki GSX-R from the same year. It’s uncomfortable to ride but you’ll ever want to get rid of it.

What does it take to buy a 999 today? There are three models with very different values: the 999 Base, 999S, and 999R. Of the base models, the ones you want are the 2005 and 2006 model years. They got 18 more horsepower—a significant boost for a motorcycle—and the black frame and wheel combination is preferred over the earlier silver. Values are still shockingly low for these, though their depreciation has bottomed. You can get one with roughly 5000 miles for $6500 to $8000, up from $5500 to $6500 only a couple years ago.

The 999S adds suspension improvements and subtracts some weight while bumping prices up 65 to 75 percent to $11,000–$15,000 for very good examples. On top of the improvements to the S, the 999R features carbon bodywork and extensive strengthening of the engine internals for more power. Good-condition 999Rs can be had for around $16,500, and $27,000 will get you the best of the best. They clearly haven’t hit the collector realm yet, as witnessed by a 22-mile base bike selling for only slightly more than $10,000. That said, the market tends to recognize characterful bikes, even if it takes a while. The whole model range has potential, but with the personality and the racing-livery looks to match, the 999R Fila and Xerox models are primed for serious collectible status.

It’s important to go into any purchase with eyes wide open—any 999 is a raw piece of machinery that refuses to coddle you. Remember, a Ducati is a Ducati. That lump of aluminum between your legs will overcome any mixed feelings about freight train headlights, or a stat sheet that isn’t as strong as a cheaper Japanese bike. If you want a passionate riding experience you won’t forget, it’s hard to go wrong with the 999.

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Back in 1970, in a wooden garage in hippie Topanga Canyon, my buddy John discovered the scattered remains of a metallic blue and silver 1961 Ducati 250 Diana.

Once a pretty Italian sport bike, it was humbly advertised as a $50 “basket case.” John bought it, imagining that it would be a fun project, but he soon felt overwhelmed and offered it to me. Quite literally, everything that could be taken apart was. Referencing diagrams and photos in the manual, 17-year-old me spent months on the project. I also learned new fabrication, electrical, and mechanical skills along the way.

The single overhead camshaft, for instance, is driven by four bevel gears, all individually shimmed, as are the crankshaft and gearbox assemblies. Setting these up took weeks of trial and error, which felt like a lifetime, because I couldn’t wait to ride the thing. Soon after completing the build, I finally did, a night ride in sleepy Malibu, where I lived. Spontaneously—because why not?—I decided to twist the bike’s tail. When the revs soared, the piston broke in half, smashing the valves and necessitating a second rebuild.

One Saturday night shortly after I’d gotten the Diana back together again, a grudge race brewed with a dirt-bike buddy on his box-stock 175cc two-stroke. The contest was up a mile-long, wide-open route at the edge of town, and his run-of-the-mill Japanese bike decisively beat the Ducati. Oh, the humility! Then and there, it began dawning on me that exotics, artistic and esoteric as they were, weren’t necessarily better.

Maybe I had the last laugh, after a fashion. Another friend, Art, was seriously into club racing and offered to haul the Diana and me to Ontario Motor Speedway. Early that Sunday morning I rode to his pad, where we slotted the bike between other racers in the back of his Econoline. After pushing the bike through tech, I donned leather pants, work boots, a borrowed leather jacket, a helmet, and gardening gloves, and I gridded up on the front straight, the machine buzzing and jangling. To my great satisfaction, the Ducati started the race, ran every lap, and finally rushed under the checkers. No clue where I finished, but it was likely way downfield in the 250 Production class. But we finished.

After two years of ownership—what felt like my first real relationship—I sold the Diana to a man named Larry in the San Fernando Valley, as I’d bought Ducati’s new 750 GT and needed to dispatch the little bike. By now, it’s long past long gone. But young love never forgets, so if you’ve seen my Diana around, be sure to write!

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F-Type gets a royal sendoff that celebrates 75 years of Jaguar sports cars

Intake: Ahead of the brand’s all-electric pivot in 2025, Jaguar is giving its gorgeous sports coupe and convertible a going-away present as the F-Type ceases production in 2024. The F-Type R-Dynamic offers a supercharged 5.0-liter V-8 with 450 hp and rear-wheel-drive, but the two all-wheel-drive variants will get special 75th-anniversary goodies. The F-Type 75 uses the same 450-hp V-8 while the F-Type R 75 gets a 575-hp version of the 5-liter. The special options available include Giola Green metallic paint and unique interior appointments. MSRP for the coupe starts at $79,175 and orders are open now.

Exhaust: We’ll be sad to see Jaguar’s F-Type go and will miss its beautiful lines as much as we will its wonderful V-8 and its glorious noise. The one consolation is that the Giola Green is very appropriate for a British sports car. — Brandan Gillogly

U.S.-made EVs are dominating the domestic EV market

Intake: According to new vehicle registration data from Experian, electric vehicles built in the U.S. are dominating the domestic EV market. The report comes from Automotive News, which also says that thanks to new tax incentives stipulating where an EV must be produced, that trend is likely to increase. The Experian data says that roughly three of every four new EVs registered in the states during the first 11 months of 2022 were assembled in the U.S. Tesla led the way volume-wise, with 431,740 new vehicle registrations in the U.S. last year. (The company doesn’t break out manufacturing data by region, so analysts must estimate how many of those Teslas were built at the Austin, Texas, plant or the Fremont, California plant.) Other EV makers with strong American footprints include GM, Ford, and Rivian.

Exhaust: As automakers race to ensure that their EVs qualify for the full $7500 tax incentive, expect to see more foreign brands stand up manufacturing facilities here in the U.S. Hyundai recently announced plans for a plant in Georgia, and Volkswagen just recently began producing its ID.4 EV at the Chattanooga, Tennessee, facility to satisfy the bill’s conditions. — Nathan Petroelje

2023 Goodwood Revival will celebrate Carroll Shelby

Intake: The Stars and Stripes will be flying over Goodwood in September as the annual Revival classic car races are held in tribute to Carroll Shelby. Shelby would have been 100 years old in 2023, and the British circuit has been linked to the racer, car maker, and entrepreneur since the early days of his career. In 1959 Shelby won the RAC Tourist Trophy in an Aston Martin DBR1/300 which he shared with Jack Fairman and Stirling Moss. Shelby had just won Le Mans with Roy Salvadori in the same car, and victory at Goodwood wrapped up the World Championship for Aston. Goodwood will honor Shelby with feature races and exhibits featuring cars he raced, including the MG-TC he first campaigned in 1952, along with the cars he went on to design and develop.

“Goodwood held a very special place in my grandfather’s heart,” said Aaron Shelby, board member of Carroll Shelby International. “He competed there as a driver in an Aston Martin and returned to race at the Circuit with the Shelby American team cars during the 1960s. Carroll attended the Goodwood Revival with his Shelby Cobra Daytona Coupe, and as a Word War II aviator, he especially admired the vintage warbird exhibit. We’re honored that the Duke of Richmond and his team have chosen to honor the 100th anniversary of Carroll’s birthday this year. We look forward to a marvelous weekend at the Goodwood Revival.”

Exhaust: The 2023 Goodwood Revival is set to be an absolute belter, as this year marks not just 25 years since the event began, but 75 years since the circuit opened. The three-day motorsports festival takes place on September 8–10 and tickets are available now at the Goodwood Road and Racing website. — Nik Berg

Ducati sets sales record, led by non-superbike models

Intake: The motorcycle brand best known for being Italian, red, and fast announced yesterday that 2022 was a banner year with over 61,000 Ducatis finding new homes. Interestingly, the three bikes leading the sales boom are the Multistrada V4 (10,716 sold), Monster (7739 sold), and the Scrambler 800 family (6880 sold). According to Francesco Milicia, Ducati’s VP of global sales and after sales, these record sales came despite logistic and supply chain issues in the first six months of the year. Considering there are more than 800 Ducati dealerships worldwide, these sales numbers indicate that the Bologna-based brand seems to be onto something as of late.

Exhaust: One of every six Ducatis rolling out of showrooms was some variant of the Multistrada adventure bike, meaning even motorcycles brands are not immune from the quest for more functional machines, i.e. the multitude of car brands that subsidize the sports cars by selling SUVs and grand touring four-doors. If it keeps the thumping Desmo twins in production, we aren’t complaining. For now. — Kyle Smith

NACTOY announces car, truck, and SUV of the year

Intake: The 2023 North American Car, Truck, and Utility Vehicle of the Year (NACTOY) award winners are in: The North American Car of the Year is the Acura Integra, the truck of the year is the Ford F-150 Lightning, and the SUV of the year is the Kia EV6. This year’s NACTOY awards began with 47 eligible vehicles that were new or substantially changed, which jurors later narrowed in three rounds of independently verified voting to 26 semifinalists, then nine finalists, and then the 2023 winners. The Integra beat out the Nissan Z and the Genesis G80 EV; the Lightning won over the Lordstown Endurance and the Chevrolet Silverado ZR2, and the Kia EV6 won over the Cadillac Lyriq and the Genesis GV60.

Exhaust: Good vehicles all. As a voter, I preferred the Z and the Lyriq, but that’s why we have 50 voters from the U.S. and Canada, all independent journalists. Congratulations to the winners. — Steven Cole Smith

Michigan-based Carvana dealership loses its license

Intake: According to a report by the Detroit Free Press, a Carvana dealership located in Novi, Michigan has agreed to surrender its dealer license following a state investigation last fall that revealed that Carvana committed violations of the Michigan Vehicle Code. The problems stemmed from the untimely delivery of titles following a vehicle’s sale. On Wednesday, Carvana’s senior associate general counsel, Chris Olson, told the Free Press that Carvana would hand in its in-state dealer license for a period of three years, after which it can apply for a new one.

Exhaust: The Free Press article noted that Michigan car buyers could still purchase a car from Carvana online and take delivery of it that way. 2022 was a bruiser of a year for Carvana, with plummeting used-car prices squeezing profit margins, eventually forcing massive layoffs. Its stock price has tumbled from $360/share in August of 2021 to just $5.49/share at the time of this writing. Legal issues in multiple states, much like the issue that forced the surrender of its dealer license at the Novi location, have ailed the company as well. — Nathan Petroelje

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AEHRA doubles down on door design for first SUV

Intake: With both scissor and gullwing doors the new SUV from U.S.-Italian startup AEHRA certainly knows how to make an entrance. Designed by Filippo Perini, who led the design of Lamborghini’s Murciélago LP640, Aventador, Huracan, Centenario, and Urus, the electric AEHRA “uniquely unlocks potential afforded by state-of-the-art EV technology to rewrite (the) automotive design rulebook,” according to the company’s press blurb. It’s a big car, with a 118-inch wheelbase providing a cabin “that effortlessly accommodates four NBA-size players in complete comfort.” Constructed from carbon fiber and styled with the aid of computational fluid dynamics to cheat the air it is powered by three electric motors with a combined output of 800 horsepower, and its 120 kWh battery provides a claimed range of almost 500 miles. “The AEHRA SUV represents a radical combination of cutting-edge sustainable materials, ultra-advanced EV technology, smart manufacturing technologies, pure Italian design, and of course, a seminal moment in our company’s history,” says Hazim Nada, AEHRA Founder and CEO.

Exhaust: Priced from just over $180,000 the AEHRA comes in significantly higher than rivals such as the BMW iX, Mercedes-Benz EQS SUV, Tesla Model X or Lucid Air. So it may well only be NBA players who can afford it. —Nik Berg

Is Toyota readying a mini MR2?

Intake: Rumors out of Japan suggest that Toyota will soon reveal a mini mid-engined sports car. It won’t be an MR2, however, as that evocative nameplate is due to return on a Gazoo Racing electric sportster. That’s according to a report from Best Car Web which claims that the smaller model is being developed with Suzuki, based on the Yaris platform, and powered by a one-liter three-pot turbo motor. The engine would be a Suzuki unit and Best Car Web suggests that the car could also be sold as a Daihatsu. The Japanese price tag is said to be two million yen—an equivalent of less than $14,000, while 2025 is the expected launch.

Exhaust: If this is true, it sounds like it will be a JDM-only machine and certainly too tiny to warrant bringing to the U.S. That’s a shame because it does sound like a pocket full of fun. –NB

Ducati Scrambler gets refresh, three new flavors to choose from

Intake: Three trims outline three different personalities of the 2023 Ducati Scrambler. A bike advertised as the polar opposite of the race replicas most riders associate with the Italian brand, the Scrambler is targeted at being confidence inspiring with the trellis frame and revised front end that now leans more towards sporty with a slight more inclined steering angle and shorter trail than the previous generation for more nimble handling. Buyers have the choice between three trim levels for the 2023 models: Icon, Full Throttle, and Nightshift. Each comes with unique color choices along with a few other small differences. The Nightshift trim eschews the 18/17” aluminum wheels of the lower models for a pair of spoked hoops that really pull on the vintage feel of the bike that comes from the steel gas tank and side panel bearing “62” for the first year Ducati marketed the Scrambler.

Exhaust: A little odd compared to the rest of the Ducati lineup and its better known machines, the Scrambler lives in an odd pocket. The effort to tie in the model’s heritage falls a little flat, but the other improvements to this new generation appear to be focused on catching the eye of buyers who are not drawn to Rosso Corsa and the thrum of a Desmo Twin. This refresh hints that it might have sorted out a few complaints from owners, like the large clutch cover that impeded some riders’ feet from finding a comfortable spot. It is a bike targeted at regular use and while the styling can be a bit love-it-or-hate-it, the increase in functionality is certainly welcome. We look forward to riding one when they become available in March of 2023. –Kyle Smith

J.D. Power: Record prices on new cars in October

Intake: In a study by J.D. Power and LMC Automotive, dealerships reportedly sold 52 percent of vehicles within 10 days of arriving at a dealership, while the average number of days a new vehicle is in a dealer’s possession before being sold was 19 days — down from 20 days a year ago. For October, the study said new-vehicle prices remained at record levels, with the average transaction price expected to reach $45,599 — a record for October and a 2.7 percent increase from a year ago. The increase in sales volume and near record level transaction prices are resulting in buyers being on track to spend nearly $46 billion on new vehicles, the highest level ever for the month of October and a 10.9 percent increase from October 2021.

Exhaust: The good news is more vehicles are available; the bad news is whether or not buyers can afford them. Said Thomas King, president of analytics and data for J.D. Power: “Elevated pricing coupled with interest rate hikes are inflating monthly loan payments. After breaking the $700 level for the first time ever in July, the average monthly finance payment in October is on pace to be $711, up $47 from October 2021. That translates to a 7 percent increase in monthly payments from a year ago. The average interest rate for new-vehicle loans is expected to increase 199 basis points from a year ago to 6.03 percent.” –Steven Cole Smith

Oh, deer: Permanent daylight savings time would cut collisions

Intake: A story published on Eurekalert.org says that the practice of moving our clocks forward in the spring, which is the start of daylight savings time, reduces night-time car accidents with deer by 16 percent. Researchers developed a model, published in the journal Current Biology, that demonstrates the benefits permanent daylight savings time has, “not only in saving animal lives but also in reduction of collision costs and human injuries.” Using data from 23 state agencies from the U.S. Department of Transportation, Cunningham’s team analyzed 1,012,465 deer-vehicle collisions and 96 million hourly traffic observations across the United States. Their analysis showed that collisions are 14 times more frequent two hours after sunset than before. Taking these numbers, the researchers were able to predict that if daylight savings time became year-round it would prevent 36,550 deer deaths, 33 human deaths, 2,054 human injuries, and $1.19 billion in collision costs annually.

Exhaust: One more argument for those who want permanent daylight savings time. Setting the clocks back this year seemed to cause an unusual amount of grumbling. –SCS

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Ranger Raptor unveiled in Baja race truck form

Intake: Ford of Australia is teasing another look at the upcoming Ranger Raptor truck, this time in race form. Set to do battle at the Baja 1000 on November 18th, we see how Ford turned a production truck into something worthy of motorsport. After stripping the interior accoutrements worthy of mall crawling with the family, the crew-cab pickup began initial testing with Kelly Racing in the Australian Outback. Final testing was with Lovell Racing in Johnson Valley, California, just a few hours away from the main event in Ensenada.

Exhaust: While not legal for road use, this race truck is likely very similar to the Ranger Raptor we will see next year, as specifications available on Ford of Australia’s website, complete with a 3.0-liter twin-turbo V6 similar to the one found in the Bronco Raptor. Considering how much Ranger engineering is in the Bronco’s template, there’s a very good chance that the Ranger will now raid the Bronco’s parts bin for bespoke Raptor parts that are ready (and legal) for road use. —Sajeev Mehta

Chunky Chinese flying car takes off

Intake: China’s Xpeng has successfully flown a flying car for the first time. The AeroHT looks like a fairly unassuming electric SUV with a hefty roof box in ground mode, but as it readies for flight it deploys eight rotors just like a scaled-up consumer drone. It can then take off and land vertically, hover and fly forward and backwards. Weighing in at more than two tons, it can’t fly very far at the moment, however. A single charge will only take it “a few dozen kilometers.” Despite the AeroHT’s size it only has room for two travelers—and they need to weigh less than 400 lbs between them. The driver/pilot uses the steering wheel for direction changes in the air as well as the road, plus an additional lever for vertical and horizontal movement. “We believe it will be the first car that can both drive and fly and is fully electric and intelligent,” says an Xpeng spokesman.

