DUCATI 749
Now, we sort of hesitate to include Ducati in here – not because they’re not great bikes, but because it’s hard to grab a bargain. Like Porsche 911s or Ford Sierra RS Cosworths, everyone knows about them, everyone wants one, and therefore the prices reflect their popularity. So trying to find a 916 SPS or a 998R to make money on is generally a fool’s errand, sadly.
A few years back, we’d toy with the idea of a 999S or 999R, but even these have soared in value and popularity, their unconventionally attractive styling seemingly coming back into fashion. So we’re taking a sideways approach: a 749 is very, very similar to the 999, smaller capacity and narrower rear tyre aside. And if you can cope with the 115-ish bhp figure, you get a beguiling sportsbike. The handling is still impressive; Pierre Terblanche’s chassis gives stonking stability, and it’s positively addictive in long, fast, sweeping bends. With some booming end cans under the seat unit, it will sound a million dollars. The later 749/999 models from 2004 are on the good side of the Ducati reliability curve. These were well-built bikes, and while you do need an extra level of TLC over something like a CBR600, they’re by no means out of the question as daily drivers.
Just £3,500 will get you a basic entry-level spec early model, but it might be worth looking down the back of the sofa to find an extra £1k, and move up a level. If you can stretch to an
S (or even an R) version, then do it – the suspension is Öhlins rather than Showa, and the R engine is a work of moto-art. The Rs are the best in terms of investment too, of course, but you’ll need to keep the miles down if that’s the plan, so bear that in mind.
BONUS PRO TIP: The two-valve air-cooled Ducati 900SS of that era is another way to get on to some Bologna wheels cheap. The engine is a little weak to 2019 throttle hands, but they go well through the bends and sound ace.