Motorcyclists were or are quite conservative. For example, it was clear that a Ducati without a king-axle drive was weird at best. But making those king axle blocks? That just didn't work out. The 'Ducati 650SL Pantah' sales were bad because the model also looked 'weird' and was (later) outflanked by the 'real' 750cc large 'Ducati 750 F1' from 1985. The '650SL' disappeared in 1986. The Ducati Pantah series from 1979 onwards is therefore the founder of all Ducati's that have been built since then. Even now in 2022, more than forty years after their introduction, the various two-cylinder models, both two-valve and four-valve from Ducati, are indebted and based on the technology of the 'Pantah'. In the meantime, used Pantahs weren't cheap anymore, but they're still humanly priced. And if you ride one now, you'll attract serious attention. We were for another job at Dutch Lion Motors in Grubbenvorst where we came across such a beautiful Pantah. You should also always watch where you walk.
Ducati's rescue
But the Ducati Pantah blocks were engineer Taglioni's masterpiece and they were Ducati's rescue at the time. The green light for it must have come as a blessing for Taglioni. Because it was the engine he had already designed when he was ordered by the management to come up with the convincingly flopped beautiful/earthly ugly (cross out what is not desired) parallel twin. Those machines were not good, did not sell well and are now a bit sought after, but offered even more often. Because: Ducati and rare. The parts supply for those, with the eyes of today quite beautiful, parallel twins is worrying. We go back to the Ducati Pantah…
Some teething problems ...
In the late 1980s, the Ducati Pantah was almost ready to fly. In 500 production gets underway and it appears that the Pantahs are very sluggish at low and medium revs. And the transmission ratios have been chosen incorrectly, so that the Duc does not come up to speed. Details for an Italian production bike at the start of its career… But the thing steered and braked just fine. That again. The Pantah grew from 600 to 600 cc and existed as a 500 SL next to the 650 SL. The drill went through the cylinders one more time and that's how we got the XNUMXcc Pantahs.
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The Unique Selling Point was too expensive
This king axis technique was far too expensive for production. The whole desmo technique had become more of a mechanical gimmick, because Japanese bicycles were already running higher speeds with conventional valve control. The desmo event is a very nice mechanical and emotional solution to a non-existent problem. And that is heart-conquering Italian. In addition, the desmo control is a USP, a Unique Selling Point. Something others don't have. Nice puh!
Time heals all wounds
Meanwhile, finding such an 'ugly', original Ducati Pantah under its plastic drapes is not so easy. Because in the days when the Pantahs cost almost nothing, there were already people who saw that a Pantah that had been stripped of plastic could really become a beautiful thing. That's why quite a few have been converted into Real Sporty Ducati's. Sometimes the budget idea drips off those converted bikes. But there are also beautiful copies
Also read:
- More stories about classic engines
- Peter's Pantah Plus Project
- Project Imola Ducati, Baines
- Ducati 750GT
- Ducati GTS 900
Have ridden them for six years and about 150.000 km ...with regular and careful maintenance they are very reliable bikes. Thanks to Biggelaar!
Ducati Pantah 600SL, 1982.
And then there is not yet written about the sound when closing the gas with short Conti's: whaaaa !
nice name too... special model for The Hague and surroundings
Always found a great beautiful motorcycle.
But new they were quite pricey. That's why I've always ridden Japanese.
But if I have the opportunity again I would like to have one
† ah. Hurry up Mark. They are becoming scarce and more expensive