Exhaust: How many times have we been promised flying cars in the past only to be presented with machines that may take to the skies, but would be pretty useless on the road? It might look a bit ungainly, but Xpeng’s effort does genuinely appear to be potentially both roadworthy and airworthy. There’s clearly much work still to be done, but maybe we’re a step closer to a genuine flying car future. —Nik Berg

Ducati Diavel gains two pistons, sheds 29 pounds

Intake: The Ducati Diavel is big muscle that just got a bit bigger thanks to the V-twin that gained 100 percent more pistons to become a V-4. The 1158cc Granturismo engine pumps out 168 horsepower and 93 foot-pounds of torque which combines with an established chassis to create a machine that is sporty yet can happily cruise main street and let the exhaust note tell the story. It’s a deeper exhaust note thanks to cylinder deactivation that runs only the front cylinders when under light load. Open the throttle and bring all four pots online and you better be holding on tight.

Exhaust: It’s an amount of performance no riders really need, but don’t call it unnecessary. The Diavel is the picture of a muscle bike and also is known to be quite comfortable. A V-4 in a cruiser chassis is total overkill but we are here for it and thoroughly enjoy the idea of ripping off shifts through the factory quickshifter as the 240mm rear tire grapples for traction between Launch Control interventions. What more could you want out of a main street bruiser? —Kyle Smith

This 911 GT3 has a sacrilegious Subaru engine swap

Intake: Whether it’s built for speed or just to cause consternation this Porsche 911 GT3 will definitely be a talking point at SEMA this year. Instead of its 3.6-liter normally-aspirated flat-six motor, the 2007 997 has a turbocharged EJ25 four-banger boxer from a 2008 Subaru Impreza WRX STI installed over the rear axle. Built by DevSpeed for Japanese oil firm ENEOS from a crashed and stripped donor car, the Scooby-Stuttgart mashup gets a BorgWarner 7064-C turbo, a Vibrant intercooler, Deatchswerks injectors and fuel pumps to help it on its way to 550 horsepower. That’s a major hike from the original Porsche’s 415 horses, plus the engine alone is some 170 pounds lighter than the factory unit. A Subaru STI six-speed transmission is installed, along with BC coilovers and Rotiform alloys. Wider bodywork comes from VAD Design in the U.K. and to cap it all off the car is finished in the famous blue and yellow livery worn by Subaru to numerous World Rally Championship victories.

Exhaust: Maybe it’s been born to troll, but the power and weight advantage this car has over a standard GT3 does mean it should stand up to scrutiny. See it for yourself at SEMA or just wait for the Twitter storm. —NB

Bentley announces limited-edition hybrid Bentayga

Intake: Move quickly if you want one of the just-announced Bentley Bentayga Odyssean Editions — the company is only building 70 copies of what it’s calling “the most sustainable Bentayga.” The first Odyssean Edition was launched in 2021 on a Flying Spur, and similar to the Flying Spur Odyssean, the new Bentayga limited edition takes advantage of the benefits provided by a hybrid powertrain, specifically a 3.0-liter turbocharged V-6 and a “new and improved” 18.0 kWh battery coupled to an electric motor, allowing for a range of 28 electric-only miles. Total horsepower is 456, and Bentley claims a 0-to-60 mph time of 5.1 seconds, and a top speed of 158 mph. The SUV’s Odyssean Edition is available for orders this month, with production starting in early 2023.

Exhaust: We didn’t know that there was a cry among Bentley customers for more sustainability in their special editions, but maybe there is. Seventy customers, anyway. No price has been announced but we’d guess it will be one of the less expensive special Bentaygas at about $168,000 for a base hybrid, and we figure adding on at least $25,000 for the Odyssean Edition. —SCS

Dodge “grenaded” seven engines en route to special edition

Intake: In direct opposition to Bentley’s “most sustainable” special editions, Dodge’s “last call” for special-edition Chargers and Challengers ran into a rocky patch when the company was putting its final Hellcat engine on the dyno, running a grueling certification test for what is believed to be the most powerful Hellcat engine yet, which was to go in an as-yet undisclosed car for the SEMA show. Unfortunately, according to a conference call with Tim Kuniskis, Dodge CEO, they lost seven engines as they tried to complete the certification process, so the SEMA car will be delayed. “It’s not so easy to do,” he said, speaking of the certification process. “We run these things on wide-open throttle for hours and hours on end, 24-7. The testing on these things is just brutal. So far we’ve grenaded seven engines, but I think we’ve got it figured out.” The horsepower output is likely north of 850, since Dodge already hit 840 horses for the Demon.

Exhaust: The Hellcat engines have been surprisingly reliable, even though customers have often run them to the maximum and beyond. You have to love a CEO that not only admits it when his engines blow up, but is committed to making the engine work at what is likely an unexpected, and substantial, cost. Oh, yes, of course, we also love the Bentley Hybrid, too; after all we aren’t Neanderthals— but we really love those big Dodge V-8s. —SCS

Uber shares “surge” as company forecasts profitable quarter

Intake: Finally some good news for the rideshare company: Reuters says Uber Technologies forecast fourth-quarter operating profit above Wall Street estimates,  sending its shares up 10 percent. With the pandemic trending downward, it has opened up a need for travel that Uber is addressing. “Consumers are shifting their budgets to services, Uber Chief Executive Dara Khosrowshahi said, compared to the two years of COVID-led lockdowns when they had limited spending to basic needs,” according to Reuters. Revenue in Uber’s rideshare segment rose 73 percent in the third quarter.

Exhaust: Uber is a valuable resource when those of us who can’t stop driving, have to stop driving briefly, anyway. Good to know we have a reliable ride to our mechanic’s shop to pick up our cars. —SCS

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Vehicle enthusiasts tend to remember the ’80s as an era when manufacturers slowly found their way from the prior decade’s malaise while simultaneously striving to meet ever-stringent safety and environmental regulations. That’s painting with a bit of a broad brush, though: If you take a look at the two-wheeled world, the ’80s were some of the best times ever for cheap and powerful fun. Japanese brands began selling race bikes for the street, turbocharging engines, and seeing dramatic improvements in outright performance. Access to these thrills could be yours for about a third of the price of a contemporary Honda Accord.

Now, as back then, motorcycles from this era represent an incredible bang for the enthusiast’s buck. In contrast to the uptick in hype and valuation for Radwood-era cars, ’80s bikes, with some exceptions, have yet to see a dramatic valuation spike. Other eras of motorcycles, old and new, draw more attention. For instance, Millennials love 1940s Harleys, and retro-modern bikes from early 2000s are some of the strongest performers of late. Let’s take a look at some of the best bike offerings from the ’80s and why they’re worth your attention.

1985 Yamaha V-Max

#3 condition (“Good,” or daily rider) value: $4300

For $4300 you can get the first, most recognizable, and highly rated muscle-bike ever made. 1985 wasn’t a time when bike manufacturers were going easy. Debuting that year, the V-Max is a prime example: a 143-hp V-4 shoved in a naked bike frame with unforgettable looks to produce the most powerful cruiser made to date. Add to that a four-gallon gas tank so it only has a 100-mile range when pushing it. Unapologetic fun and character defined the V-Max. Thanks to a 35-year production run with minimal visual changes, there are tons of these personality-rich bikes available, and that plentiful supply means the V-Max is a muscle-bike bargain that can’t be beat. Go for the 1980s version, it’s that much cooler.

1986 Suzuki GSX-R1100

#3 condition value: $6300

The mid-1980s sportbike craze created some true legends, and those bikes now sit at surprisingly low values compared to chrome-adorned bikes from previous eras. The plastic fairings that helped define the aero sportbike look have longstanding appeal within the niche, but the trait has yet to gain mainstream collector love, with the exception of Japanese homologation specials, like the Yamaha OW01 and Honda RC30, and icons like the Ducati 916.

As a result, values for bikes like the more mass-produced yet still race-bred and monumentally fast GSX-R are trending upward but remain reasonable. Considering these bikes are the ’80s exotics of the bike world, $6300 will get you a lot of bike, even if it might have a couple cracked plastic pieces. On the note of plastics, you’ve found the holy grail if you come across a GSX-R with original, uncracked panels: Most have been laid down at some point.

1984 Kawasaki GPZ-900

#3 condition value: $5300

Top Gun helped make the GPZ-900 famous when Tom Cruise’s Maverick raced his alongside F-14s and, later, F-18s. You can ride the same bike for a mere $5300. That price is shocking given the GPZ’s performance, but perhaps more importantly, this was the first Ninja—the bike that put Kawasaki posters up in rooms of aspiring riders around the world. Its attractive, stripped-down look bridges the gap between the earlier, full-naked bikes and the later, fully-faired models, and it’s a joy to both cruise on and push hard. Thanks to a smooth, liquid-cooled inline four and Japanese reliability (and a strong parts supply), the GPZ can thrive in modern day riding while keeping up with modern bikes costing twice as much. With all the GPZ-900 has going for it, it’s surprisingly cheap.

1987 Ducati 851

#3 condition value: $8400

The Ducati 851 is one of the most important successes in the brand’s history. Sporting Ducati’s first water-cooled engine and first four-valve-per-cylinder head along with excellent riding dynamics, the 851 was a gem in its own right and paved the way for hits like the 916 and 998. Despite its importance, the 851 stands in the shadow of the later Ducati 916 (which can be forgiven, as the 916 is known as one of the most beautiful motorcycles ever made). If you want some Italian verve for less money—about $8400 for a daily rider—in the 851 you can have Ducati’s first modern day superbike and a visceral riding experience that is tough to match.

1982 Harley-Davidson FXRS Super Glide II

#3 condition value: $5800

Harley-Davidson had a tough time finding its way in the 1980s, but once it broke away from AMF, radical machines returned. The FXRS Super Glide II came out in 1982 to a mixed reception: Consumers thought it lacked the bad-boy Harley appeal and wouldn’t look out of place on a Japanese brand’s showroom floor. The FXRS was simply early for its time, however. It ended up being the basis for the successful, lightweight, stripped down cruiser known as the Dyna. Today values sit at $5800 for a #3 condition FXRS. That’s an appealing entry point for a bike that will stand out at Harley gatherings and command the respect today that it didn’t get in the ’80s.

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Lamborghini and Ducati have teamed up for another knockout limited edition sports bike. The Ducati Streetfighter V4 Lamborghini is the second collaboration between the two Italian brands after the Siàn-inspired Diavel 1260 Lamborghini of 2020.

This time it’s the Huracán STO that provided the vision for the bike’s look and the Panigale V4 S that sits beneath the bodywork. Unique forged wheels echo those of the STO, while the front mudguard, tank cover, belly pan, and tail have all been sculpted to emulate the supercar. Visible carbon fiber is used extensively throughout, and even the saddle takes its lead from the Huracán’s seats. The adjustable rider foot pegs, brake and clutch levers are formed from billet aluminum, and a rorty Akrapovič exhaust provides the finishing touch—plus a suitable soundtrack.

The 1103 cc Desmosedici Stradale engine outputs 208 hp and drives through a dry clutch from the Streetfighter SP. The motor is also a stressed element in the aluminum chassis which features Öhlins Smart EC 2.0 semi-active suspensio, and stopping power by Brembo 330 mm discs.

The new bike will offer the same 630 production run as the Diavel with an additional 63 bikes for special Lamborghini customers who will be able to specify their two-wheelers to match their four-wheelers. As standard the Streetfighter will be delivered in the vivid Verde Citrea green /Arancio Dac orange color scheme pictured, but Lamborghini’s Speciale Cliente will be able to work with Centro Stile Ducati to create doppelgängers of their cars from a wide range of hues. As if that’s not enough owners will also be encouraged to dress the part in custom Dianese leathers.

Deliveries will begin in April 2023 and, although prices have yet to be released, you might have a fight on your hands to get one. The Diavel Lamborghini sold out within weeks.

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Happy weekend! We will taking a break from The Manifold on Monday, July 4, to light backyard grills, inflate inner tubes, help pets cope with fireworks, and cruise in our classics before returning to our regularly scheduled programming on Tuesday. 

FTC opens complaint against Harley-Davidson for Right to Repair violation

Intake: The FTC has put pressure on Harley-Davidson regarding its warranty language in regards to the use of independent dealers for parts or service. The concept of restricting service to authorized dealers to maintain full warranty coverage is not new, but 1975’s Magnuson Moss Warranty Act Section (110(c) (2) forbade manufacturers to write such “tie-in sales” into their warranties, along with “any other provisions that state or imply that a consumer must buy or use an item or service from a particular company to keep their warranty coverage.” Interestingly, the FTC also was vocal about Harley-Davidson failing to fully disclose all of the terms of its warranty in a single document, which required consumers to contact an authorized dealership for full details. The FTC is asking the Milwaukee brand to come clean with consumers, prohibit future offenses, and recognize the consumers’ right to repair their bikes. The FTC can also seek civil penalties of up to $46,517 per violation in federal court should another violation occur.

Exhaust: Right to Repair legislation has been hotly contested in recent years, with brands like John Deere taking very strong stances against consumers or independent dealers being able to access parts, tools, or software required to maintain their vehicles. The warranty language that put Harley-Davidson in violation of FTC regulations is an easy fix on paper, but it might take time for all consumers to understand exactly what is allowed per the warranty. — Kyle Smith

Sorry, you can’t buy Hot Wheels’ latest, raddest truck

Intake: Earlier this week, Hot Wheels debuted its 1990 Chevrolet 454 SS casting and it sold out in mere minutes. Sorry shoppers, this version of the muscle truck won’t be found on grocery store pegs, as it was only made available to Red Line Club members. Club cars are basically deluxe versions of regular edition releases, often featuring a metal body and chassis, rubber tires, and an opening hood. True to form, Mattel’s latest pickup has it all, and you can open the hood to reveal a miniature version of Chevy’s Mark IV 454 cubic-inch big block engine. The paint, which is also a cut above that of your typical dollar Hot Wheel, matches the Sport Equipment Package paint found on the real-life power pickup. Red-tipped axles and “BLK RAT” on the license plate—which alludes to the powerplant’s period nickname—complete the miniature marvel.

Exhaust: Much like the full-size Chevrolet 454 SS pickup, your opportunity to buy one from the dealer has come and gone. The 1/64th-scale truck’s rapid sellout was to be expected, though. Red Line Club offers always require a quick mouse finger. Over the past 10 years, die-cast collectors have swooned over Mattel’s Chevrolet pickup castings, including the 1967 C10 and the 1983 Silverado. Add in the fact that this particular mold has never been used before, and you have a recipe for scarcity. If you missed the boat on buying one from Mattel’s site, preorder confirmations are up for auction on eBay (since the truck hasn’t shipped yet), but be forewarned, the markup is insane. For those who wish to be a bit more patient—and maybe don’t need the luxe Red Line version—Hot Wheels has a history of using Red Line Club castings multiple times, in future club releases and/or regular editions. Happy hunting. — Cameron Neveu

Porsche, USAC to host Time Attack event in September at Indy

Intake: Porsche and the USAC sanctioning body have announced Porsche Time Attack North America, which will debut at the Indianapolis Motor Speedway September 2-4. Says Porsche: “Time Attack is a timed motorsport event where a single car laps the track for the quickest time. The car which sets the fastest lap time wins the event. The sport has become a popular way for drivers to focus on precision driving, maximizing performance without the risk of contact with another car or the expenses associated with GT and sports car racing.” You can enter any Porsche-built race car, in factory specifications, with the exception of current model year Porsche 911 GT3 Cup and 718 Cayman GT4 RS Clubsport machines. The initial Porsche Time Attack will be at the Indianapolis Motor Speedway during Labor Day weekend’s Porsche Sports Car Together Fest. Competitors get two practice sessions on Saturday, followed by two timed events Sunday to determine the overall winner.

Exhaust: Time Attack has become popular in Sports Car Club of America events, as well as with other clubs, as a way to race against each other without the risk and liability of side-by-side racing. You’re competing against the clock, similar to autocross, but on a much larger, faster stage. We assume Porsche will announce future Time Attack events soon if Indianapolis goes well. — Steven Cole Smith

Chevy’s first Silverado EV prototype hits Michigan streets

Intake: Ford’s F-150 Lightning is already reaching customer driveways, and in downtown Detroit, Chevy is rushing to catch up. The bowtie’s first Silverado EV engineering prototype has begun testing on the roadways and first roads of GM’s Milford Proving Grounds. The Ultium-based pickup promises a Chevy-estimated 400 miles of range with its largest 24-module battery pack, as well as the ability to power smaller electronics that can plug into receptacles in the bed and the crew cab. Two configurations of the Silverado EV will be offered at launch—the stylish RST, and a modest WT (Work Truck) configuration. (Don’t expect that to be the commercial configuration, however; Chevrolet is promising a “fleet model” later on that can pull up to 20,000 pounds.) Chevy says that the Silverado WT will offer 8000 pounds of towing capacity (300 pounds more than the standard-range Lightning) and 1200 pounds of payload, while the RST will be able to tow 10,000 pounds and carry around 1300 on-board. The Silverado WT is scheduled to arrive to customers next spring, with the fully loaded RST version arriving fall of next year. Once those models are at dealer lots and customer driveways, Chevy plans to expand the Silverado EV line with a Trail Boss model and more.

