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I recently acquired a 200cc Ducati but would like some help with knowing what I've got.

The V5 states a first registration of 27/05/1963, the frame number is MD 82962 and engine number 82951 (can't find an MD or DM on the engine). It has a Spanish Amal 376 Monobloc fitted so I'm assuming it's a Mototrans?

You have got a Mototrans Elite, but it is later than 1963.
At a glance it would appear to be a late 4-speed model, with the square base to the cylinder barrel.
However, it is a late 1966-1967 model which was right at the time Mototrans were about to produce the 5-speed V5 Elite.
Some of the last 4-speed models had an engine number in the 828-- to 829-- area but with the square based cylinder built onto a 5-speed bottom end.
I think that some of these 5-speed bottom ends were only fitted with 4-speed gear clusters.
Most 5-speed Spanish Elites had the cylinder barrel with the more rounded base and engine numbers starting 83--- ( Not 90--- as published in some books)
A photo of the LHS of the motor would confirm which cases you have.
How many gears can you find?
The Spanish Monobloc carb was a 375/22 on the 4-speed model and 376/25 on the 5-speed

Jon

Hi Jon

Thank you very much your for reply, most appreciated. I was hoping it was an Elite as there is quite a lot of the old copper/gold coloured paint underneath the hand brushed black - does this mean I should have a jelly mould tank for it?

I can only find 4 gears at the moment but the shift is a little vague as I'm using pliers on the selector drum end.

The carb is a 376 27 - see pic below.

On the brake side fork leg are the numbers what look like 49 64.

I've also taken a picture of the LHS of the engine.

I would guess that your Elite has had a few changes over the years.
The 49 64 on the fork leg would indicate week 49 of year 1964.
That would probably mean that your machine was assembled and sold in early 1965.
That could be the year of your bike as fairly few Spanish Elites were produced after 1965, only about 200 a year, although frame number MD 82962 is more likely to be a late 1966 number.
The LHS of the motor looks to be a 4-speed crankcase.
The bike would originally have had a Spanish jelly mould tank, with the filler cap being a chrome flip-up type near the front of the tank, rather than the ridiculous screw on Italian version near the rear .
These tanks regularly come up for sale, but prices are creeping up towards the same as the Italian jelly mould tanks. Not there yet, but getting there.
The 376/27 carburettor is from a Spanish 250 De Luxe or a 24 Horas. 27mm rather than 25mm.

Jon

Thank you Jon, very informative.

My task at the moment is to try and get the engine running but I'm still waiting on a few parts. I've done a compression test and it's reading 115 psi - which had me dancing around for joy
The bike has been abused over the years, with bent forks, knackered steering head, lots of stripped threads, footrest hanger serrations worn smooth, bent spokes etc, etc - but am really looking forward to a winter in the workshop.

Bob

Aye Bob,

I don't wish to be a Jonah on your project, but even if you have carried out a compression test giving a reading of 115 psi, what is the condition of the bearings and especially the big end in this engine?

If the rest of the machine has been abused, as you describe, then I wouldn't try to start the engine until I had been through it and checked for wear, corrosion, sludge and solidified muck. The last thing you want is to fit your new parts, fire up the engine, only to find that the bearings are worn or that dislodged debris start to circulate and block an oilway, causing bearing failure and necessitating the inevitable complete strip and rebuild of the engine.

I have a friend who was kindly given a narrow case 350 in memoriam of a riding friend. The bike had sat unused for the best part of 10 years in a shed. I suggested a rebuild, but because the bike had always been well maintained and the oil changed every 1,000 miles, my friend decided to change the oil and go for a canter or two before sorting out any problems that might appear. Within 300 miles the big end failed and I have not seen or heard of the bike since. Shame!

Good health, Bill

Here's why you should clean the sludge trap:-





Almost filled the trap .

That's a very familiar pile of cr*p
Cheers,
George

I agree with you guys on a total strip down and that will definitely be happening, but first I am going to run it up to see how much smoke it produces, whether there is any piston slap, little end rattle or big end knock or all of the above

Aye Bob,

Dinnae no go there! If she throws the rod through the cases, you will be greeting!

At least you have all the bits to measure and use as patterns at present.

Bit like playing Russian roulette. Good luck!

Bill