Fifty-seven years in the making
I purchased my 1966 250cc Ducati Mk3 cafe bike in the Spring of 1967, and it has been a work in progress ever since. I rode the bike for several years while finishing my engineering degree. Not too much was done to it other than installing a low drag-type handle bar. I was bit by the racing bug and influenced by Cycle World‘s article on modifying a 250cc Ducati for racing, and I decided to have a go at road racing. Thus began a hectic two-year period (1972-73) when the bike underwent some radical changes and I competed in the AAMRR road racing series in the Eastern U.S. This was a bit of a wish and a prayer because the Yamaha TD1Cs and TD2s were unbeatable. So in my second year, the goal was to be the first 4-stroke when the checkered flag fell. I think this only happened once.
Back to the bike…
One of the first things I did was modify the frame around the swing arm, similar to what Cycle World did. In doing so, I managed to learn how to bronze braze. Then I bought an older Ducati racer that had a 30mm Dell’Orto racing carb and Oldani single shoe brakes. The first year, I used these and some other bits along with a Ducati green-and-white cam. The Oldanis worked great until both hubs cracked — a common occurrence. The first year was spent learning the tracks and some race craft. The second year (1972), I drained my savings and went on a buying spree. I bought Girling rear shocks, Fath helical valve springs, the current fuel tank, seat, rear mud guard and a road silencer from Vic Camp in the U.K. The 35mm Ceriani road racing front forks were sourced locally and the 210mm Fontana front brake came from Harry Hunt in the Bay area. Shod with Dunlop triangulars, the little Ducati was a demon in the corners, but no match for the Yams down the straights. I came to my senses and bought a used Yamaha TD2 and tried to sell the Ducati. Thankfully there were no takers. The next year I realized that I was not likely to become world champion and sold the Yamaha. The Ducati was moved to the back of the garage while I tried my hand at trials.
I think it was 1976 when I got the idea that the Ducati would make a nice cafe racer road bike. I disassembled the engine and went over all the internals. I decided that after two years of caning the engine (I used to rev it to 9,000/9,500rpm during races) it was probably a good idea to replace the connecting rod. At the time, I was living in Eastern Pennsylvania, not too far from the U.S. Ducati importers, Berliner, in New Jersey. I gave them a call and ended up talking to Reno Leoni who worked there. Reno told me he would do the crank. Two weeks after delivering the crank, Reno called and said the crank was ready. I think I paid $75. I drove to Reno’s house in New Jersey and picked it up. Before I left, we sat on his front porch, drank a few beers and bench raced for an hour, or so. What a great guy! Over 40 years later and that rod is still in the bike.
Over the years, the engine has had bearings replaced, lightened and polished rockers, lightened timing gear and clutch parts, new clutch plates, new forged piston, new valves, 3.8mm hairpin springs to replace the Fath springs and a Powerdynamo electronic ignition. The engine also has an external oil feed to the cylinder head and a roll pin in the cam to force more oil to the rockers. There is a 30mm Wassell carb, a Scitsu tach and a large capacitor that absorbs stray frequencies left over after rectification to D.C. This lengthens light bulb life and results in a normal sounding horn. The tires are 3.25 by 18-inch Dunlop K81s and the rear shocks are Falcons.
With the Powerdynamo ignition and Wassell carb, the engine will start on the first or second kick, if I’m careful with the throttle. Warm up is slow — typical for these Ducati singles. Once warm the engine will happily rev to 9,000rpm (and above) although these days I rarely exceed 7,000rpm. The engine pulls strongly from idle with no flat spots or “megaphonitis.” The Camp silencer is on the loud side, but so far I haven’t been stopped. The bike is not a garage queen and I try to ride it once a week when the weather permits here in Michigan.
Every year I try to make some improvements. Next in line is replacing the old Ferodo “green” linings in the Fontana with a modern, less grabby compound.
In the past two years I’ve taken the bike to three vintage shows. It has won awards at the 2022 Vintage Bike Festival at Mid-Ohio, the 2023 Vintage Motofest at Road America and the 2023 Battle of the Brits here in Detroit.
I’m sure glad that I didn’t sell the bike in 1972!
Keep up the fine work with Motorcycle Classics.
John Watkins/Michigan