Exhaust: GM Research recently conducted a survey of reservation holders—more than 140,000 as of this April—and found that 95 percent of those customers plan to use their Silverado EV for daily driver duties. The survey also revealed that most clients felt confident that the pickup would be sufficient for their “truck needs” such as towing/hauling (87 percent) and off-roading (72 percent). Between the neat Multi-Flex midgate folding wall at the front of the bed and the stout range estimates, we’re not surprised to learn that future Silverado EV owners aren’t just scooping this truck as driveway decoration. — Nate Petroelje

Ducati V21L bike revealed, time crunch begins to supply MotoE grid for ’23

Intake: Racing’s MotoE class is a spec affair that stocks its 18-bike grid with bikes supplied from a single manufacturer. For 2023, that OEM will be Ducati, an interesting candidate considering the MotoE racer is the first electric bike the Bologna-based brand has made. The prototype was finally revealed this week, packing 150 hp and 103 lb-ft of torque in a 496-pound package. That weight sounds porky, but it is 26.5 pounds lighter than the minimum weight imposed by MotoE organizers FIM and Dorna. Testing should begin very soon and Ducati claims this is just one more step towards a production electric motorcycle for consumers.

Exhaust: The timeline for creating this machine has been as aggressive as the riders preparing to pilot these new machines on track next year. To meet those deadlines, Ducati has had to tap into an outside knowledge base: Thankfully, it’s owned by Volkswagen Group and can utilize the experience and development the giant has invested in its “New Auto” 2030 strategy. Likely the biggest challenge Ducati faced was designing an adequate cooling system and battery management system. Right now Ducati claims that the battery can be charged immediately upon coming off track, and in just 45 minutes will be at 80 percent capacity. We like the sound of that. — KS

Drako’s 2000-hp Dragon is here to slay your Urus

Intake: Silicon Valley EV startup Drako Motors says its new Dragon electric hyper SUV will have 2000 horsepower, reach 60 mph from rest in 1.9 seconds, and max out beyond 200 mph. “Designed and built to redefine the way the world thinks about automotive performance, style, and luxury, the Dragon is an entirely new kind of hypercar—one that wasn’t possible until now,” announced the company, choosing to ignore the Lotus Eletre. “Drako needs no gimmicks for the Dragon,” say the makers of this giant SUV with gullwing doors. Powered by the firm’s DriveOS Quad Motor powertrain, which has already been proven in its $1.2M GTE coupe, the Dragon has been designed by former Ferrari and Maserati designer Lowie Vermeersch at his Italian GranStudio.

Exhaust: It might be very clever, from an engineering perspective, but does another gigantic, heavy, and ludicrously-powerful EV for a handful of billionaires really enrich the automotive world? If hyper-performance is truly the goal, then the lightweight McMurtry Speirling is proof that there’s another way forward. — Nik Berg

V-12 Z3M isn’t the only M project too crazy for production

Intake: In 2022 BMW’s M Division is celebrating 50 years of making the most sizzling sedans but some of its engineers’ ideas were simply too hot for production, as a new YouTube video reveals. Actually, the first car shown in the film was designed as a cooler version of the E34 M5—with two doors and a convertible top. Complete with clever integration of the seatbelts in the headrests to avoid spoiling the car’s lines, a cavernous trunk space, and a manual transmission, this fast four-seater would have been a credible rival for the Mercedes-AMG E-Class in its day. Next up is one of the most extreme engine swaps we’ve seen: The M guys somehow squeezed a V-12 into a Z3M Roadster. “Complete overkill” is how Hans Rahn, head of vehicle prototyping describes it. Rahn says it is rather nose-heavy and “brutal,” so it’s not so surprising that this one didn’t make it into production. For the last car on show Rahn says the M Division “really pushed the envelope” to create an M8 version of the E31 8 Series. With lightweight composite body panels and a 640-hp engine from the brand’s Le Mans racer, this one-off creation shows what happens when the M people are truly let loose. Enjoy the film.

Exhaust: It’s great that BMW is giving us a look behind the M curtain, but it just makes us yearn for what might have been. Adding salt to the wound is the fact that the latest cars to come out of this German skunkworks are completely inaccessible. The upcoming M3 Touring won’t be available in the U.S.A. at all, while the 3.0 CSL Hommage will be limited to just 50 units worldwide and priced beyond sense. — NB

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April 23 is traditionally the day on which the English celebrate St. George’s Day, but for many motorcyclists it means something different—this year more than ever. Half a century ago an Englishman named Paul Smart celebrated his 29th birthday on that date by riding a silver 750cc Ducati V-twin to a famous victory in the Imola 200, arguably the year’s most prestigious race.

Smart’s win—which he earned against formidable opposition, including 500cc world champion Giacomo Agostini on an MV Agusta—wasn’t just the veteran pro racer’s biggest-ever result. Smart narrowly beat his team-mate Bruno Spaggiari, and Ducati’s dominance that afternoon put the small firm from Bologna on the motorcycling map. Thus began the story of rapid and glamorous V-twins on which the marque’s current success was built.

Tragically, the universally popular Smart died last October following a motorcycle accident and did not live to illuminate his 79th birthday this year with the stories of his epic Imola triumph. But his legacy lives on in the thunderous V-twins that followed, especially the half-faired Super Sport models that were among the fastest and most charismatic superbikes of the ’70s.

Ducati promised an “Imola Replica” streetbike immediately after the 1972 race, and the resultant 750 Super Sport proved well worth the wait when it finally reached production in 1974. Powered by a tuned version of the firm’s recently released V-twin engine, uprated with Ducati’s desmodromic system of positive valve closure (rather than springs), it made an impressive 71 hp, was good for over 130 mph and was uniquely lean, simple, and racy.

The model that arguably captured Ducati’s ’70s appeal more than any other followed a year later, when the firm uprated the 864cc V-twin from the 860GT roadster with desmo cylinder heads and bolted it into the 750SS chassis to create the 900 Super Sport. This was an open-class superbike to rival the best from Laverda and Moto Guzzi, a supremely purposeful blend of style, character, engine performance and handling ability.

Ducati chief engineer Fabio Taglioni’s V-twin engine was a work of genius. Its air-cooled cylinders were set at 90 degrees, with bevel drive to single overhead camshafts. Like the 750SS, the new bike combined its desmo valvegear with polished conrods, big 40mm Dell’Orto carburetors, and free-breathing Conti pipes. Peak power output was up to 78 hp, with a useful midrange gain over the smaller engine.

The bike that held this mighty motor was unashamedly functional, from its low, clip-on handlebars, racy half-fairing, and twin drilled Brembo discs at the front to the rearset footrests and the storage area (accessed via a zip) in the hump of its thinly-padded single seat. It had no electric starter and no indicators—zero unnecessary flab. Every component was there for a reason, and that reason was speed.

Full disclosure: the silver-and-blue 900SS was my teenage crush way ahead of Farrah Fawcett, and I’d have bought one on hire purchase after leaving school if my dad hadn’t wisely refused to guarantee the payments. That would have been a disaster, because the 900SS was a high-maintenance, temperamental beast. Way out of my league. Years later, a frustrating morning spent with a scruffy and hard-to-start borrowed example had dimmed my adolescent adulation.

But a well-maintained Super Sport like this immaculate 1975-model machine you see pictured here, owned by Bolton-based enthusiast Andy Graveson, responds if you follow the routine. Jab the kick-starter a couple of times to free the clutch and find compression. Then turn ignition and fuel on, tickle both carbs to get the gas flowing, open the throttle a quarter-turn, and kick. The motor fires immediately, with a deep bark through the open Contis.

The Super Sport emphatically was not built for slow-speed riding, as the briefest of journeys through town confirms. Its riding position stretches you out over the long tank, with feet high though not particularly cramped. The front end absorbs bumps reasonably well but the firmly suspended rear clanked over potholes hard enough to make me pick my way around road blemishes that I had barely noticed on many other bikes.

A tall first gear doesn’t help either, although at least the engine is docile even at low speeds, feeling smooth and delightfully torquey as it slurps loudly through the unfiltered Dell’Ortos. And when I reached the open road the Ducati immediately came into its own. Given a twist of throttle it surged forward, picking up speed smoothly and with a seamless power delivery. Its exhaust note hardened to a crescendo as the revs approached 7000 rpm, the start of the red zone, with 1000 rpm still to come before the absolute rev limit.

In ’75 the 900SS came with a right-foot gear change, and a down-for-up pattern that meant every shift required concentration. Despite slight wear in the lever the change was pretty good (later left-foot conversions were regarded as less precise, due to the complicated linkage). The Ducati could be flicked easily through its five-speed ‘box given a helping blip of the throttle with each downshift. Once in top I was often tempted to leave it there on fast roads, relying on the V-twin’s torque to send the bike barreling out of fast curves with a machine gun–like roar.

The Super Sport was good for about 135 mph in standard trim, enough to see off almost all opposition in ’75. More importantly for road use, it cruised at up to 100 mph with a nonchalant, long-legged, mile-eating ease. The half-fairing was effective for fast riding, giving lots of protection provided I crouched down behind the screen. No doubt the fairing contributed to the Ducati’s legendary stability, too. The 900SS remained rock-solid at speeds that would have had many of its contemporaries weaving all over the road.

High-speed handling was regarded as the Ducati’s strongest suit, and it is easy to see why. Through a couple of fast curves the handlebars begins to feel a bit vague, but the rest of the time the bike simply goes where it is pointed. Its combination of light weight, stiff steel-tube frame, long-wheelbase geometry, and Marzocchi suspension at front and rear makes for fairly slow steering and a wonderfully unshakeable cornering feel.

This bike’s forks are slightly too soft when the powerful Brembo front brake is used hard. But they soak up bumps effectively and the Ducati refuses to be diverted from its line, even when the stiff rear shocks kick back over bumps. The Pirelli Phantom rubber looks laughably narrow by modern standards but gripped well, even when the bike was cornering hard enough to exploit its abundant ground clearance.

Riding this lovingly cared-for Super Sport was a magical experience, and confirmation of its status as one of the greatest of ’70s superbikes. This month, more than ever, Ducati’s elegant silver star also serves as a fitting reminder of that famous day at Imola in 1972—and of Paul Smart, the plucky Englishman who conquered the world’s best on St George’s Day all those years ago.

***

1975 Ducati 900 Super Sport

Highs: Speed, stability, soul

Lows: Harsh on body and wallet

Summary: A stunning ’70s street racer

—

Price: Project: $12,600; Daily rider: $19,400; Showing off: $46,700

Engine: Air-cooled pushrod desmo V-twin

Capacity: 864 cc

Power: 78 hp @ 7000rpm

Weight: 414 pounds without fluids

Top speed: 135 mph

Via Hagerty UK

The post Ducati’s 900 Super Sport was the superbike of the ’70s appeared first on Hagerty Media.

The Age of Aquarius brought more than long hair, bell-bottoms, and rebellion. It also launched the age of superbikes, which drastically redefined motorcycle engineering, performance, and design. From 1969 forward, it was game on as manufacturers brought forth new, high-revving, multicylinder street bikes bristling with racing technology. Two-stroke and four-stroke engines in two-, three-, four- and six-cylinder configurations—take your pick. Exciting as hell, these hypermachines overwhelmed traditional street bikes like so many peregrine falcons hunting pigeons in steep, fast dives. Quite simply, superbikes were the most exciting thing on wheels.

For these newcomers, certain targets were easy. Harley-Davidson’s Sportster was a mess—torquey but jackhammer-buzzy and ungainly. England’s hot-rod Norton Commando and Triumph Trident were both based on ages-old pushrod designs. The real action was from Japan, notably Kawasaki’s blistering Mach III two-stroke triple and Honda’s stupefying CB750 Four. BMW wasn’t even a player, and Italy’s Laverda and MV Agusta were few and far between.

And then, there was Bologna-based Ducati, founded in 1926 by brothers Adriano, Bruno, and Marcello Ducati as an electronics firm. In the 1940s, the company began producing little clip-on engines for bicycles, followed by simple, lightweight motorcycles. This changed with the arrival in 1954 of Fabio Taglioni, a former Mondial racing engineer with a passion for bevel-gear-driven overhead-camshaft motors. From 1957 on, the company offered a growing fleet of these exotic small-displacement street bikes, eventually up to 450cc. However, Ducati’s inability or disinterest in evolving beyond singles became a liability as the Japanese multis advanced at a rapid pace. Thus, building a big bike wasn’t a luxury so much as essential for Ducati to enter the emerging superbike segment and survive.

The task of getting Ducati into the superbike game fell on Taglioni. His formula was an air-cooled 748cc 90-degree V-twin that measured barely 15 inches wide, a crucial half-foot narrower than a Honda CB750 mill. The engine was thus carried deep in the GT’s tubular-steel spaceframe, lowering the center of mass while preserving ground clearance when the machine was banked over. Inventively, the alloy engine cases, which held an outrageous 5 quarts of oil, were stressed members of the frame, Formula 1-style. This structure allowed the use of nearly straight frame tubes, and with a low curb weight of 438 pounds, the new 750 GT instantly became the best handling big bike of them all—especially compared with Japanese multis that offered more power than handling. The 750 GT felt like it cornered on rails, its stability never deviating, with feedback precise and reassuring.

Debuting in America as the 1972 750 GT, this lithe roadster earned acclaim for the nearly vibration-free performance of its bellowing, torquey engine. Soon after the bike debuted, reports emerged that with a nickel balancing on its edge on the crankcases, the V-twin could rev close to redline without the coin falling. It was true.

The inner beauty of the new engine was its exotic bevel-drive arrangement for the overhead camshafts, derived from Ducati’s singles. Located on the right side of the engine, the system used no chains, pushrods or belts; instead, nine helical gears moved crankshaft motion to twin tower shafts, which turned a camshaft in each head. The advantages were precise cam timing, minimal reciprocating mass, and high-speed reliability. More gears drove the distributor and oil pump, and deeper inside the engine, both connecting rods rode on a single crankpin, using roller-bearing big ends on the assembled crankshaft—which was so robust that it required 20 tons of tool pressure to build it.

On the left side, more helical gears transferred power rearward through a multiplate wet clutch to the five-speed dog-box transmission. And the kick-start mechanism required yet another gear set. This raised the total gear count in a Ducati 750 powertrain above two dozen. Thanks to Taglioni’s resourcefulness, engineer-ing acumen, and artistry, trusted decades-old solutions formed an exciting new product in a fashion that only Italy could (and would) produce.

Although the Japanese blended manufacturing efficiencies with performance, Ducati’s masterpiece proved complex, expensive, and time-consuming to assemble. The crankshaft and most gears in the valve-train and gearbox were hand-shimmed. But never mind, because Taglioni had even loftier goals: In a stroke of mad genius, to create seven factory race bikes for the 1972 Imola 200 race, he adopted a sublimely exotic desmodromic valvetrain, or one that both opens and closes the valves.

Following Mercedes-Benz’s use of desmodromics on the 1954 W196 “Silver Arrow” F1 cars, Ducati had built racing desmo singles beginning in the mid-1950s, along with a desmodromic street bike, the 350cc Mark 3D, in 1968. But the Imola 750s were the world’s first desmodromic V-twins. Instantly, the technology, intended to eliminate the rev limitations inherent in common valve springs, became a cornerstone of Ducati motorcycle manufacturing that continues today.

Using four cam lobes and two pairs of rocker arms for each cylinder, the Imola bikes’ desmodromic systems mechanically opened and closed the valves, eliminating springs, high-speed valve float, and, of course, any potential of spring breakage. Additionally, since the valves were closed mechanically, the cams could feature steeper closing ramps to optimize valve timing. Translation: A redline approaching 10,000 rpm and a higher specific output without hurting drivability.

The Imola 750s were credited with making 84 horsepower, or 112 horsepower per liter—23 percent above the specific output of a Porsche 904’s flat-six, which had gear-driven overhead cams but no desmodromics. Capable of 150 mph, the Ducati sported a specially narrowed frame, aerodynamic bodywork, straight-cut primary gears, works twin-plug heads, and triple disc brakes. Compared with the standard 750 GT, the Imola racers were like a Ferrari 250 GTO next to a 250 GT 2+2.

