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Buy used Ducati 900 SuperSport
Used purchase, Ducati 900 SS
Ducati 900 SuperSport
So check out who binds longer and see if he can find someone better. Choosing a Ducati 900 SS means letting your emotions run free. A pleasure that you have to pay dearly.
Peter Limmert
06/19/1996
Driving Ducati has been back in fashion since the early 1990s. Since the model series of the Supersport series with 750 and 900 cm3 has become more competitive in terms of price compared to its Japanese counterparts, the number of people infected with this type of sporting movement in Germany has risen continuously. Driving a Ducati is still something of an adventure holiday today. Pleasurable experiences and moments of great satisfaction can suddenly be followed by a rapid crash. Because the ingenious constructions from the Bolognese factory deliver the Mediterranean Schlendrian in each series in individual pieces virtually free of charge. So much Monday in production is a record even in Ferrari’s land. Which of course hardly scares Ducatisti in this country, be they dealers or drivers.
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Also the Ducati 900 Supersport, with this designation on the market from 1990, is no exception. After a cautious start in 1990, when the first 900 with a chunky fairing and a single Weber twin carburetor started its activities only with considerable swallowing difficulties, the German Ducati guild was able to breathe deeply again in 1991 for a long time. In clear reminiscence of the bevel era, Ducati again presented a classic feast for the eyes.
The narrow cladding gave a view of the white lacquered tubular space frame, which generously made the drive mechanism and the cantilever swing arm transparent. No tangled cables or an exposed battery obscured the inclined gaze. Ducati did not care about European dogma when it came to supplier parts either, but pragmatically used the best: Mikuni carburettors fed the V 2 engine, and the Showa suspension elements with the new upside-down fork came from Japan.
So from 1991 the 900 Supersport was and is the best-selling model, especially since 1992 the model for the even more sport-oriented clientele 900 pp Superlight with carbon fiber parts, raised tailpipes and an optimized brake system was added.
Although the two-valve engine, with its structural key data from the Pantah model from the late 70s, is not exactly the latest state of the art, the performance still needs to be compared to brand new two-cylinder engines like the Yamaha TRX 850 with five valves. (See also comparison test MOTORRAD 24/1995) The narrow silhouette of the vehicle in connection with the relatively low weight of just 200 kilograms makes it possible. Especially since the chassis, if the road surface remains reasonably level, surprises with excellent straight-line stability and great directional stability. Only the rear part remains too hard despite the various adjustment options for the shock absorber.
The most frequent point of criticism is the dry clutch, whose chattering in the viscous stop and go of city traffic can turn driving into an annoying strain, especially since a martial screeching of the pads can also be discerned when the clutch is slipping. Either you get used to letting the clutch lever click into place quickly when starting off or you use Surflex pads, which were also used on the 851/888.
In order to improve the slightly dull acceleration of the engine below 3000 rpm, a lot of attention has been paid to optimizing the two Mikuni carburettors. If, despite the most precise setting, the mixture preparation still seems too poor in this area, use Dynojet kits in conjunction with a K&N filter element. Other nozzles and a conical nozzle needle optimize the mixture preparation and thus the response behavior in the low and often also in the upper speed range. However, there are two reasons against this popular measure. First: despite the relatively low costs of around 250 marks, conversion and, above all, test bench tests, without which an effective setting will hardly produce any real success, will cost a lot of money. Second: if you intervene in the carburettor and air filter, the general operating permit expires. Another measure to improve choppy engine running at low speeds is to change the gear ratio. A larger chainring with more than the original 37 teeth is available from any Ducati dealer. The carburettors are once again the main protagonists when it rains. They then tend to freeze because the float chambers remain too cold due to the splashing water and evaporative cooling. Many drivers also complain about the precise pressure point of the front brake when braking. From the 1995 model onwards, Ducati installed a 16 hand brake pump instead of a 15 series, which better meets the requirements of the precise two-finger braking philosophy.
Ducati’s trademark, the desmodromic, a process by which the valves are not forced to close with springs, but with an additional lever by an additional cam, is no longer used by any other engine manufacturer. The Mercedes racing cars in the early 1950s were the last. The correspondingly complex mechanics require precise, labor-intensive maintenance, an inspection is hardly possible for less than 500 marks. Up until 1992, Ducati stipulated an interval of just 5000 kilometers for valve adjustment. From model year 1993 the interval increased to 7,500, from 1995 to 10,000 kilometers. Even early Ducati dealers cannot or do not want to determine how often and exactly when Ducati has changed the valve guides, which in the first years wore out too quickly on the exhaust side.
Speaking of wear and tear: the two toothed belts of the camshaft drive should be replaced every 20,000 kilometers because their elasticity decreases due to the engine heat, despite or precisely because of the dust-tight encapsulation. Measured against the hardness of the chassis of the old vertical shaft engines, the spring and damping rates of today’s 900s are a poem. Nevertheless: For a relatively comfortable riding style, the front fork should only be pretensioned very moderately, and the rear shock absorber should remain completely open in the rebound and compression stages. Anyone who has read this far and has still not been intimidated will not be shocked by the fact that the steering angle is too small and the mirror arms are too short, although you can accept the former, but you can choose mirrors with longer brackets from various accessory shops.
Anyone who has made it their head to get hold of a 900 SS on the second-hand market despite all the shortcomings must expect between almost 10,000 and a good 16,000 marks, depending on the condition, mileage and year of construction.
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