Table of contents

• Second hand advice Ducati 900 SS (carburetor) Meticulous
• Technical data: Type SC2, year of construction 1995
• Facelift – Ducati 900 SS
• Model overview – Ducati 900 SS

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Second-hand advice Ducati 900 SS (carburetor)

Second hand advice Ducati 900 SS (carburetor)
Meticulous

Klaus Mayerhofer has been taking care of the well-being of Ducati motorcycles since the early eighties. Before the dealer and tuner from Geislingen an der Steige offers a used 900 SS, it has to undergo a thorough examination.

Thorsten Dentges

10/20/2004

The red machine looks classy. A real feast for the eyes. No scratches, everything shines. Mayerhofer, however, is not blinded by good looks.
If he wants to resell a motorcycle, he has to
it will be in top condition, otherwise he has
as a commercial seller due to the warranty obligation in the event of damage later the trouble on the heels. And losing a good reputation. So rather time and the typical weak points of the Ducati take a close look.
Mayerhofer’s first impression of the 900 is good. The vehicle was in
First registered in April 1997, has two previous owners and around 27,000 kilometers on the clock. No excessive mileage
for the Twin, especially since the service booklet documents all inspections without gaps. The only changes to the original condition are Keihin flat slide valves instead of the standard ones-
moderate Mikuni constant pressure carburetor ?? a popular conversion in scene circles. “As a classic sportswoman, the SS receives its value from a certain point in time if the condition is perfect. That’s why the year of construction is not like that for me
decisive, because from a technical and mechanical point of view there were no more quantum leaps from 1991, «explains the dealer. Even ten-year-old vehicles are still very popular and are rarely available for less than 3000 euros.
After a meticulous check, the Ducati expert did not find any serious defects on the pretty red one on the lifting platform. Only the timing belts are too loose and too old. They are exchanged. Mayerhofer can now describe the Duc in the internet advertisement as a used car in “very good general condition” and offer it for 4,400 euros. “Maybe it won’t open
Right off the bat, but a connoisseur knows that it is worth the money. “
The most important model-specific test points for the 900 SS, recommended by the professional Mayerhofer, can be seen on the following page.

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Technical data: Type SC2, year of construction 1995

engine
Air / oil-cooled two-cylinder four-stroke 90 degree V engine, one overhead, toothed belt driven camshaft, two valves per cylinder, desmodromic actuation, wet sump lubrication, Mikuni constant pressure carburetor, Ø 38 mm, transistor ignition, no exhaust gas cleaning, 350 watt alternator , Battery 12 V / 16 Ah, hydraulically operated multi-plate dry clutch, six-speed gearbox, O-ring chain.
Bore x stroke 92 x 68 mm
Cubic capacity 904 cm3
Compression ratio 9.2: 1
rated capacity
57 kW (78 PS) at 7300 rpm
Max. Torque
83 Nm at 6400 rpm

landing gear
Steel tubular frame, upside-down fork, Ø 41 mm, adjustable spring base, rebound and compression damping, triangular swing arm made of aluminum, central spring strut, directly hinged, adjustable spring base and rebound damping, double disc brake at the front, Ø 320 mm, four-piston fixed calipers, disc brake at the rear, Ø 245 mm, two-piston fixed caliper.

Cast aluminum wheels
3.50 x 17; 5.50 x 17
Tires 120/70 V 17, 170/60 V 17
mass and weight
Wheelbase 1410 mm, steering head angle 64 degrees, caster 103 mm, spring travel f / h 120/125 mm, seat height 810 mm, weight with a full tank 199 kg, load 201 kg, tank capacity / reserve 17.5 liters.
 
measurements
(MOTORCYCLE 24/1995)

Performance
Top speed 213 km / h
acceleration
0 100 km / h 3.7 sec
0 160 km / h 9.7 sec
Draft
60 ?? 140 km / h 11.3 sec
60 160 km / h 15.0 sec

consumption
3.2 l to 7.6 l / 100 km, super 

Facelift – Ducati 900 SS

1990 The models of the first year built in 1990 are already sold at the end of 1989. The first Ducati 900 Supersport are with
Weber double carburetors, a Marelli Digiplex ignition and spring elements
equipped by Marzocchi

1991 fork and shock absorber
(Showa) and ignition (Kokusan)
and 38 carburettors (Mikuni) now come from Japan. Clutch improved. White instead of red frame. Fairing now completely red

1992 Cover for pillion seat, black wheels

1993 Alternator with more power, gold instead of black brake calipers with different piston diameters. Frame now silver
and coated with clear varnish, for the 1994 model the rims are painted in the same color as the frame

1995 Matt bronze frame color

1996 New cockpit with oil temperature display

1997 External fittings, side panels with recesses for ventilation of the upright cylinder, braking torque support on the frame

1998 The »Final Edition« ends the carburetor model series of the 900 SS

Tests in MOTORCYCLE *
7/1997 (VT), 24/1995 (VT), 9/1993 (VT), 13/1992 Superlight (T), 12/1991 (T)