The story has been retold ad infinitum, but on April 23, 1972, team-mates Paul Smart and Bruno Spaggiari finished 1-2 at Imola on the factory racers, vaulting Ducati and its new 750 V-twin onto the world stage.

Euphoric after the win, management promised a street replica of the desmo race bikes. Faithfully, two years later, the company produced the hallowed 750 Super Sport, a limited-production sportbike featuring a desmo valvetrain, giant 40-millimeter Dell’Orto pumper carburetors, and abbreviated bodywork derived from the Imola racer forms. The 750 SS—lacking airboxes and effective mufflers, producing as much noise from its gears as a machine-gun nest, and shifting on the right side in a reverse pattern—somehow ended up street-legal in the U.S. Setting the valves ideally required dropping the engine from the frame and removing the cylinder heads, rocker pins, and rocker arms to replace up to 32 individual valve and rocker-pin shims as needed. This two-day job was required every few thousand miles.

The 1974 750 Super Sport, nicknamed “Greenframe” for its duck-egg-turquoise frame paint, was unquestionably the pinnacle of street bikes. With race-spec tires and high exhausts installed, it made a terrific production racer right out of the crate. It was such a good platform that a fully developed 750 SS created by privateers Phil Schilling and Cook Neilson won the 1977 Daytona Superbike race outright, Ducati’s highest honor on American soil.

In between the 750 GT and 750 Super Sport came the 750 Sport, a solar-yellow devil with racy clip-on handlebars, rear-mounted footrests and controls, a high-compression engine, and a solo seat. And thus, by 1974, there were three spectacular bevel-drive 750s in the lineup. Factoring in the Imola win and favorable magazine tests (the 750 GT was “the bike that everyone wanted to ride home,” wrote Cycle magazine in its “Superbikes 1973” comparison), Ducati was indeed flying high. And it charged accordingly. The new GT cost $1995, double the $999 cost of the first Mach III and a third more than the original CB750 at $1495. For the customer who want-ed rarefied engineering, elegant Italian design, good performance, and unmatched handling, price was no deterrent. But for mainstream buyers, it was too much.

Soon enough, cost-cutting began to dilute the purity of the original 750 GT. The lovely Borrani aluminum rims gave way to chromed steel. The superb Lockheed front brake caliper was replaced by uninspired Italian knock-offs. Federal regulations banished the delicate fiberglass gas tank in lieu of stamped steel, and the original jewel- like stainless fenders ceded to painted pieces. As well, Smiths gauges morphed into Veglia units, and the early dashboard annunciators charmingly labeled GEN, ABB, and LUCI in Italian received—Mio Dio!—a redesigned cluster with English labels for the ignition, lights, and high beam. Worst of all, the infamous Conti mufflers, which embellished the V-twin’s dragster-like loping idle and high-rpm shout, were expunged for unwieldy Lafranconi mufflers. The list went on.

When the 750 GT sunsetted in 1975, it was replaced by the 860 GT, an enlarged bevel-drive V-twin featuring divisive Giugiaro styling. This led to thankfully more enchanting models such as the rakish 900 Darmah—the first “mainstream” Ducati with desmo valve gear—the 900 Super Sport, and the beloved 900 Mike Hail-wood Replica (MHR). Thousands of MHR road bikes were produced through 1985, the last of which, known as the Mille, displaced nearly a full liter. Throughout this journey, the build and maintenance costs of the bevel-drive engines remained high, hampering Ducati in the marketplace. Finally, almost 30 years after Ducati’s first overhead-camshaft singles, the bevel-drive era was done.

But Ducati certainly wasn’t. Once more under Taglioni’s direction, necessity took the form in 1980 of a new range of 500cc-and-larger Pantah V-twins, whose origins lay in an experimental 500 GP bike from 1971. Overlapping with the final MHR Mille model in 1985, the little Pantah used a toothed-belt camshaft drive and contemporary manufacturing techniques. Ducati V-twins have built on this ever since, resulting in today’s audacious Panigale V2, a $17,000 desmo V-twin street bike with a power-to-weight ratio well over double that of a $200,000 Porsche 911 Turbo S.

That is some kind of spectacular. And so, if you like Ducati today, you can thank Dr. T and his ingenious, irreplaceable 750 GT.

The post 50 years ago, Ducati’s distinctive V-twin birthed a dynasty appeared first on Hagerty Media.

“The Japanese motorcycle companies want to make an easy car. I want to make a difficult bicycle.”

— Fabio Taglioni, Ducati technical director, 1954–1989

“Unfortunately, while… a world leader in innovation… [they were] noticeably inept at making a profit.”

—Haynes Service & Repair Manual, Ducati 2-Valve V-Twins, 1991–2005

***

Once, long ago, a small Bolognese firm made snorty motorcycles of song and flourish. Those bikes were often lovely and desirable; in some cases, they were lovely and desirable but built like old cheese. Financial struggle, even then an Italian cliché, seemed to grow on trees. At times, the company seemed asleep, trapped in a long version of what the Italians call pisolino, an afternoon nap.

People bought the bikes anyway, for the same reason we buy anything flawed: They were glorious.

A wallop of midrange grunt… rock-solid stability… the bloom of spring… grappa and curvy lady parts… booming basso pipes. Ground always seemed to be covered in a low prowl, like a P-51 carrying drop tanks across the Channel. At speed, the brain thought grumbly thinks about Alpine passes while eyeing the land for espresso shops and stray vowels.

Disclosure: I am a sucker for this stuff. I also own an old motorcycle from these people. We will come back that. Also to the lady parts.

Ducati is still in Bologna, and the best Ducatis still feel fantastic, but it is not the same company. Ducati Motor Holding S.p.A. has built bikes of world-class quality since at least the 1990s; the firm has also been owned since 2012 by Lamborghini, which is itself owned by Audi, which is in turn owned by the Volkswagen Group. VW is probably the best steward the brand has ever had; the Germans have essentially kept dead all of Ducati’s traditional issues while giving the company just enough leeway to be something like itself. (Smith’s nutshell history of Germans Managing Non-German Stuff: Product decisions become ruthlessly logical. Sprezzatura maybe goes down a notch, but that’s better than red ink. And then, every so often, you get overwrought embarrassment, like Mini.)

And so we come to the 2022 Ducati Monster. At $12,000, this is an entry-level Ducati. Entry Ducatis are as SUVs are to Porsche—a hook into the brand, and the volume that keeps the lights on. The $9000, 73-hp Scrambler, the cheapest Ducati, is deeply retro and not for everybody; the Monster, more expensive and 38 hp stronger, aims a bit wider. The air-cooled Scrambler wears a steel-tube frame and a (lovely) old two-valve twin rooted in the 1970s; the Monster, unapologetically modern, boasts a water-cooled, 937-cc twin with four-valve heads. That mill is bolted to an aluminum twin-spar frame, a’la new superbikes, plumbing packed in tight.

There is heritage here, at least in the basics. The first Monster, launched in 1993, was also a V-twin, also a simple city bike with back-road chops. The history books go vaguely Soviet on how it got there—the bike’s designer, Miguel Galuzzi, claimed to have been sketching pared-down Ducatis for years, while the factory insists Galuzzi was tasked with that specific job by wise and clever management. Either way, the model was built to be nimble and low-cost. The frame came from Ducati’s slow-selling 851/888 superbike; the engine from the company’s 900 Supersport, detuned a little; and the nonadjustable suspension from the 750 SS, the 900’s smaller sibling. The name, il Mostro, referenced the Frankenstein blueprint.

The result wasn’t hugely fast, but nobody cared. Spec seemed to change weekly, hung on whatever factory components were in the glut that month, but nobody cared about that, either. The first Monster looked like hot hot trestle-bridge love and brought the good Ducati jazz—that spring bloom and lady-part-grappa—in a surprisingly affordable package. More than 350,000 Monsters have been built since 1993. The first-gen bike was such a raging success, it ran for 15 years.

For 2021, the Monster got a ground-up revamp and the most drastic styling change in the name’s history. Gone was the old-school steel trellis frame, a Ducati hallmark since the Seventies and Monster signature. That four-valve twin wears a six-speed manual and drinks from a 3.7-gallon tank. Nonadjustable Kayaba forks are paired with a nonadjustable Kayaba rear shock—budget pieces in Ducati terms, but they work well enough. Brakes are by Brembo, with radial front calipers and a radial front master cylinder. Cornering ABS, traction control, wheelie control, and launch control are all standard, no surprise on a bike of this blood and price.

This is a modern motorcycle, so it gives ride modes and a color display screen, no instruments. That display is clear but also cluttered, letters and numbers everywhere. The tach function, at least, can be configured to be easily read, with a prominent gear indicator. The small windshield—a part of our test bike’s “Monster +” package ($500)—looks like a bad wig and does squat to shush wind buffet.

Low mass is a selling point. Ducati says the ’22 Monster scales in at just 414 pounds wet. The previous model was a whopping 40 pounds heavier. Ten pounds of that loss came from the new frame, with another six shaved out of the engine. Ounces matter in motorcycles, and this one shouts it. The wide bars let you flick into and rise out of corners quickly but with charming effort. Rapid transitions feel like the bike wants you there—the front dampers can occasionally seem a little undervalved on rebound, but that’s nitpicking. Pushing the thing out of a parking spot is like moving a fat bicycle.

But a Ducati, you say! The engine! Tell us more!

Okay: It’s… fine?

The Testastretta twin is a known commodity, around in various iterations since the 998 superbike. It sounds thin and clattery here, geared tall but also aurally busy. Around town, with earplugs, the Monster recalls a Dispos-All eating a bag of forks. The stock pipes are almost painfully quiet, but that’s long been a Ducati trademark, for drive-by noise regulation.

The engine isn’t hugely smooth at low rpm and is less flexible than its displacement would suggest. The tall gearing is nice on the freeway but annoying on a tight back road, where the pistons seem to want other work. Intake honk is present in buckets, albeit mostly at high rpm. The seat is relatively comfortable for all-day riding, working with bars and pegs to give the classic Monster sense of riding the snout of a horse. That long-travel brake lever is easy to modulate. The stock quickshifter is fine when you’re carrying pace and only balky occasionally. Decisive shifting helps.

Some may not see the complaints as complaints. Certain tweaks are beloved by Ducati people and are basically mandatory in the space. If you buy this thing, you should almost definitely put on a larger rear sprocket and aftermarket pipes, and then the lord god of all that is motorbike holy might bless you and keep you, and the single set of V-twin footprints will be where the spirit of Taglioni carried the front wheel across the Apennines, the real friends are the Italian boompipes we bought along the way, amen?

On the subject of purchasing: My Ducati is a ’96 900 SS, the model that gave the Monster its engine. We have come far since. The Nineties Supersport was outdated when new—mostly early-Eighties tech—but also the first truly reliable and sorted Ducati. People bought them because they were evocative balls of soul and country, slower than Japanese multis but also just fast enough.

There were flaws. The castings on my bike are lumpy as a slice of Stilton. Melty machining marks smear across the heads. The frame welds are glorpy and dusted with spatter. No one would mistake any part of a Nineties SS for ordinary. You might mistake it for something built by a toddler. Whether this is charming depends on whether you like your relationships loud and vibrant or safe and quiet.

The new Monster is a more resolved machine in so many ways. And yet our ’22 test bike, in factory hands all its life, wore visible evidence of corrosion. Long beads of sealant burped from the case edges. Most of the plumbing was plastic and dense; hoses seemed laid on at random, zero regard for aesthetics. Some of the routing appeared almost German in its cold use of space, like the water-pump plumbing on an Audi or the intake of a new Chevrolet.

Clinical organization is nice, but who buys anything Italian because Check out that derpy-looking hose logic across the belt cover!

How rare is any thin-waisted vehicle of focus these days? What we have here is a perfectly fine bike, light and engaging, almost staggeringly compact. But if you come expecting some obvious thread of heart or tradition, you’ll be disappointed. Nothing here screams origin or place. There are no fine details of unnecessary joy or beauty, no real introduction to the house and heritage of lore.

Once the novelty of meeting this bike wears off, you are mostly just left with a not-cheap motorcycle that recalls a hot-rodded Yamaha. And maybe looks like one.

Ducatis are like Ferraris: Nobody buys one by accident. There is appeal here, but it takes a bit of explanation and context, and gateway drugs shouldn’t need a sales pitch. A bike like this should hit you in the plexus if you know and love a certain Italian motorcycle company. It should also do that if you don’t.

If you want an approachable Ducati that hits the old buttons, there’s always the Scrambler or something vintage. For better or worse, those bikes are rooted in the past. The new Monster is far more of the moment. It isn’t a bad motorcycle or even a bad Ducati. But it might be a forgettable one, and that’s arguably worse.

***

2022 Ducati Monster

Price: $11,995 / $12,495 (base / as-tested)

Highs: A 111-hp, relatively attainable Italian motorbike of light weight and substantial ability. Great name, great heritage. And an engine born, 20 years ago, for a superbike.

Lows: You buy one of these things to feel good and special, right? So why doesn’t this one feel good and… special?

Summary: If you’re looking for something like this, look elsewhere, as Yogi Berra would have said. And possibly a lot harder at the Aprilia Tuono 660. (Same idea, similar power and price, just a lot more interesting.)

The post Review: 2022 Ducati Monster appeared first on Hagerty Media.

After nearly 60 years of collaboration, BMW buys Alpina

Intake: German tuning, tailoring, and racing firm Alpina has been acquired by BMW after almost 60 years of collaboration. Since 1964 BMW has honored the factory warranty on Alpina-modded models, and it will be business as usual until the end of 2025. After that date Alpinas will likely no longer be assembled at the company’s Buchloe workshops, just 59 miles from BMW’s HQ. Instead, the powerful and luxurious Alpina-badged cars will be built alongside standard BMW and M cars. It’s an about-face for the small manufacturer, which got its start building typewriters in the 1960s before switching to speed parts (starting with a carb kit for the 1500 in 1963). Alpina has has famously stressed its independence from BMW, even while being headquartered barely 50 miles from Munich and serving as the company’s de facto race team during BMW’s cash-strapped years in the ’60s and ’70s. Fun fact: During Alpina’s competition heydays in the 1960s, the team would buy wine in any town where they won a race. Now, the collection has spawned an entire business called Alpina Wines, which boasts a wine cellar with over a million bottles.

Exhaust: BMW and Alpina have always had a healthy, almost symbiotic relationship, so why change things now? It’s all down to electrification and emissions. Such is the dramatic change in the motor industry that small players like Alpina would seriously struggle to fund the technology and expertise required to build cars for the next decade and beyond. BMW will likely position Alpina models as a desirable, sporting lineup that sits between its standard models and the all-out M cars.

Your safari 911 is no match for this cornfield-crushing Pontiac

Intake: What to do with those too-far-gone American classics? It’s a timeless question that has befuddled many an enthusiast—including Shawn from Cleveland, Tennessee. Shawn found this old 1955 Pontiac sitting in his friend’s field, and after some convincing, managed to purchase it for $500. With a build budget of $5000, he set about taking this thing from rusty to righteous—but not in a conventional sense. The frame was soo rusted that he had to find a donor, and after some research, he landed on a 2000 Chevy S10 due to its similar wheelbase. With a raised floorpan and some other touches, the car finally had good bones, but that was just the beginning. A junkyard 5.3-liter LS V-8 from a Chevy pickup and some coilovers and 33-inch General Grabber tires later, the ’55 Poncho was ready to tackle the roads. And it’s not like he’s paying a price for the swap either—there’s air conditioning, cruise control, and other creature comforts. The killer paintwork was done by Shawn’s wife, and the added touches like the KC Daylights up top on that roof rack make this thing the perfect take on a budget safari build.

Exhaust: “I like to build cars that are outside the norm,” says Shawn. “Cars that aren’t necessarily going to command a lot of attention on the show stage.” All well and good, Shawn, but it sounds like your creative build goes far from unnoticed at gatherings. “When we pull up to the car show and park next to a brand new Camaro or Mustang, all the attention kind of drawn towards this ol’ pile of crap.” Not hard to see why. We’re seriously digging this build—we wish our pile of crap projects had this sort of flair.

Would you pay double for a 27-mile Porsche Carrera GT?

Intake: A 2004 Porsche Carrera GT has just gone on sale at $3.5 million. With the Hagerty Valuation Tool showing #1 Concours condition cars valued at $1.5M, this figure might seem a stretch; however, with just 27 miles on the odometer this GT is essentially as good as new. Numbered 154 out of 1270 the GT Metallic Silver car is trimmed in Terracotta leather inside and is “as perfect as the day it rolled out of the assembly line,” according to the advert on Dupont Registry.

Exhaust: Priced at $450,000 at launch, just a few years later Porsche Carrera GTs were trading for less than $300,000, but prices have rocketed since, with this $1,907,000 red example starting 2021 by breaking Bring a Trailer’s all-time sale record. (It didn’t stand for long.) A year ago the Hagerty Valuation Tool showed the very best GTs as being worth just under a million dollars, with values rising 50 percent in 12 months. Will someone really pay $3.5 million to add this V-10 analog beast to their collection?

