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Ducati 900SS

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Make Model

Ducati 900 SS

Year

1979

Engine

Four stroke, 90°“L”twin cylinder, SOHC, 2 valves per cylinder, bevel gear driven

Capacity

864 cc / 52.7 cu in
Bore x Stroke 86 x 74.4 mm
Compression Ratio 9.4:1
Cooling System Air cooled

Induction

2 x Dell'Orto PHF 32C carburetors

Spark Plugs

Bosch WM7B

Ignition

Electronic

Battery

Yuasa B68 36Ah

Starting

Electric

Max Power

47.8 kW / 65 hp @ 7500 rpm

Clutch

Wet, multiplate

Transmission

5 Speed

Primary Drive Ratio

2.187:1 (32/70)

Gear Ratios

1st 2.237 / 2nd 1.562 / 3rd 1.203 / 4th 1.000 / 5th 0.887

Final Drive Ratio

2.400:1 (15/36)

Final Drive

Chain

Front Suspension

Marzocchi telescopic fork

Rear Suspension

Marzocchi 330 mm dual shocks, 3-way adjustable

Front Brakes

2 x 280 mm Disc, 1 piston caliper

Rear Brakes

Single 280 mm disc

Front Wheel

3.50 - 18

Rear Wheel

4.25 - 18
Dimensions Length: 2260 mm / 88.9 in
Width:     700 mm / 27.6 in
Height:  1280 mm / 50.4 in
Wheelbase 1550 mm / 61.0 in
Seat Height 740 mm / 29.1 in

Dry Weight

216 kg / 476 lbs

Wet Weight

224 kg / 494 lbs
Braking: 100 km/h - 0 39 m / 128 ft

Fuel Capacity 

15 L / 4.0 US gal / 3.3 Imp gal

Top Speed

205 km/h / 127 mph
Manual Bevelheaven.com
Road Test BIKE 1978

Ducati 900SS vs Le Mans III

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The first generation Ducati 900SS was the successor to the bike that saved Ducati from oblivion in April of 1972 when Paul Smart won the Imola 200 aboard a 750cc Super Sport prototype, with fellow Ducati rider Bruno Spaggiari finishing second.

The early 1970s were an exceedingly challenging time for European motorcycle manufacturers due to the onslaught of cheaper and more reliable bikes coming out of Japan. The first generation of UJMs (universal Japanese motorcycles) may not have had the handling prowess of their European counterparts but they made up for it by being considerably more consumer friendly – with electric starters, no oil leaks, and almost no breakdowns.

The Italians and Brits were particularly hard hit, and some have claimed that Ducati’s dominant 1-2 finish at the Imola 200 in ’72 reinvigorated the company, and provided the basis for the high-end superbikes they would sell throughout the 1970s and into the early 1980s.

The Arrival of the Super Sports

The road going Super Sport family started out with the 750SS introduced in 1973, its L-twin was essentially two single cylinder Ducati engines joined at the crankcase, with the leading cylinder lent forward to ensure that the rear cylinder received adequate cooling. Each cylinder has an overhead cam operated by a bevel gear, with Desmodromic valves. A pair of Dell’Orto PHM 40mm carburettors fed each cylinder, and power was an impressive 72hp at 9600 RPM, with a 220 km/h top speed.

1975 saw the introduction of the Ducati 900SS, a bike that had been developed with the sole intention of taking the fight to the ever increasing engine sizes fitted to the superbikes pouring out of Japan. Both the 750SS and 900SS shared almost all the same parts in order to lower production costs, the swept capacity of the 900 was actually 863.9cc and the engine kept the same twin Dellorto PHM 40mm carburettors.

As the ’70s progressed the 900SS was slowly improved, the right side shifter switched to the left to meet US regulations, the kickstarter was improved, crank strength was upgraded, electrics were significantly de-bugged, and engine timing was improved.

In 1979 the 900SS received a distinctive black paint job with gold accents as an appeal to the British market, the spoked wheels also disappeared in favour of cast Campagnolo wheels. Over the next few years the 900SS was transitioned into the Mike Hailwood Replica, and was eventually replaced by the S2.

Source silodrome.com