The David Collier Collection, Galco Ducati 748cc Racing Motorcycle by Reed Galbraith

• Commissioned from Reed Galbraith ("Galco") by David Collier in 1988
• Very trick, believed c.1972, round case 750GT engine
• Replica of the 1973 factory Formula 750 machine (see text)
• One owner machine from new - and it has never been dropped

Any motorcycle enthusiast around at the time will remember the 1972 Imola 200 when Paul Smart and Bruno Spaggiari took first and second place on their factory Ducatis, beating works machines from MV Agusta, BSA, Honda, and Triumph amongst others, as well as many top riders of the time, some of whom had turned down the invitation to ride for Ducati, a then slightly obscure Italian manufacturer. The race result was a huge shock which put Ducati firmly on the map, and from this point onwards they were regarded as genuine contenders. The 1972 Imola Ducati was a relatively lightly modified production machine, and for 1973 chief designer and technical director Fabio Taglione planned something altogether more ambitious. It featured a short stroke engine, different frame geometry, a shorter wheelbase which could be varied to suit different tracks courtesy of three different wheel spindle positions, more ground clearance, steeper forks, and a considerable weight reduction. However, by now the two stroke racing revolution was in full swing, and in the 1973 Imola race Bruno Spaggiari finished second behind the great Jarno Saarinen on a 351cc Yamaha. This was still an outstanding result for Ducati, but they recognized that the two strokes were only going to get stronger, and further development of the Formula 750 machines was abandoned. So the 1973 Imola machines represent something very special indeed in the Ducati story.

One man who recognized this was David Collier. In 1988 he commissioned Reed Galbraith ("Galco") of Ravensdale near Seattle, a highly respected maker of lightweight racing Ducatis, to build a copy of the 1973 Formula 750 machines. Replicating the 1973 short stroke engine was not a realistic proposition, but a round case 750GT engine was extensively modified to make it significantly more powerful than the standard article. David tells us that the valve gear was converted to desmodromic operation, Imola cams were fitted, the inlet tracts were significantly modified to match Dell'Orto 41mm carburettors with their pump actions removed. The tracts were checked on Reed's flow meter for maximum CFM (cubic feet per minute). This radical porting required the oil feed to the cams to be modified to an external feed (like the 1973 factory short stroke engines). Twin spark plugs were fitted to reduce both flame path and ignition advance. The gear cluster was modified to 3 dog engagement, the clutch uprated, the total loss ignition system was custom made by Mistral Engineering, and the brakes are Lockheed Racing items. A number of exhaust systems were evaluated, with the currently fitted "matched length" twin pipes giving the best results. A complete "Imola" high level exhaust system supplied by Sid Tunstall in the USA comes with the bike.

We understand that Galco frames were hand built by Reed Galbraith using TIG welded aircraft chrome-moly thin wall tubing (the Seattle area is of course a world centre of aviation expertise and technology). David tells us that that Reed Galbraith built only two 1973 replica frames. This one was left unpainted, the additional weight of paint being regarded as undesirable on a racing machine. The other frame was built into a road machine and is in a private collection of Galco twins and singles in Washington State, USA. David raced the Galco with success in northwestern USA in 1989, including first place in the vintage open class at the Seattle International Raceway. He then brought it home and campaigned it in CRMC F750 races which were hotly contested with such well known riders as Alex George, and in New Era, Kent Combine and Newmarket MCC events. He finished runner up in both the "unlimited twins" and "750 classic twins" classes at the 1993 Newmarket Club Championships. Mick Hart was invited to ride it in some CRMC F750 races because David felt that Mick would be better able to take advantage of the Galco's superior handling, and this was borne out by results, with Mick always being the first twin home as well as achieving the odd outright win. We are told that Mick requested the current "one down and four up" gearchange, but that it can be returned to "one up and four down" within minutes. David advises that the Galco was easy to ride, especially in the wet, helped no doubt by its dry weight of approximately 370 lbs, and that it has never been dropped. It is accompanied by his very detailed notebook and race log which records his fastidious race preparation. He retired from racing at the end of the 1993 season, and the Galco has been stored in ideal conditions ever since. It has been recommissioned this year prior to this sale.

We urge interested bidders to view the running video on our website. Such is his confidence in the machine that, subject to his health allowing it, David is happy to provide technical support and advice over the telephone to the new owner. This is a unique opportunity to acquire what David describes as "a very special piece of kit". It would be brilliant fun at appropriate trackdays or indeed for more competitive use, and is a thing of rare beauty. Prospective bidders should satisfy themselves as to the motorcycle's completeness and mechanical condition prior to bidding. Sold strictly as viewed.
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