The world’s longest car has been restored and stretched further

Intake: A Cadillac-based limousine that can seat 75 people has been brought back to life and recaptured its title as the world’s longest car. “American Dream” was originally built in the mid 1980s by California custom guy Jay Ohrberg using a number of Eldorados and a lot of welding. With a V-8 up front and another in the rear it was initially 60 feet long, but Ohrberg decided that wasn’t dreamy enough and extended it to 100 feet in length, adding a hinged middle so that it could negotiate corners. After some initially publicity, however, the car was put away in a New Jersey warehouse and forgotten, until one day in 2019 Michael Dezer showed up. The owner of Orlando, Florida’s Dezerland Park Car Museum and Tourist Attraction bought the American Dream and has spent almost three years restoring it.

The whole interior was refurbed and a new drivetrain installed, although how many of the 26-wheels are driven is unclear. The swimming pool and putting green were replaced, and so was the helipad. Yes, helipad. The restoration required six Eldorados, and Dezer says welding them all together “reminds you of the construction of a bridge.” During the build Dezer also managed to add an inch and a half to its length in order to reclaim a Guinness World Record.

Exhaust: Everything does trend bigger in America, and Dezer has even larger plans for the American Dream. “We’ve talked about turning into an electric vehicle, we have plenty of room for the battery,” he says. “Eventually we are going to extend it. I don’t know how long we’re going to make it, but I guess as long as we can . The sky is the limit … well, the road is the limit.”

Ducati Panigale V4 SP2 is the latest race bike for the street

Intake: Ducati has been on a tear when it comes to new model introductions in 2022, and the final announcement is the Panigale V4 Sp2. This is the most aggressive model in the current lineup and features a smattering of MotoGP and WorldSBK technology. The carbon-fiber wheels and STM-EVO SBK dry clutch are just the start, with the 1103cc V-4 engine churning out a massive 228 horsepower when equipped with the option Akrapovič exhaust. Each bike is serialized and if, after hearing the $39,500 price tag you just have to have one, get your order in quickly and expect delivery in Q4 of 2022.

Exhaust: Ducati’s sport-bike lineup is already a potent combination of insane power and capability, but this SP2 offers a whole new level of track-day domination. The “winter test” livery is subtle yet badass in its mix of matte black and raw aluminum, only hinting to the beast that it is. Most race replicas are splashy, with garish colors and logos aplenty, but this is an understated menace. We dig it.

Now with less camo: Aventador’s hybrid successor spotted from afar

Intake: Lamborghini CEO Stephan Winkelmann promised back in July that the $500K Aventador’s successor will be powered by a hybridized and all-new V-12, and spy shots from December show that the follow-up act is already testing. Now, the tester has dropped the bulk of its camo, appearing in these long-range spy shots in nothing but slim-fit, swirly-patterned wrap. The contours of the mid-engine car’s roof, rear, and nose are now much clearer. The proportions remain classic 21st-century Lambo, and that high-mount quad exhaust remains (hallelujah). Call us crazy, but we’re getting shades of C8 Corvette at the tester’s front thanks to the squintier headlights and Gallardo-esque dual air inlets. Out back, that shin-threatening diffuser is plain to see, as is the quad exhaust, and the taillights emerge with Y-shaped elements, rather than the octagonal elements in the rear lamps of the reborn Countach, that evoke the outgoing Aventador. Winkelmann promises that the Aventador’s new V-12 won’t use forced induction, even though you can expect this new twelve-cylinder’s output to surpass the 769 hp produced by the send-off Aventador’s mill.

Exhaust: There’s more at stake here than Lamborghini’s corporate environmental image. As European and British cities continue to crack down on ICE emissions in cities—London is expanding the Ultra Low Emission Zone to the entire city in 2023—an electric-only mode is essential for Euro-market supercars, whose owners love to cruise through high-end shopping areas.

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Ford’s taking the Mustang GT3 racing in 2024

Intake: Ahead of this weekend’s 24 Hours of Daytona endurance race, the Blue Oval dropped some of the best news we’ve heard in a hot minute (well, since Monday, anyways): Ford will return to factory-backed GT3 racing with a new Mustang GT3 IMSA race car. The car will be a joint program between Ford Performance and long-time Canadian partner Multimatic Motorsports, which has experience running the current Mustang GT4 race cars. Power will come from a 5.0-liter Coyote V-8-based engine. Ford will ready a two-car factory-backed IMSA program in the GTD Pro category but will also offer customer teams the chance to campaign the car in the GTD class. Recall that Corvette Racing is also working on a customer program to take the C8 Corvette racing in the 2024 GT3 class as well. The new Mustang GT3 will make its race debut at the 2024 24 Hours of Daytona.

Exhaust: It goes without saying, but: Hell to the yes. We love seeing the modern Mustang take to the race track, whether it be in NASCAR, Australian Supercars, or the beloved IMSA endurance series. Mark Rushbrook, Ford Performance Motorsports global director, puts it perfectly: “Mustang was born to race from the start and we’re thrilled to introduce the GT3 version to compete head-to-head against some of the greatest manufacturers in the world.” 2024 is gonna be fun.

Design your own Ducati

Intake: Ducati has announced a new program for customers to create one-off two-wheelers. The Ducati Unica scheme opens the doors to the Italian firm’s Centro Stile design studio for buyers to work with Ducati’s ateliers to define the materials, finishes colors and performance parts to make their bespoke bike. Ducati will document every stage of the process from the first sketches to final delivery, and each bike will be supplied with a certificate of uniqueness.

Exhaust: Looking at how successful Ducati’s four-wheeled neighbors at Ferrari and Lamborghini have been with their personalization programs, this move looks certain to be a smash hit among the Ducatisti–and a big earner for the brand.

A Buick GNX reborn as an SUV? 

Intake: Did the Buick GNX actually die in 1987? There’s a modified 2004 Buick Rainier SUV for sale that begs to differ. Sporting a twin-screw supercharger atop an aluminum 5.3-liter V-8 (LM4) paired to GM’s all-wheel-drive system, this reborn GNX is how you make the GMT-360 platform move like a modern-day GMC Typhoon. This one-off Rainier GNX sports blacked-out trim, GNX graphics on the gauges and doors, 20-inch chrome wheels, and a Borla exhaust. The seller claims this is a “Prototype Show Vehicle” that “has no title and cannot be driven on public roads” yet the listing suggests it has 24,000 miles.

Exhaust: Some might be concerned by the Buick’s relatively high mileage, and the fact that GM isn’t in the habit of letting third-party vendors promote themselves on its concepts (peep the Classic Soft Trim leather seats, Magnacharger-branded blower). Fear not, as we ran this GNX’s unique VIN through CARFAX to get a clearer picture. The vehicle history report says this is a Buick Rainier CXL that never received its mandatory “pre-delivery inspection” by the selling Buick dealership. No inspection means there was no formal delivery with a legit title. While that’s a dangerous red flag for a regular car, it makes for an even more credible story behind this very cool SUV. Consider us intrigued and very impressed.

IMSA acquires HSR

Intake: New school buys old school. The International Motor Sports Association (IMSA), North America’s premier road racing sanctioning body, announced yesterday that it has acquired Historic Sportscar Racing (HSR), one of the nation’s largest vintage motorsports organizations. HSR, which held its first event in 1991, has organized over 250 vintage racing events in the past three decades, and is now the designated sanctioning body for the Rolex Monterey Motorsports Reunion. The purchase brings HSR into IMSA’s booming portfolio, which includes seven other endurance and road racing series. No extreme schedule revamps or format changes have been announced yet, as HSR kicks off its nine-event calendar at the annual Spring Fling in Sebring, April 6 through 8.

Exhaust: Currently, HSR is most known for its “HSR Classics,” weekend romps in vintage sports cars around southeastern tracks like Daytona, Sebring, and Road Atlanta. (The eldest of the event trio, the annual Mitty at Road Atlanta,dates back to 1977.) Prior to the purchase, these meets were typically held separate from professional race dates. As enthusiasts of all things left-n-right, we hope this acquisition increases the potential for companion events between modern and vintage racing series. Imagine, a crowded paddock filled with Cadillac prototypes and Porsche 962s. If anything, the purchase will bolster the vintage series by bringing new partners and more exposure to the table, which will hopefully ensure HSR at least three more successful decades.

2022 brings new Harley-Davidson models with custom style and features

Intake: When you think touring, Harley-Davidson is likely one of the first names that comes to mind. For 2022 the brand is looking to branch out with its ST line. The ST is short for sport touring, and the Low Rider, Street Glide, and Road Glide all get the ST treatment which includes unique colorways and detail options, along with the Milwaukee-Eight 117-cubic-inch V-twin engine with its 125 pound-feet of torque.

Exhaust: When it comes to sport touring, the most machines lean to the sport side. H-D’s moves seems nicely calculated to capture a buyer that wants the power and cool of a custom with the convenience of buying ready-to-ride from the dealer. The power of the Milwaukee-Eight is a bonus when the new models have a certified mean look.

Lotus gives us a glimpse of its next EV

Intake: The first “affordable” Lotus EV sports car is to be powered by a new battery-cell pack developed with Britishvolt with special attention paid to its ability to rapid charge, save weight, and optimize energy density. Lotus used the announcement to tease a sketch of the car’s silhouette, and, maybe it’s just us, but there’s something of the Esprit in the angle of the windscreen and rear end. The fenders look more pronounced and there’s some additional complexity in the surfacing. And who wouldn’t want to see a return of the wonderful wedge?

Exhaust: Lotus is shortly to reveal its all-electric Type 132 SUV, which many may see as the antithesis of Colin Chapman’s philosophy, even if it will likely be the brand’s biggest-seller. However, with a focus on saving weight, the sports car that’s set to follow should mark a return to form—and if it looks like an Esprit, then all the better!

24 Hours of Le Mans winners will be featured at the Monterey Motorsports Reunion

Intake: The Rolex Monterey Motorsports Reunion always features some of the greatest classic race cars to ever compete on the track, but the 2022 event will be extra special for fans of the 24 Hours of Le Mans. In addition to the four Le Mans-specific race groups, a Le Mans Legends Heritage display will feature a century of winners and significant cars that have competed in the French classic. Among the confirmed cars is 1929 Bentley Old Number One chassis #LB2332, which won the 24 Hours of Le Mans outright in both 1929 and ’30; 1966 Ford GT40 chassis P/1046, which gave Ford Motor Company its first Le Mans victory; and 1979 Porsche 935 K3 chassis #009 00015, the first rear-engine winner. The Reunion is scheduled for August 17–20 at WeatherTech Raceway Laguna Seca. Individual tickets are available online at www.WeatherTechRaceway.com or can be purchased by calling (831) 242-8200.

Exhaust: Depending on how many 24 Hours of Le Mans-winning cars show up at the Reunion, this year’s event could become the largest-ever American gathering of 24 Hours winners. If you’ve always wanted to go to Le Mans but have never made it, this may be your chance to at least see some of the race’s greatest champions.

The post Mustang goes GT3 racing in ’24, mysterious Buick “GNX” Rainier SUV surfaces, an electric Esprit? appeared first on Hagerty Media.

Subaru’s Right to Repair “solution” is rather petty

Intake: Subaru’s Starlink telematics records a slew of data and relays it to Subaru service locations to help technicians repair its cars more efficiently. However, Massachusetts recently passed a Right to Repair law that stated third-party shops should have access to this data as well so that owners aren’t forced to go to the dealership for repairs. As reported by Jalopnik, Subaru chose to get around this by removing Starlink for every vehicle sold in Massachusetts.

Exhaust: This seems like a petty way to solve the issue, on Subaru’s part. As more states push for similar legislation, automakers will hopefully come up with more elegant solutions.

Take a moment to salute NHRA legend John Force

Intake: On October 29, 2000, John Force won his 10th NHRA Funny Car championship.

Exhaust:  John Force was on one heck of a winning streak in the ’90s and early 2000s. He won the NHRA Funny Car championship 10 years straight from 1993 to 2002, a feat that no other racer has come close to accomplishing. Including his 1984 AHRA win, Force has 17 champion titles, making him the most dominant Funny Car driver in drag racing history. To catch up on Force in 2021, read our profile here. 

Ducati’s most powerful Multistrada is named after America’s mountain

Intake: Ducati’s new Multistrada V4 Pikes Peak has just laid climb to the title of the most powerful adventure bike in the world. Its V4 Granturismo motor makes 170 hp, and has a Race mode with softer rev-limiter and a special quick-shifter for “aggressive downshifts.”  There’s a suite of chassis changes that include lighter Marchesini forged aluminum rims and Öhlins Smart EC 2.0 suspension with an “event based” mode, which automatically adjusts the setting according to the user’s riding style. A single-side rear swing arm is installed, there’s an Akrapovič titanium-and-carbon silencer and various carbon trim pieces to add to the Multistrada’s sportier styling. The riding position is said to be more ergonomic and to enable more extreme lean angles and the brakes, thankfully, have been taken from the Panigale.

Exhaust: Ducati says the new Multistrada V4 Pikes is ready “to rule all mountains,” not just its namesake, and will arrive in showrooms this December priced from $28,995.

Rolls-Royce “Black Badge” Ghost goes to dark side armed with more power

Intake: Rolls-Royce has unveiled a new line of its V-12-powered Ghost four-door. Called the Black Badge Ghost, it’s already garnered over 3500 commissions worldwide, according to Rolls. You can have your Black Badge Ghost in one of Rolls’ 44,000—no, that’s not a typo—“ready-to-wear” paint colors, or you can create your own. Rolls says most folk go with the signature black, which uses 100 pounds of paint to create the industry’s darkest black. The Ghost’s 6.75-liter twin-turbo V-12 now boasts more horsepower and torque—gains of 28 and 37, respectively, for total output of 591 hp and 664 lb-ft. Inside, there are plenty of opportunities to apply the infinity symbol, the trademark icon for all Black Badge Rollers. Elsewhere in the cabin, all trim is darkened to further amplify the noir atmosphere of the interior.

Exhaust: For the right clientele, this Black Badge Ghost will strike a chord. That said, our minds and hearts are silent on this one. It’s neat, and an unsurprising move from Rolls, who has seen its “alter ego” Black Badge sub-brand balloon in popularity since unveiling it on the Wraith and the Ghost in 2016. If we’re honest, however, we’re more excited for the first all-electric Rolls.

Aston Martin’s V-12 Vanquish turns 20

Intake: Aston Martin’s first new car of the 21st century would also be the last model built at its historic home in Newport Pagnell. The 2001 V-12 Vanquish was a radical departure from previous models built at the Tickford Street factory as it used a novel bonded aluminum tub, carbon-fiber panels, a paddle-shift transmission, and, as the name suggests, a six-liter V-12 engine featuring drive-by-wire technology. Compared to the concurrent DB7, it was a spaceship. The Vanquish famously marked Aston Martin’s return to the 007 franchise in Die Another Day, after Bond spent years behind the wheel of BMWs, announced with the immortal line from John Cleese’s Q: “Aston Martin calls it the Vanquish, we call it the Vanish.” Built for six years, 2589 were assembled before Aston Martin moved to its new home in Gaydon and marked the end of an era.

Exhaust: As awesome as the V-12 Vanquish was its designer Ian Callum was never entirely happy with the end result and he revisited the design as a showpiece for his new design agency Callum. The Callum Vanquish 25 is a half-million-dollar reimagination of the original with more than 350 design tweaks and improvements. An early standard Vanquish in #1 (Concours) condition, meanwhile, runs to just over $83,000 according to our valuation experts. As it nears modern classic status, now might be the right time to pick one up. If that’s still out of your budget, enjoy the gallery above. 

BMW makes six-cylinder, two-wheeled grand touring even more luxe

Intake: Riders searching for the smooth pull of a big six-cylinder engine have only a few choices, and BMW’s K1600 is one of the top options. Yesterday BMW announced the new updates for the 2022 K1600 lineup and the feature list is long, but also includes a few subtle items worth highlighting. For example, the 1649cc inline six engine’s power output stays the same, but peak power comes 1000 rpm lower to make the bike easier to ride. A giant 10.25-inch TFT dash gives plenty of room for navigation, and adaptive headlights will light the way to whatever route you choose—including underneath the machine when you arrive so you can find solid footing for your kickstand.

Exhaust: The contest between the K1600 and Honda’s Gold Wing is a great one in the motorcycle world. The Gold Wing has a DCT option that the K1600 doesn’t currently and that might sway some buyers, but the K1600 is very comparable and also roughly $1500 cheaper when looking at base prices ($22,545 for the K 1600 B, $23,900 for the Gold Wing.) It really comes down to your preference between the BMW’s narrow inline-six or the Honda’s horizontally opposed configuration. We don’t think there is a wrong choice.

