Ducati 900SS
Hungry to nibble at the Japanese-dominated supersport market of the ’70s, Ducati developed the 864cc “square case” powered 900 Super Sport. Resembling the formidable 750 SS that Paul Smart rode to victory in Imola, the bigger Desmodromic L-twin was an immediate success. Ducatisti regard the 1978 model as the most desirable iteration, with its redesigned shifter (now on the left side of the bike) and its classic spoked wheels. The ‘78 model would also win the prestigious Isle of Man TT before bowing out gracefully at the top of its class.
Harley-Davidson WL
Harley Davidson is synonymous with the V-Twin engine. Knuckleheads, Panheads and Shovelheads: all of them are early iterations of the Motor Company’s continued dedication to the ubiquitous 45-degree power plant. But it was their Flathead-powered WL bike that cemented the Bar and Shield’s cultural status, both at home and abroad. As Harley’s contribution to World War II, the WL saw some 90,000 bikes enlisted for American field duty alone. Canadians, Brits, South Africans and even Russian soldiers would come to know and love the WL; many wanted to take them home after their tour. This onslaught of freshly discharged Hogs is responsible for the massive expansion in motorcycle culture that America (and the rest of world) would continuously embrace and revere for the next 75 years. Thanks, Harley.
Harley-Davidson ElectraGlide
Most easily identified by the “Batwing” fork-mounted fairing adopted in 1969, the Harley-Davidson ElectraGlide has long been the domestic machine of choice for riders wanting to inhale interstates. Big, brash and boasting comfort for two, Milwaukee’s big-twin has always put rider comfort first, while packing enough luggage space to ensure riders need not dress like they so often do. Forty-eight years, four engines and countless miles later, the new Electra Glide will be Harley’s first tourer to feature twin liquid cooling, electronically-linked brakes with ABS and a touch-screen infotainment system. Born to be wild, indeed.
Harley-Davidson XR750
Essentially a parts-bin special slapped together to meet changing AMA dirt-track rules, the XR750 is an example of the whole being greater than the sum of its parts. After years of domination, Harley’s racing department were forced to completely rethink their efforts for the 1970 season. So in under a year they did — and in doing so created the winningest race bike in the history of the AMA. Thankfully, homologation rules stipulated that 200 race-ready road-goers be made available to the public; a legend was born. A man named Evel only added to the allure of the XR750 when he made it his bike of choice.
Kawasaki Z1
Known internally as project “T103” and “New York Steak”, the Z1 was Kawasaki’s bigger, faster answer to Honda’s CB750. In fact, when Honda revealed their iconic CB in 1968, Kawasaki scrapped their almost ready for prime-time 750cc effort and declared a power war on the superbike world. When it finally hit the showroom floor in 1973, the big Kwack 903 cc was the most powerful Japanese 4-pot ever produced. Its 82 hp output was enough to propel the 550-pound superbike to 130 MPH and take home the coveted “Machine of the Year” award from The Motorcycle News for four consecutive years. The Z1 would also rack up numerous wins at the track — a close partnership with Yoshimura tuning and a gentleman by the name of Paul Smart in the saddle made them the team to beat in the mid-seventies.
1950 Norton Manx
Norton motorcycles and the Isle of Man TT go together like strawberries and Devon Cream. Having competed in every Tourist Trophy race since its inception (1907), Norton made the race their raison d’etre. In 1950, the team was working with an antiquated and underpowered package — the engine was a variation on a 25-year-old design. The “Featherbed” frame featured a fully welded duplex frame and pivoted rear fork suspension setup, instantly reducing weight and exponentially improving handling. Add to that some minor tweaks to find an extra 8 hp (for 36 hp in total), and it was no longer just about winning for Norton. They secured 5 of the top 6 finishes.
2007 Aprilia SXV
While the concept of a supermoto-type motorcycle has existed in the minds and garages of off-roaders forever, the Aprilia SXV is credited as the bike that brought it all home. Essentially a dirt-bike with street shoes, the SXV introduced the masses to the wonderfully sideways world of supermoto. It’s dirt-track racing on asphalt, and it’s beautiful: corners drifted with an inside heel clipping the apex rather than a knee, all while bars are twisted to full opposite lock. On the road, the powerful and light Aprilia is well-mannered and easy to ride, further fostering its following of enthusiasts and commuters alike.
Honda Africa Twin
Originally billed as an homage to their Paris-Dakar-winning NXR-750, the Honda Africa Twin (XRV750) was more than a simple tribute. The long-travel suspension, integrated hand guards and beefy skid plates were enough to make average riders consider the run, and the bike’s 750cc V-twin was a proven performer. Both off-road and on, the Africa twin was incredibly capable and extremely comfortable. A tall and slender windscreen shields riders from sandstorms and interstate debris alike, and a wide flat seat offered numerous positions to slide into for optimal balance. Aluminum grab-rails served double duty as luggage racks when ditching it all for a couple of weeks; a Dakar-esque trip computer ensured you didn’t get too far off the reservation.
Kawasaki Triple
The Kawasaki Triples cranked out during the disco era were renowned for their incredible power-to-weight ratio. Sub-13 second quarter-mile runs could be hammered out within two blocks of the showroom floor. That was, provided they were in a straight line and riders could keep the front wheel on the ground — the torquey, free-revving 3-cylinder engine was notorious for wanting to run up on one. Poor handling plagued them from word go, even when the front wheel was touching tarmac, and they would go on to become dubbed the “Widowmaker” of the 1970s. Despite this, or maybe because of it, Kawasaki Triples are sought out to this day, commanding hefty premiums when you can find them.
Ducati Desmosedici RR
If you’ve ever dreamed of being the next Nicky Hayden, the Ducati Desmosedici RR is the bike for you. Only 1,500 models of this street-legal version of Ducati’s 2006 MotoGP entrant were produced. The all-new 200 hp, 90-degree “double-L twin” V-4 engine would scream through its vertical exits in the rear tail all the way to its 10,500 rpm redline and 194 MPH top speed. Componentry was top notch all around with Ohlins, Brembo and Marchesini put to the task of keeping riders alive and justifying the $72,500 sticker price. The Desmosedici RR is often regarded as the ultimate Ducati experience, a mechanically and aesthetically faithful reproduction of a genuine MotoGP racer — it even came with sponsorship stickers, were you so inclined.
Buell RS1200
Buells were the brainchildren of Harley-Davidson engineer Erik Buell, all-American sportbikes that employed new and never-before-seen technologies and were powered by the parts-bins of Milwaukee’s Motor Company. The Buell RS1200 was a half-faired, short-wheel-based version of Buell’s first bike, the Battlewin. Now featuring Harley’s new 1200cc Sportster motor, the RS1200 cradled the power plant in its custom trellis frame, complete with rubber mounting. An underslung exhaust system (a staple of Buell bikes) and a hidden steering damper kept the center of gravity low and delivered less head movement than a dutiful dad at a Justin Bieber concert.
Suzuki RG500
In the mid-eighties motorcycle development was spurred by a power struggle spilling over from the track. The Suzuki RG500 “Gamma” featured a two-stroke, twin-crank, square-four powerplant that epitomized the insanity hitting public streets. Smoking and crackling along, the 500cc Suzi had 94 hp on tap and, since every stroke was a power-stroke, could spin its tire through four gears. The Gamma also carved corners with aplomb, using a POSI-DAMP suspension system up front to smooth out nose dives under braking and encourage late-brake lean in. The two-stroke engine has all but belched its last smokey breathe, but for a time in the mid-eighties, Suzuki was cranking out one to be reckoned with.
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