Model overview – Ducati 900 SS

Model history
Ducati motorcycles were considered iconic, unconventional and passionately Italian in the late 1980s. These are actually good prerequisites for sales success, but the machines from Bologna didn’t go away like hotcakes at the time. The Ducati 900 Supersport, model year 1990 (type 906 SC), presented for the first time in 1989 and delivered at the end of the same year, found this accordingly
only made its way to Germany in limited numbers and was quickly sold out. But even die-hard fans of Italian athletes were not really convinced by the first model, because of the inferior ones
Spring elements from the supplier Marzocchi, the Weber double carburetor, which sometimes choked, and the Marelli Digiplex ignition, which did its job in small Fiat cars without any problems, but as a component on a motorcycle engine that is unprotected from the weather, proved to be very susceptible to failure.
From 1991 (Type 906 SC2), parts supplied from Japan eliminated these weak points. From the well-known manufacturer Showa came a clean, appealing upside-down fork and a well-functioning shock absorber, from now on a smooth engine run was ensured by Mikuni 38 constant pressure carburetors and a reliable Kokusan ignition. In addition, the previously undersized coupling was upgraded in favor of greater stability. The sales figures of the slim Italian woman, now generally perceived as pretty with a white tubular space frame and white wheels, rose ?? In the years that followed, the SS developed into one of Ducati’s best-selling motorcycles.
From then on, the Italians carried out model updates in detail until the Final Edition 1998, the last year of construction of the carburettor version. In 1993 they improved the exhaust valve guides, which were initially made of gunmetal and quickly deflected, as well as the controllability of the brakes. In 1996, an oil temperature display was added to the speedometer and tachometer in the cockpit, and a year later Ducati changed the trim parts to better ventilate the stationary of the two air / oil-cooled cylinders.

It was precisely the model consistency from 1991 that made the 900 Supersport a popular motorcycle. In that year, the fully clad model was accompanied by the technically identical Nuda with half-shell, which also sold well. For sports freaks there was the Superlight (900 SL, type SC3) from 1991 to 1996 with features such as a one-man hump or a raised exhaust system. The Final Edition (900 FE), which was technically similar to the SL and presented in a silver finish, ended the carburetor supersport model series. In 1998, the injection model came parallel to the FE 900 pp i.e. Carenata on the market and opened a new chapter in the history of the model.
Market situation
The used trade with Ducati 900 SS mainly takes place in the private market. Older vehicles are less interesting for dealers because of the warranty. Exceptions are authorized dealers who take the used machine in payment when buying a new machine from the customer? preferably if you are familiar with the vehicle from previous inspections. These machines are also often offered on Internet marketplaces such as www.mobile.de or www.motoscout24.de. Private offers are more likely to be found in the classifieds section of local newspapers or in regional advertising papers.
In general, the price is based less on the year of construction and mileage than on the maintenance condition and the degree of wear and tear on maintenance and wear parts. For the Final Edition, which was in the shop for around 10,000 euros in 1998, the recommendation from the Schwacke list is: a maximum of 5,000 euros with a mileage of over 57,000 kilometers? However, if the motorcycle only ran 25,000 kilometers, theoretically 6,000 euros should be charged.
In practice, the upper price limit is actually around 6,000 euros, but it should be in absolute top condition and a mileage of around 10,000 kilometers. If you want to invest less money: You can enter the Ducati Supersport 900 class from 3000 euros, and private bargains from 2500 euros may be found. Typical are then mileages between 30,000 and 40,000 kilometers and years of construction before 1996. Well-cared for first or second-hand copies cost around 3,500 to 4,000 euros. The first models from 1990 are absolutely rare and do not play a role on the used market. Likewise vehicles with very high mileage, they are often still in the hands of the first owner. The Nuda is at a similar price level as its fully disguised sister, the Superlight model is rarely offered, and if so, then as a collector’s item.
sightseeing
If a dealer sells the used motorbike with a warranty, you should be able to assume that he has checked the motorcycle properly. Nevertheless, it is advisable to check typical weak points of the 900 SS (see page 61). When selling privately, it is essential to arrange a test drive with the seller and ask for sufficient time for the inspection. At least it should be possible to dismantle the cladding and timing belt cover to take a look at the timing belt.
With its desmodromic valve guide, the 900er is a technical delight, but one that requires careful attention and meticulous maintenance. Provided that all service intervals are adhered to, the motorcycle causes less stress than some prejudices about Italian technology would lead you to believe. The timing belts must not be in action for more than 20,000 kilometers-
to be. Beware of machines that last longer
were shut down: The timing belts should then be changed regardless of the mileage, because they could have become porous during the idle time. The encapsulated bearings of the tension pulleys should be replaced after 40,000 kilometers at the latest. In general, the valve control requires regular attention, otherwise capital damage and correspondingly high costs could result. Who is not
is an absolutely accomplished screwdriver, the maintenance work should, however, be left to a specialist workshop. Even if regular care by professionals is costly, the 900 SS will thank you and its owner every day-
give your machine pleasure for a long time to come.

Internet:
www.ducati-corse.com (comprehensive homepage with forum and technical tips)
www.duc-forum.de (private forum)
www.900ss.de (private, model-related fan site)
www.ducati.de (official German manufacturer website with information on fan clubs and meetings)
www.motorradonline.de (forum with Duc area)

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