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Ducati keeps the Scrambler party rockin’ with two new versions

Intake: Ducati is not letting its popular Scrambler stagnate. An update will bring two new iterations of the bike to showrooms worldwide: the Scrambler 1100 Tribute Pro and the Scrambler Urban Motard. The 1100 Tribute Pro is being released in conjunction with the 50th anniversary of Ducati’s signature twin-cylinder, air-cooled engine. Styling touches that tie the new model to those of the early ’70s include a brown seat with dedicated stitching, spoke wheels, and Giallo Ocra livery topped with a period-correct Ducati logo on the tank. The Urban Motard bike takes the Scrambler platform and refocuses it slightly by fitting a high-mount front fender, spoked 17-inch wheels, and number plates hung below the seat. The Motard sports the more rev-happy 803cc L-twin, while the Tribute Pro is equipped with the 1079cc L-twin tuned for bottom end grunt.

Exhaust: Taking a bike that was already retro-focused and dialing it up a notch is a fairly safe play, we’re not mad about it. For one, that vintage logo looks fantastic on the Tribute Pro gas tank. (High pipes are always a hit, too.) Ducati’s misuse of the term “motard,” however, we cannot forgive. A motard is traditionally based on a motocross machine that is converted to pavement or track usage. High-mount front fenders and tacked on number plates do not a motard make. Yes, handling will likely be a bit sharper with the front wheel losing one inch in diameter, but make no mistake, the Scrambler Urban Motard is a standard-class machine.

Mercedes-AMG One gets go-ahead for 2022 production

Intake: It’s been a long time coming, but the Mercedes-AMG One hypercar is finally headed to production in 2022, according to a report by Autocar. The 275 customers who placed orders for the F1-engined, 1000-plus horsepower machine are said to have been notified that their cars will begin rolling out of Affalterbach next year. When the car was first revealed in 2017, eager buyers shelled out over $2.5m and were told to expect delivery two years later. However, problems making the 1.6-liter turbocharged V-6 hybrid engine road-ready were greater than expected. These challenges included having to fit a gasoline particulate filter to meet emissions rules in Europe, and figuring out what to do about the race engine’s 5000 rpm idle speed—more than a little impractical for daily driving. When the One eventually does start hitting the road, we’ll discover whether it can still meet its manufacturers claimed 218 mph top speed and run on electric power alone for up to 16 miles.

Exhaust: Not since the Ferrari F50 has a car maker tried to build a road car with a Formula 1-derived motor and today’s hybrid engines are way more complex than the normally-aspirated V-12 that Ferrari took from the track. Mercedes has been changing power units and taking grid penalties this season due to reliability issues and that’s hardly something they can afford to do with a halo production car. 

Totally bonkers Volvo P1800 gasser sports supercharged big block, runs 10s

Intake: What now? A U.K. father and his trio of daughters revamped a far-gone Volvo P1800 chassis with a full restoration, turning it into something truly insane. Nicknamed Ain’t No Saint, this monster sports a supercharged Chevy 454 big-block and full gasser setup. The 600-hp monster can run 10s in the quarter mile—its fastest pass thus far is a 10.01 at 133 mph. It was unanimously selected by a panel of judges as one of the finalists for a U.K. Hot Wheels Legends Tour competition in which the winning entry will become a 1:64-scale die-cast car.

Exhaust:Not only does this whole setup look wicked, this once-dainty Swede apparently has the speed to back it up. “This is a beautiful example of a gasser—a drag racer with street car form,” said famed designer Ian Callum, one of the judges in the panel that selected Ain’t No Saint as one of the finalists. “Often with dragsters, the chassis is so important that the body gets overlooked, but this example is fabulous with great attention to detail. It’s a super quality, beautifully-built car. And it completely hits the Hot Wheels brief.” We couldn’t agree more, Mr. Callum.

Listen to this Honda Jazz play sweet, uh, jazz

Intake: South African musician The Kiffness has riffed on his Honda’s squeaky glove box to create a jazz track that’s gone viral on YouTube. After realising the groaning glovebox sounded like a funky horn, he added a door slam, synthesized cymbals, drums, bass, piano and a live trumpet—all played from the front seat, even tooting the car’s horn in time. His Honda is, of course, a little Jazz hatchback.

Exhaust: If cool car sounds are your kind of jazz then maybe you’ll like the Lexus Mindfulness Tracks that the Japanese luxury car maker has released on Spotify. Developed with mindfulness expert Christoph Spiessens the tracks use sounds such as the tailgate warning bell, seat motors, engine idle and screen washers,  to create a relaxing vibe. 

California governor signs law banning new equipment with small gas-powered engines

Intake: California will outlaw the sale of new gas-powered lawn mowers, leaf blowers, trimmers, chain saws, and golf carts as early as 2024. Under a new law signed by Governor Gavin Newsom, all new small-engine equipment producing less than 25 horsepower must be zero-emission by a yet-to-be-determined date. (That horsepower threshold should exempt motorcycles and side-by-sides, on account that most of those engines are over 25 hp.) Proponents of the law say small internal-combustion engines create as much smog-causing pollution in California as light-duty passenger cars. Although legislators say $30 million has been set aside to help professional landscapers and gardeners make the transition to zero-emission equipment, the Los Angeles Times reports that an estimated 50,000 small businesses will be affected by the law, not to mention private individuals.

Exhaust: We all care about protecting the environment for future generations, but if our math is correct, $30 million shared among 50,000 businesses comes to $600 apiece. That isn’t going to go very far, especially for commercial-grade equipment used by landscapers. And how many batteries will be required to complete a full day’s work? Since California already struggles to provide enough electricity to avoid rolling blackouts—particularly during wildfire season when gas-powered generators are not a safe alternative—charging those batteries could prove to be tricky. On some days, it could even be impossible.

Tony Stewart is lending his magic touch to two-car NHRA drag team for 2022

Intake: For a man that’s spent the majority of his life going around in circles, Tony Stewart is poised make big waves in straight-line racing come 2022. Yesterday, the 50-year-old motorsports mogul announced that Tony Stewart Racing (TSR) will field two entries in NHRA drag racing competition. His fiancé and multiple-time NHRA winner, Leah Pruett will campaign a Top Fuel rail, while series veteran Matt Hagan will aim to add a fourth NHRA Funny Car championship to the mantle. Stewart, who tested a top fueler earlier this summer, confirmed he has no plans to hop in a car and compete in drag racing’s highest level. The new NHRA endeavor rounds out Stewart’s stacked ownership portfolio that already includes a four-car Cup Series operation, an Xfinity Series team, Ohio dirt track Eldora Speedway, and the All Star Circuit of Champions Sprint Car Series.

Exhaust: Tony Stewart is no stranger to entering new disciplines. In the late-1990s, after winning an IndyCar championship, the man affectionately known as Smoke left full-time open-wheel racing in favor of stock car racing in the NASCAR Cup Series. There he won three driver championships prior to hanging up his helmet in 2016. As an owner, he’s also notched two Cup Series championships, and too many trophies to count in the grassroots circle track ranks. There is no doubt Stewart’s track record and his proven driver duo, combined with the sponsorship partners he can bring to the staging lanes, will translate into quick success in professional drag racing. Watch for Pruett and Hagan to hold a golden Wally, or two, in 2022.

The post Ducati’s new Scramblers, AMG’s One gets a finish line, Big-Block Volvo Gasser appeared first on Hagerty Media.

Grandpa Munster’s Drag-U-La is looking for new haunts

Intake: Fifty-seven years ago this month, CBS television launched The Munsters, a spooky sitcom known not only for its ghoulish characters but also for its crazy custom cars. One of the most famous was Grandpa’s gold-flake Drag-U-La. Its first appearance on the show was love at first fright for Herman Munster, who praised his father-in-law’s car-building skills. “I’ve really gotta hand it to ya, Grandpa, this is quite an attractive vehicle. Detroit could take a lesson from this design.” Now it could be yours. Mecum’s 2022 Kissimmee Auction is featuring one of the five Drag-U-La coffin cars that Barris Kustoms built for the show. The iconic car features a real fiberglass coffin for a body, a purple driver’s seat and bubble top, and numerous creepy accents. It’s powered by a 350-horse, 289-cubic-inch Ford Mustang V-8 with two four-barrel carburetors mounted on a Mickey Thompson Ram-Thrust manifold.

Exhaust: The Munsters ran for only two seasons, but even people who aren’t car enthusiasts recognize the Drag-U-La. That’s testament to the TV show’s place in pop culture history and to George Barris’ lofty perch among the world’s greatest custom car builders. We’re just sad that the Drag-U-La’s new owner won’t have it in time for Halloween.

Ducati’s new Multistrada V2 wants to steal a slice of the adventure touring market

Intake: Expanding upon its adventure touring line, Ducati has just announced the Multistrada V2. The bike aligns with the Multistrada formula and is based around the 937cc Testastretta 11-degree V-twin, which makes 113 hp rather than the 170 hp of the big V4. Ducati will continue to build the V4 for those who demand the ultimate adventure touring machine, but this new bike presents a great option for those seeking out a feature-packed bike that is also inviting to ride. The 19-inch front wheel gives the option to fit aggressive adventure (ADV, in moto-speak) treads, and the Skyhook active suspension adjusts automatically to the terrain. With a seat height of just 32.7 inches, the Multistrada V2 may be more friendly to smaller-framed riders than many bikes in this segment.

Exhaust: With its long-travel suspension and adventure looks, the new V2 honors the spirit of the original Multistrada models, but true ADV riders will want a more specialized tool. This Ducati is more akin to a grown-up and overbuilt supermoto than a down-and-dirty exploration machine—though most riders will be far more comfortable finding its limits than those of the 170-hp V4. With a base model priced at a reasonable $15,295, the Multistrada V2 stands a chance to steal middle-weight ADV buyers away from KTM and BMW.

Ken Block gets crazy in Audi’s most iconic rally cars

Intake: As part of a new partnership with Audi, Ken Block got to have a go in two of the marque’s most iconic rally monsters. Both are part of the not-for-public-consumption Audi Tradition garage, a living collection of Audi race cars from its rally and endurance racing heydays. First up is the legendary Sport Quattro S1 E2, then a one-of-one mid-engined prototype Group S race car with a shocking (by mid-1980s standards) 1000 horsepower. He also had some fun with Audi’s newest EV, the e-tron GT.

Exhaust: When standing inside Audi Tradition’s garage, Ken totally looks like a kid in a candy store. The footwear magnate-turned rally driver seemed properly humbled to get a chance behind the wheel of some of Audi’s greatest machines.  Who wouldn’t be?

90 years ago, the innovative 170 W15 set the tone for Mercedes-Benz “compacts”

Intake: On October 1, 1931—90 years ago today—Mercedes-Benz unveiled its technically innovative, compact, and affordable passenger car, the 170 (W15) model, at the Paris Motor Show. The 170 would become the world’s first mass-produced passenger car with independent suspension and a swing axle. Powered by a 32-horsepower, 2.0-liter, inline-six engine and equipped with hydraulic brakes, the 170 was an immediate success. In 1932, the car’s first full year of production, Mercedes-Benz sold a total of 5996 passenger vehicles, and 4438 of them—nearly 75 percent—were 170s. Overall, 13,775 (with 10 different body variants and chassis) were built until 1936, when the Mercedes-Benz 170 V (W 136), with a four-cylinder in-line engine, replaced the W15 series.

Exhaust: The 170 was the culmination of Stuttgart’s vigorous years-long effort to produce a compact, state-of-the-art car, and the automaker’s determination paid off. The public was impressed with the car’s comfort and handling—something that hadn’t been said previously about vehicles in that price range—and it immediately raised the bar for what was possible. 

Buying a fleet of Maseratis was “a terrible mistake” says Papua New Guinea government

Intake: The government of Papua New Guinea spent over $5 million on a fleet of 40 Maserati Quattroportes in 2018, despite the country not having a single Maserati dealer to support them, and now they’re being sold at a hefty discount. “If we had any foresight, the Maseratis would not have been purchased in the first place. We made a terrible mistake. If you have got no dealers of Maseratis in PNG, there was no reason to buy Maseratis,” Finance minister John Pundari confessed to the local Post Courier.

The 40 cars were supplied by a dealer in Sri Lanka to chauffeur foreign dignitaries about during the Asia-Pacific Economic Coopoeration (APEC) Leaders summit and, as if that wasn’t extravagant enough, they were flown over in a chartered jumbo jet. The APEC minister at the time answered public criticism of the purchase by saying that the cars would “sell like hot cakes” after the summit. Unfortunately for him, that hasn’t happened and only two cars have been sold so far. Now the Quattroportes, which have barely been used at all, are for sale at the knock-down price of K400,000 or $113,660.

Exhaust: Papua New Guinea’s government didn’t really think through its bid to impress its diplomatic visitors did it? With nobody to service a Maserati on the tropical island, they’re understandably proving hard to sell off. The nation was in the midst of a sharp economic decline and a public health crisis (this was before the COVID-19 pandemic) when the fleet was announced, and it’s looking like those who were outraged at the time are being vindicated in the aftermath.

New fast charger adds 20 miles a minute

Intake: The world’s fastest EV charger has been launched in Europe. The ABB Terra 360 can fully charge four cars in less than 15 minutes or add 62 miles of range in less than three minutes. You’ve probably not heard of ABB, but the German firm has already installed 21,000 DC fast chargers and 440,000 AC units around the world. The new charger runs at 360 kiloWatts (compared to Tesla’s 250 kW Superchargers) and installations will begin by the end of the year. ABB says that the charger will then be rolled out to the rest of the world, including the U.S.A. in 2022.

Exhaust: A solid network of rapid EV chargers will be vital to increasing the receptiveness of EV skeptics still mired in range anxiety. As far as we’re concerned, the more companies focusing on building out the nation’s charging infrastructure, the better. That said, modern EV batteries aren’t able to take charge at that rate, so this is likely a projection for future batteries with greater charge rate capacities.

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At grassroots level racing there are dozens of classes that compete on a given weekend. Move up to club racing and the number of grids shrinks. Professional racing? Very few people compete at such a level. Sound of Singles racing, positioned somewhere in the middle of this pyramid of participation, features single-cylinder bikes. Still, it’s a class that never quite caught on here in the U.S. the way it did in other parts of the world. But because of that popularity elsewhere, a small handful of stateside track riders who were interested got access to one of the most potent little moto packages of the 1990s: The Ducati Supermono.

The Supermono was built specifically for a class, but not to meet homologation requirements like many other hardcore machines of its ilk. What we have here is an experiment in form and function. With Pierre Terblanche’s design rendered carbon fiber, packed with all the tech a rider of the early 1990s could want, this rowdy single-cylinder has the potential to flat out embarrass riders aboard more traditional inline-four supersports. A scant 277-pound dry weight being thrust forward by 78 horsepower tends to dominate.

The engine is a liquid-cooled, 12:1 compression, 550cc thumper. One big piston chugs fuel from a computer-controlled throttle body with two injectors. Power peaks at 10,ooo rpm but the rev limiter does not stop the party til 11,000, so be sure to pay attention to the dash as you are running through the GP pattern gearbox; it can be easy to miss your shift thanks to a well-designed balance shaft that keeps the whole thing from shaking apart at those crazy piston speeds. With a 2.8-inch stroke, the piston is doing nearly 5000 feet per minute at the rev limit. That is V-10 Formula 1 engine territory.

A machine like this might pack a mountain of power, but it core strength is still that of momentum. The Supermono’s highly tunable Öhlins suspension bits front and rear connect the chassis to a set of magnesium wheels. Big brakes help rein it in quickly, but riders in the know understand the advantage of only just brushing the brakes before tipping in, letting the suspension and slicks stick the bike to the track and let it sling around corners.

Stare at the Supermono long enough and you’ll likely start to notice more than a little similarity to the famous 916. Technically, though, the 916 shares similarity with the Supermono, since the latter was birthed in 1993—one year prior to the introduction of the V-twin superbike. History has looked very kindly on the 916, but the Supermono has stayed more under the radar. Part of that could low volume, with just 67 examples built, but more likely is that the Sound of Singles class never got much traction in North America.

If this is the Ducati of your dreams, you best snag this one up for grabs on Stratas Auctions before it’s gone. As of this writing there are three days left on the listing, with one bid of $25,000—below reserve and well shy of Stratas’ $150,000 – $175,000 estimate. It most certainly deserves its day in the sun, especially if that day is on a race track with a crowd getting an earful of the sound from this thumping single.

The post Ducati Supermono: A truly absurd Sound of Singles machine appeared first on Hagerty Media.

Monster: /ˈmänstər/ (noun): An imaginary creature, typically large, ugly, and frightening.

By that definition, the 2021 Ducati Monster does not earn its name. Sure, it looks aggressive, and there’s definitely that exhaust note. But the fastest version of Ducati’s most famous naked bike isn’t terrifying. And that’s not exactly a bad thing.

The Monster name was born in the 1990s, an attractive and quick parts-bin special built of components from various existing Ducatis. It was aimed at city use and entry riders. When the model sold better than anyone expected, however, it was largely because the model distilled the company’s heritage and performance into compact and essential form. Monsters have long offered big character and healthy performance, emphasizing the emotion of motorcycling in a sleek and classically styled package. The visuals of our test bike stay faithful to the lineage, with that trellis frame, the simple headlight, and the exposed V-twin. The steel gas tank is once again held down with a snap-on clip. (When this feature disappeared for a few years, Ducatista called for it back.)

The point here isn’t so much track speed as real-world enjoyment with a performance flair. Since most motorcyclists enjoy their machines solely on the road, we decided a Monster would be perfect to help kick off our new dedicated motorcycle coverage and two-wheeled review department.

The bike we took to the California canyons was the top-trim, 150-hp Monster S ($17,595), arguably the most user-friendly fast Ducati now in showrooms. This spec upgrades the base Kayaba/Sachs suspension of the Monster 1200 to adjustable Ohlins components front and rear. It also gives a ten-millimeter bump in front rotor size and upgrades the Brembo monobloc calipers from M4.32 units to the more desirable M50. Riders can choose from three riding modes (sport, touring, and urban), each of which alters throttle response, traction control, and antilock-braking intervention.

That throttle is hooked up to a revised, four-valve Testastretta DS V-twin whose two cylinders pump out 92 lb-ft of torque. The torque curve is relatively flat, but even so, the bike doesn’t really doesn’t come to life until 5500 rpm. This is not the pop-low-speed-wheelies-at-a-whim hooligan machine the Monster once was, but it’s still fast. You monitor that speed atop a reasonably comfortable seat, with wide and relatively flat bars and a commanding view of the road. The TFT dash is easy to read and varies its display quickly, tach and road-speed changing size and position with riding mode. Navigating the menus and options required some futzing and learning, but the screen’s clarity and readability, especially in bright sunlight, make up for the clunks. The switchgear has a positive feel that generally matches the rest of the bike, and the Rizoma mirrors and fluid reservoirs on the bars are nice and attractive touches, intended to keep buyers from swiping a credit card for aftermarket bits immediately after purchase.

This is a bike happiest with a rider who moves around a bit, levering on the grips, and you’re generally most comfortable that way, too. Long freeway slogs aren’t intolerable, but the Ducati’s ergonomics constantly remind you that it wasn’t designed for that kind of use. The rider triangle fit our small cadre of roughly six-foot-tall riders well, but long-legged folks might want for lower pegs, even with the adjustable seat in its highest position.

Out on the canyon roads of Southern California, the Monster felt right at home dipping in and out of apexes. The stock quickshifter made keeping the big V-twin in the power a simple toe-tapping affair, and the brakes are linear and predictable all the way to ABS engagement. The wide bars and sharp handling are confidence-inspiring in traffic and at speed. Downsides were a frustrating lack of suspension travel, even for a Monster—the rough pavement in the canyons near Malibu had a habit of sending the bike off-line at unpleasant times—and exceedingly long legs. The 1200’s gearing feels almost superbike-tall, more suited to high-speed use than road work, and the lack of low-rpm punch can take some getting used to. Leaving an intersection without a stall often takes a surprising amount of clutch slip and throttle. Once into the middle of the tach, however, the engine comes alive and pulls hard, then harder, to its 9250-rpm power peak.

Finally, the Monster feels smaller than it looks. Ducati claims the 1200 S weighs just over 400 pounds dry, and the bike carries its weight low, making the 31-inch seat height feel even shorter. The sum package is an incredibly entertaining street bike that rewards a great rider but also nudges a good one to grow better. It just makes you want to go out and carve corners until every single one is right.

None of this is cheap. That $17,595 price is a lot of cash for a naked bike, and it’s also the greatest sticking point. Buyers have been paying a premium for fast Monsters for years, but the current crop of Japanese twins and triples makes the name a tough sell if you’re not already convinced. If you need to have the flashiest bike at the coffee shop, this is your machine. Want a handlebar bike that can hold its own at track days? This is still your bike. If you simply want to log lots of canyon miles with a grin on your face, a more affordable machine will likely capture the same riding experience while leaving cash in the bank for gas, tires, and oil. 

As with any motorcycle, spec matters. In this trim, the Monster is less streetfighter ready to throw hands and more a superbike that’s lost its fairing. It’s a highly capable package easily enjoyed by riders of all skill levels—but it’s also most rewarding for those with above-average experience. The question is, if you buy a beast like this, do you want to tame a frightening creature, or merely tolerate its character?

***

2021 Ducati Monster 1200 S

Highs: Ducati styling is always a showstopper, and the pull and noise of an Italian V-twin at high rpm is delightful and addictive.

Lows: More low-end punch would be nice, and we’d sacrifice some top end to get it. Similarly, the bike’s driveline and suspension seem to straddle a line between track and road without being wholly suited for either.

Summary: Overkill as a street machine in many ways, but who doesn’t love a little excess from time to time?

Note: At test time (Spring 2021), the 2021 1200 S was the newest Monster offered by Ducati for media evaluation. Confusingly, the redesigned and less powerful base Monster is also a 2021 model, though the two machines are quite different. If none of this makes sense, just know that while both bikes are currently on sale, the older one shown here is on the way out. —Ed.

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One of Italy’s most memorable vintage superbikes is the 1974 Ducati 750 SS. The motorcycle’s smooth power delivery and small production run are essential to its appeal, but the fact that the bike is an incredibly faithful and street-legal replica of the 1972 Imola 200-winning machine makes it a hallmark of Ducati racing heritage.

The 1972 Imola 200

Englishman Paul Smart reluctantly agreed to ride for Ducati after being persuaded by his wife, the sister of motorcycle racer Barry Sheene. The 1972 Imola program even listed Sheene as set to ride a Ducati, but Triumph/BSA ultimately offered him a better deal. The British team went bust in the interim, leaving Sheene without a ride and opening a slot for Smart.

Ducati had big dreams for its highly-developed engine. Still, Smart admits that he was initially unimpressed with the Ducati 750 when he turned up to Modena for practice. Having just come from a race in Atlanta where he had ridden “one of the most evil handling motorcycles in the world,”. this four-stroke twin seemed like a rather nostalgic machine. He was worn from travel and feeling a bit pessimistic, and after 10 laps of practice Smart didn’t have much to say. The crew made minor adjustments before he was out for another 10 laps, and to Smart’s surprise, he pulled into the pits after practice to find that he had broken Giacomo Agostini’s lap record.

Despite this, Agostini was on pole for MV Agusta and the field at Imola was full of top riders on competitive machines. The Ducatis, however, were already causing regretful rumblings in the pits from those who had refused a test ride. Team manager Fredmano Spairani was so convinced that Ducati was going to dominate on home turf, he told Smart and his teammate Bruno Spaggiari that if they split the first- and second-place prize money they could keep the winning bikes for themselves.

The circuit that runs around the hills behind the old Italian town of Imola was at the time an old-school Grand Prix affair. These were public roads, but the circuit was designed for racers to hit high speeds during the 200-mile race. Smart and Spaggiari were reaching 150+ mph in the heat of competition and managed to stay out in front, fulfilling Spairani’s prophecy by placing first and second, respectively.

Smart did get to keep the 750 (also known as the 750 Imola Desmo) on the condition that he campaign it in international races in the U.K. Keeping his word, he went on to win the Hutchinson 100 at Brands Hatch, beating the current champion Phil Reed.

The 750 Imola Desmo racing bikes that won the 1972 Imola 200 were developed in the workshop next to test driver Franco Farnè’s office, where mechanic Giuliano Petritti worked with Farnè to develop Ducati’s motorsports machines. The Imola racers were made using ten GT frames, similar, to the one used by the 750 Sport roadster that Ducati released in 1972.

1974 Ducati 750 SS

Ducati aficionados would have to wait two years until the factory released its first real race replica: the production 750 SS. Only 401 of the original “round case” versions were built—Ducati’s only round case to use desmodromic valve gear.

Fabio Taglioni, chief designer and technical director at Ducati, had been using desmodromic valve systems in the brand’s racers since the late 1950s. The system wasn’t new at the time, and it appeared in patents as far back as 1896. Various parties had experimented with the technology over the years, including Mercedes-Benz which used it in its 1954–55 Formula 1 cars. The first Ducati “Desmo” was the 1957 125 Grand Prix Desmo.

Valve springs had become a limiting factor in engines running at higher revolutions, as they would cause valve float that would render the engine unable to generate enough force to close the valve. Here was Taglioni’s take:

“The specific purpose of the desmodromic system is to force the valves to comply with the timing diagram as consistently as possible. In this way, any lost energy is negligible, the performance curves are more uniform and dependability is better.”

In order to “force the valves to comply,” the desmodromic system uses a springless return mechanism—in the form of rocker arms—to close the valve.

The production 750 SS was very close to the race-winning versions, and not only with regard to the engine; the large fuel tank and round back seat unit were retained, while the fairing was a cockpit version rather than the full fairing as used on the Imola bikes. Design-wise, the cockpit allowed the engine to shine, giving it a more stylish look.

Rarity and racing legacy

These bikes are rare nowadays, and not only because of the limited production volume from the outset. Attrition due to wear and tear is a factor, of course, but they were used hard and often used for racing, due to the smooth power delivery from the desmodromic valvetrain and Delorto PHM40A 40mm carburettors.

One famous example with 1970s competition history is a 750 SS named “Overdog,” campaigned by Phil Schilling (tuner) and Cook Neilson (rider and editor of Cycle Magazine at the time). Overdog was very competitive at club level, and by 1977 the 750 SS was bored to 883cc and renamed “California Hot Rod.” That was quite a mouthful, so it wasn’t long before the Duc was renamed to “Old Blue,” which was easier to say around the workshop and made sense with the change in color to dark blue.

Old Blue, famously, came out on top at the 1977 AMA Superbike race at Daytona. Seeing this victory as a highly valuable publicity opportunity, Ducati encouraged its dealers to sell 750 SS models to racers who could campaign them on track. Ducati went a step further by providing over-the-counter race kits to amp up the bikes’ performance. Stock examples of the 750 SS are extremely rare as a result of this initiative; not only were the engines tuned and blown up, but frames were modified and the fiberglass tanks had a tendency to deteriorate under race stresses.

Though they’re rarely seen at all today, let alone in stock form, the 750 SS is no doubt one of Ducati’s most significant creations, with a track record that left a lasting impression on the motorcycle world.

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As money moves around in the motorcycle world, there are models that get skipped over. With more buyers jumping into the collector motorcycle world and investors and speculators snagging up anything they think will be worth more tomorrow, it’s easy to think that all the good buys are gone. As a Hagerty valuation analyst and resident motorcycle collector, I don’t think so. There remain segments of all markets that present relative affordability and value for the dollar. In the collector car world, the motorcycle stands out.

Let’s look at four that have us wondering why they’ve lagged behind.

1948 Harley Davidson Panhead

The Harley Knucklehead gets all of the hype of the ’40s Harleys and sits near the top of the “I want one” lists of most enthusiasts, whether they’re motorcycle collectors or not. The fat tires, lopey idle, and beefy powerplant would set the style and character for every Harley that followed. Knuckleheads have seen big increases in value as buyers have moved in from all areas of the collector world, with the first-year Knucklehead’s 1936 #1 value approaching $200K and the last 1947 model’s #1 value nearing $100K. The model that superseded the Knucklehead, the Panhead, has seen less of a spike, but buyers are still shelling out handsome sums for Panheads.

The Panhead, built from 1948–65, also defined an era of Harley. The model saw the introduction of telescopic forks in the Hydra-Glide, rear suspension in the Duo-Glide, electric starting, and hydraulic brakes, and all of these developments set it apart visually from the iconic Knuckle look—all but the first year of the Panhead, which was visually similar to the iconic Knucklehead. It sits in a rare middle ground between the 1949 Panhead Hydra-Glide that got telescopic forks and the 1947 Knucklehead with the springer front end. Having the same aesthetics of the Knuckle—largely the reason why so many non-motorcycle collectors want Knuckle art for their collection—and being a one-year-only model, one would expect the ’48 Panhead value to sit fairly evenly between the Knuckle and later Panhead. This is not the case, and buyers seem to overlook the ’48 for what it offers. Hagerty sees nearly half as many quotes for the ’48 Panhead as the ’47 Knucklehead.

Despite losing the quintessential early Harley look, the 1949 Hydra-Glide maintains a #2 value of $37,100 versus the 1948 FL Panhead’s #2 value of $42,000. This is only 12 percent less than the first-year Panhead. On the other hand, the ’48 is 31 percent less than a  1947 Knucklehead with a #2 value of $61,000. I wouldn’t be surprised if the first-year Panhead enters the mainstream collector world and soon sees more eyes outside of devoted Harley fans.

1996–99 Moto Guzzi Daytona RS

Name a sporty red Italian motorcycle that makes a thundery exhaust note and has a slightly concerning rattle coming from the engine … and it isn’t a Ducati. That might leave you a bit stumped, but Moto Guzzi is the brand I’m looking for. It’s the Ducati brand recognition that does a lot for values on those bikes, and as people hear that sportbikes are heating up (literally, a Ducati will burn your bum), they gravitate towards brands they know as desirable. Most people aren’t going to think of Moto Guzzi, let alone the Daytona RS from the late ’90s. This helps keep values reasonable to the point where you can get a rare model that is the pinnacle of Moto Guzzi’s sportbike technology for the price of a base Ducati 916.

Italian bikes have always had a loyal following, good or bad, and generated feelings in riders that other bikes do not. This is where the Daytona shines. It is not the fastest. It does not handle the best. It does not have the most modern technology. What it does give you is one of the most enjoyable and vocal riding experiences you will ever experience. Compared to performance Ducati bikes of the era, such as the Ducati 916, the Daytona provides a bargain. Compared to lesser loved Ducatis of the era, such as the 888 and 900 Super Sport, it is an absolute steal.

A 1996 Ducati 916 base model has a #2 value close to $10K, and a rare homologation 916 SPS model has a #2 value close to $20K. A standard 1993 Ducati 900 Super Sport’s #2 value of $8200 puts it alarmingly close to far more rare and sporty bikes, like the Daytona RS. The Daytona RS engine features upgrades such as forged pistons, Carrillo rods, and lightened fly wheel, and it puts more focus on the engine than other Guzzi 1100s that are already a bike built around an engine. With nice examples to be had for $10K—the price of a base Ducati 916 and 50 percent less than a 916SPS—it’s hard to see why the Daytona RS does not get the love that the Ducati does. Maybe it will soon?

1976–77 Honda GL1000 Gold Wing

When the words Gold Wing are mentioned in the motorcycle world, people immediately think of massive touring bikes with large fairings and radios ready to cross the country. Twice. In one week. The first, short-lived generation of the Gold Wing from 1975–77 had no fairing and no radio, and big touring bikes didn’t exist, but in order for the big-fairing touring bike segment to exist, someone had to build it. Honda set off to win this category with a bike for “America,” and the first Gold Wing was born.

There was nothing like it at the time. It featured a flat-four engine, last produced in the ’30s by Zundapp, that was extremely smooth and could run for hours and hours at speed. It was certainly a heavy bike at close to 600 pounds—over 100 pounds heavier than a CB750 and 125 pounds heavier than a BMW r90/6—but it wore its weight low and had over 30 horsepower more than both bikes. The GL1000 quickly proved to be extremely reliable and riders took them all over the country, and it is one of the only bikes of the era where it is common to find for sale with over 50,000 miles and ready for 50,000 more. It can cruise at modern highway speeds reliably 45 years later, and do it with a lot more style than later touring bikes.

There was no segment for it at the time, and once owners started putting large Vetter fairings, radios, and luggage racks to tour the country, it quickly spawned the full fairing touring bikes that were to come. Honda had a hit and knew what the future was. This “confused” demeanor at the time meant it was not a superbike and it was not a cruiser Harley, and this holds it back in a collector world that focuses heavily of CBs in the mid-’70s. Collectors have started to look towards the early GL1000s more and more in recent years, though, with bikes like the first-year 1975 GL1000 and ’76 GL1000 Limited seeing huge appreciation, but the ’76 and ’77 GL1000s have escaped large value increases for all but the finest bikes. This means one can still pick up a running model for near $1000, or a good example for around $3000, and that entry point for such a reliable and usable motorcycle is hard to find from that era anymore. You won’t get the same deal when buying a CB750, which has a #2 value 41 percent higher than the Gold Wing or the BMW R90/6. A good condition example will cost you 45 percent more.

1980–83 Suzuki GS1100E

Suzuki was one of the last to hang on to the hope that two-strokes would remain competitive in the street-bike market, with the GT750, but in 1977 it came around and hit a home run with the GS750 (its first four-stroke, more than 20 years after Honda). Being the last to market meant it was the most modern, though. It had all the updates the CB750 was yearning for and handled better than the Yamaha XS750 and Kawasaki Z1. Then Suzuki one-upped it and released the GS1000 in 1978. Yoshimura, the famed racing team and tuning company, quickly switched from Kawasaki to Suzuki for 1978, and Wes Cooley would go on to win the 1979 and ’80 AMA Superbike Championship on the GS1000S.

With all Suzuki learned from the GS1000 it released the GS1100, and the hottest of them all was the GS1100E that features a 16-valve head. It would go on to win the acclaimed superbike of the year Cycle World award from 1981–83. The Honda CBX or CB1100F were comparable in magazines at the time and are two bikes that get huge accolades in the collector bike world today. When compared to the CBX, the GS is faster (it was the fastest bike to complete Cycle World‘s quarter-mile test at the time). It has more horsepower than the CBX throughout the rev range. It is more than 50 pounds lighter, and it handled better—fun fact though, the CBX has more cornering clearance than the GS1100 despite two more cylinders sticking out either side (Thanks, engineers). The GS1100E is called one of the first modern supersports, and the updated 1983 GS1100ES model was faster and lighter than the CB1100f. All of those benefits for … 61 percent less than a #2 value CBX and  23 percent less than a #2 value CB1100F.

Honda and Kawasaki are kings of the inline-four (and six) naked bikes of the era, and Suzuki seems to only come into its own in the collector world with the faired sportbikes era. That leaves the early GS bikes, groundbreaking in their time, as providing incredible value, especially when looking for a bike to ride. We can all admit that a CBX engine is the best to look at and take to redline, but no one wants to sync six carbs or adjust 24 shimmed valves.

Like this article? Check out Hagerty Insider, our free e-magazine devoted to tracking trends in the collector car market.

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Ducati’s best-selling bike, the Monster, will come with more power and less weight for its next generation.

First launched in 1993, the Monster has sold more than 350,000 units thanks to its recipe of a big-twin motor, superbike frame, and naked styling.

For 2021 the Monster gets a bigger 937cc Testastretta twin-cylinder engine that weighs five pounds less than its 821cc predecessor and delivers a meatier 111 hp at 9250 rpm. The motor is tuned for improved torque across the rev range and is mated to a new gearbox with Quick Shift as standard.

The Monster’s front frame is modeled on the Panigale V4, and at just 6.6 pounds it is some 10 pounds lighter than the previous model. The rims save almost four pounds, the swingarm cuts 3.5 pounds, and the rear subframe sheds a further four pounds in mass. All told, the new Monster weighs just 365 pounds dry, which is almost 40 pounds lighter than the 821 it replaces.

The new bike features a lower seat height, repositioned handlebars, and increased steering angle to make city riding easier. The Monster has three riding modes (Sport, Urban and Touring) which map the bike’s performance accordingly. Making the bike accessible to all levels of skills from novice to knee-down are a range of electronic aids including ABS Cornering, Traction Control and Wheelie Control. Each mode has adjustable levels of intervention which you can set depending on road or track conditions and your skill or sanity.

Standard colorways are Ducati Red or Dark Stealth with black wheels or Aviator Grey with GP Red wheels. A wide range of accessories including sticker kits and a Termignoni silencer with carbon end caps will also be available.

The new Monster goes on sale in April 2021 with prices starting at around $10,000.

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Ex-racing machines are rarely found in public hands, especially from the top tier of motorsport. Factory-backed race efforts retire machines year after year, and the machinery seemingly disappears into the ether, only occasionally to be found in the wild. And if one is found, it’s often a shell of what once was, merely a handful of parts from the original machine.

This Ducati GP3 listed on eBay seems to buck that trend. The GP3 is a product of a rule change, like most race machinery. The top tier of motorcycle GP racing opened the rulebook to four-stroke 990cc machines to run alongside the two-stroke 500cc bikes that had been the only design on the starting grid in 2002. This was enough to draw Ducati to join the newly renamed MotoGP class that was mainly comprised of Japanese manufacturers. The two-rider team of Troy Bayliss and Louis Capirossi was the first to roll the Ducati out of the pits and onto the track in 2003.

Despite jumping in with a bike that lacked some of the technology its competitors possessed, the GP3 was on the podium of its first race in April 2003 at The Japanese circuit of Suzuka. The GP3 is a basic bike, lacking traction control and wheelie control, and it is not even full ride-by-wire. There is no laptop required to start the GP3, but one does have to manually lock up the slipper clutch to allow an external starter spinning the rear wheel to get the crankshaft going. Based on an article on 44Teeth.com, at least one previous owner was not a fan of letting this desmo duck sit and collect dust. The engine and chassis are the same pieces it last raced MotoGP with, but the other bits were likely removed and replaced by the factory after its final race and before pre-season testing for the next season. The bike was then shuffled off into private hands. The previous owner, who did a track day on the machine, claims the heat coming off the bike while at speed is nearly unbearable, which is absolutely believable from the packaging of the engine and radiators.

The parts replacement makes for an interesting situation when it comes to valuation. The value of many race vehicles comes down to who’s sweat is still on the seat, and this one has the right stuff. Troy Bayliss might have finished behind his teammate in the overall championship for 2003—sixth to Capirossi’s fourth—but his name and the fact this bike is from the first year that Ducati joined modern GP racing make for an interesting valuation proposition. The eBay ad lists a line of nines for the asking price, but then states in the description that is not a real price and to reach out to the seller to discuss cost.

Curious as to what the seller might be after in terms of dollar signs, I talked to Hagerty information analyst James Hewitt, who says a bike of this stature  coming up for public sale is so rare that it’s very tough to properly estimate its value. The closest comparable example is from a sale in Monaco in 2012, where a Ducati GP10 and GP11 sold through for roughly $320,000. Hewitt thinks that $300,000 is not out of the question for this GP3.

It’s a piece of history, and a fast one at that. Is it cool enough for you to drain your bank account as fast as this bike likely drains its gas tank? I think it will take a particular buyer to pull the trigger here, but this would be a wonderful museum piece or cornerstone to the right Ducati collection.

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The first ever Ducati x Lamborghini collaboration is a limited edition naked sports bike that takes design cues from the exclusive Siàn.

The companies are neighbors in the Emilio Romagna region, Italy’s motor valley, and are both owned by the VW Group (although there are rumors that may change). Until now the relationship has been a distant one, but the new Ducati Diavel 1260 Lamborghini forges ties between them.

The design combines the efforts of Centro Stile Ducati and Lamborghini for a look that echoes the Siàn FKP 37 with Gear Green carbon fiber bodywork and Electrum Gold forged wheels. Traditional Ducati Red is reserved for the brake calipers.

Power for this Lamborcati comes from a 1262 cc Testastretta motor with variable timing. Offering 162 hp at 9500 rpm while weighing just 484 lbs the Ducatini should give the Siàn a good run when it comes to straight line acceleration. Helping riders master the performance is a suite of electronics including cornering ABS, traction control, launch control and wheelie control.

“In creating a Diavel inspired by the Siàn, we are celebrating the values ​​we share with Lamborghini: we are Italian, we are sporty, and design is a distinctive element for our creations,” said Andrea Ferraresi, Director of the Centro Stile Ducati.  “The Diavel 1260 Lamborghini was designed using the same stylistic language that distinguishes the super sports car.”

Lamborghini limited production of the  Siàn to just 63 cars, while Ducati is being rather more generous, producing 630 Diavels, available from the end of December. Prices have yet to be announced but expect to pay rather more than the $24,495 of the current XDiavel S.

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Hagerty readers and Hagerty Drivers Club members share their cherished collector and enthusiast vehicles with us via our contact email, tips@hagerty.com. We’re showcasing some of our favorite stories among these submissions. To have your car featured, send complete photography and your story of ownership to the above email address.

Today’s featured ride is a 1987 Ducati F1. Handsome yet unforgiving, the 1984–88 Ducati F1 celebrated Tony Rutter’s four TT2 World Championships as a street-going replica of Rutter’s race bike. Over its production run, the F1 was influenced by Ducati’s sale to Cagiva, which was interested in more mainstream offerings and shoved the F1 to the side. Despite the constricted production numbers, output from the 750cc twin increased from 62.5 hp in 1985 to 75 hp in 1986, thanks to new cylinder heads boasting larger valves. Later bikes also employed a dry, rather than a wet, clutch, and sourced their front forks from different manufacturers.

This particular F1 belongs to Gary Patton, who raced motorcycles in the late 1980s and, when he saw the ’87 F1, decided to take it on track immediately—but not before fellow racer Geoff McCarthy got his hands on it. McCarthy, who was only 19 at the time, took the bike to Mexico for the infamous La Carrera and notched first place with an average speed of 108.75 mph. Patton then took over the bike’s race resume, piloting the F1 to a 10th-place finish in the Grand Prix class in the 1987 Battle of the Twins, held at Laguna Seca, and taking ninth a year later at the same event.

“The F1 and I won AFM and ARRA races,” Patton writes, “capping it off with a heavyweight Battle of the Twins ARRA Championship in 1988.”

By the early 1990s, Patton decided the bike deserved a restoration; the only original components were the original frame and swingarm. Several years later, the restoration was completed, and Patton’s race bike now sits proudly among its siblings in his Ducati collection. “They are all special, but my old race bike is my treasured piece.”

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Ducati’s Fabio Taglioni, the genius behind the desmodromic engine, was born 100 years ago. The Italian stable has released a short series of films on YouTube to celebrate his incredible life and engineering achievements on road and track.

Born in the Motor Valley of Romagna in September 1920, Taglioni graduated in mechanical in engineering in 1943. By 1952 he was working for the successful motorcycle manufacturer Mondial, but famously walked out after the firm won the Motogiro and he was not invited to the celebrations.

Taglioni’s talent was as big as his pride, and despite a generous offer to join Ford, he signed for Ducati as Technical Director in 1954. He would stay for 30 years.

Taglioni’s immeasurable impact was clear from the very start. Within 40 days of joining he had created the Gran Sport 100 “Marianna” which dominated long distance road races. A 125-cc version followed before Taglioni took on his biggest challenge to date—the desmodromic valve system.

In the desmodromic system valves are opened and closed by a cam and actuators, negating the need for return springs. Mercedes-Benz had seen success using the system on its W196 and 300SLR but Taglioni would be the man to use the “desmo” to change Ducati—and the world of motorcycling—forever.

At the very first track test of Ducati’s dedicated racing machine, the 125 GP Desmo, rider Gianni Degli Antoni stopped after taking just one corner. “Taglioni, I’ve never seen an engine like this before. Not even a 250 can beat it,” he exclaimed.

He was right. It won on its debut at the 1956 Swedish Grand Prix, lapping the entire field in the process. It was clearly the fastest bike in the paddock, but Ducati’s first foray into GP racing was fraught with tragedy. Antoni was killed during practice for the race at Monza and it took until 1958 for the team to find a rider who could match his ability. Bruno Spaggiani would win at Monza, but crash mid-season and narrowly lose the championship to MV Agusta’s Carlo Ubbiali.

Ducati would focus its efforts on road bikes, first with the 175 Turismo which circled the globe, covering almost 40,000 miles in 30 countries to provide its reliability. Next would come the 1962 Scrambler, a bike designed for the U.S. but that would prove just as popular with European adventure-seekers.

As the 1960s drew to a close Japanese superbikes had emerged as serious rivals on the streets and the circuits of the world. Taglioni’s response was the first 90-degree longitudinal twin engine fitted to the 750 GT. At the 1973 200 Miglia at Imola Ducati entered seven racing versions of the new twin. Paul Smart took the checkered flag, embarrassing ten-time champion Giacomo Agostini on his MV Agusta in front of a crowd of 85,000 spectators.

The 750 Super Sport Desmo would be a road-going tribute to this sensational victory, but Taglioni’s bikes were withdrawn from racing under factory colors at the end of the 1973 season as the company was nationalized. Taglioni would keep pushing, developing bikes for road and racing until he retired in 1984.

Taglioni died in 2001. But the Desmo lives on in every Ducati.

Watch the first episode of Taglioni’s story below.

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Hagerty readers and Hagerty Drivers Club members share their cherished collector and enthusiast vehicles with us via our contact email, tips@hagerty.com. We’re showcasing some of our favorite stories among these submissions. To have your car featured, send complete photography and your story of ownership to the above email address.

Today’s featured ride is a 1995 Ducati M900. The bike helped to establish the “naked” bike aesthetic, using a minimal amount of bodywork to showcase its 904cc air-cooled V-twin. The 73-hp, 441-pound Monster was one of the first factory streetfighter bikes, and it was a shot in the arm for Ducati, proving itself the Italian firm’s best-selling model.

This particular M900 was discovered on Craigslist earlier this year by avid motorcycle enthusiast John Schiavo. The Ducati showed only 162 miles and has never had a license plate; it was originally used as a showroom piece by the International News clothing company in Seattle. After sitting in a garage for 23 years, the bike surfaced online and Schiavo knew he had to have it. Though the bike naturally needed a refreshed oil filter and air filter, plus new tires and cam belts, Schiavo has been careful to keep the bike stock. Even better, the Ducati has fulfilled his dream of owning a ’90s bike.

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You hang around folks who love vintage cars enough and you’ll inevitably meet vintage motorcycle guy or gal. They mean well, love all things with oil pumps (and some without) but will take every opportunity to espouse the virtues of the under-appreciated vintage motorcycle world.

“You can store a dozen in the space of a single Cadillac!” he or she will exclaim before shifting to extolling the virtues of the fun-per-dollar that few four-wheel contraptions can rival. Allow them to ramble. Contemplate their points. Come to your own conclusions. You now want to buy a motorcycle. I thought so. Good for you. Now what do you buy?

Just like the car world, there are endless options. Since you’re new to the motorcycle world, it can be tough to narrow down what you might like or be interested in without digging through a mountain of research. If the research part is fun for you, go for it. If it’s not, we’re here to offer some guidance. Here are six motorcycles that, based on the cars you like, will likely capture your interest.

If you like: Chevrolet Camaro

Our motorcycle suggestion: Harley-Davidson Sportster

During my formative years, I was pretty convinced Hugger Orange was just two or three signatures on a petition from becoming an official color of the United States. The Camaro is uniquely American, and if a loping big-block 396 under the hood of a ’69 RS/SS gets your ignition timed just right, the Harley Davidson Sportster is right up your alley. The first Sportster pre-dated the Camaro by a decade, but the formula is similar—relatively stripped-down models packing the rider’s choice of two displacement V-twins. While some poo-poo the smaller 883cc engine and say everyone needs the 1000-cc (or later 1200) option, it is very much like the big-block 396 versus small-block 350 Camaro, in that both are fun to drive.

If you like: Land Rover

Our motorcycle suggestion: Royal Enfield

This one isn’t a performance comparison, but rather a heritage comparison. Both Land Rover and Royal Enfield have new cars or bikes on dealer lots that are English by way of India. These two brands are rooted in the simple robust way of building things and lean heavy on classic design. Each has interesting quirks and seems to pull off the intended feel, but to call either an English creation would be a misnomer.

If you like: Ford F1

Our motorcycle suggestion: Harley Davidson Knucklehead

Built to withstand the test of time would be an accurate description of this pairing. The Ford F1 is a truck’s truck, especially the early generations with flathead V-8s. Plenty of style and hardworking to boot. The Knucklehead is not actually a model of bike so much as a nickname for the overhead-valve engine that went into Harley models from 1936–47. If you picture a chopper from the ’60s, it is likely sporting a Knucklehead engine in a modified frame. Easy to build, reliable, hardworking, and plentiful are words to describe either the Ford or the Harley here.

If you like: Spyker C8

Our motorcycle suggestion: Confederate Hellcat

If over-the-top futuristic style and power is your thing, this is the pair to park together. There is a certain air of form over function here, but both still function beautifully. The Spyker is powered by a tuned-up, 400-hp Audi V-8 and is best known for its ludicrously over-designed shifter. The Hellcat packs a thumping S&S-sourced V-twin putting 140 pound-feet of torque to the back tire. Goes like stink and has polarizing styling. Spyker has been in constant production since 2000, but if you are looking for Confederate, you are actually looking for Curtiss. The name change was completed in 2017 and also reflected a change in direction for the company, which now produces bespoke electric bikes.

If you like: Mercedes-Benz 300SL Gullwing

Our motorcycle suggestion: BMW R69S

Fast, elegant, German, grand touring machines, that both look stunning in black. Each machine here has a tubular steel frame at its core, though it is not the focal or defining point of either. The 300SL is known for its racing heritage, as it was born from the racetrack and went on to a successful racing career. The R69S is less of a track machine with just 35 horsepower from its 594cc boxer-twin, but the fit, finish, capability, and reputation is the shared between the two.

If you like: Lamborghini Countach

Our motorcycle suggestion: Ducati 916

You want to buy the poster car tat so many people had in the late-1980s, but you missed the bottom of that upswing in Countach prices? Look over at the Ducati 916. Much like the Bertone-penned angles of the iconic Lamborghini, the 916 is best known as Massimo Tamburini’s finest work. That design was a bit of form over function for the average user, as the riding position is best for riders on the small side, both in waist diameter and overall height, much like the fit for driving the Countach. If a sexy Italian is what you want in your garage, look no further.

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