Ducati 900SS-Ducati

12 Апр 2015 | Author: | Комментарии к записи Ducati 900SS-Ducati отключены
Ducati 907 i.e.
Ducati 907 i.e.

The 900SS is simply the best bike Ducati has ever

That’s a provocative statement, the competence of Ducati’s other releases, the 907 I.E. and the 851 Superbike, even more surprising you consider the 900SS isn’t and borrows many bits and from other Ducatis. It even use the firm’s latest such as four-valve heads. or fuel-injection. As with all great it’s the right combination counts, one that Ducati has nearly a decade to unlock the 900SS.

Despite its designation, the

has little in common with the 900 Super Sport of the late with its towershaft-and-bcvel-gear-driven cams and shocks. The lineage of the ’91 traces back to the early to the 600cc TT2 Ducati built for 2 competition in Europe. Based an enlarged, two-valve 500 Pantah with belt-driven cams, the TT2 on a lightweight, minimalist frame made up of straight chrome-moly with the solidly mount-

ed completing the structure. A triangulated arm worked a can-tilevered rear with no rising-rate linkagemuch Yamaha’s early monoshock

The same basic elements found in the street-going 750 Fl of the mid-eighties and the 900 Supersport introduced for 1990 Hits September 1989 and 1990). While Europe and got the new 900SS, America received a Fl called the 750 Sport (see 1990). The 900 and the 750 shared frames, sundry items, and the glitch-troubled 44 DCNF automotive-style carburetor.

The 750 an air-and-oil-cooled, two-valve engine a five -speed; the 900 ran an air-and-oil-fooled that shared its six-speed with the liquid-cooled 906 Paso.

For Ducati offers the 900SS to ridersbut a vastly different from the one sold in Europe year. Making changes a swiftness previously reserved for firms, Ducati overhauled the much as it did when creating the 907 LE. the 906 Pasowhich also saw only one of production. The 900′ 6 roster of old shrinks next to the list of new

Back again is the 90-degrce whichas with the liquid-cooled 907 904ec, via a 92mm bore and …, boasts a 9.2:1 ratio, and breathes through two per cylinder. As in the past, each of the actuated valves relics oil rocker arms to open and not conventional valve springs. the 907 I.E. the SS keeps ternperatures and by circulating lubricant between the liners and the cylinder castings, and oil flow to the heads.

Aside from major components, Ducati manufactures for its own motorcycles, sourcing most from vendors. This the Bologna firm to make rapid changes simply by off new items on its suppliers’ shopping And with restrictive Italian banners crumbling, Ducati is to shop outside the country for the hardware.

Nowhere was this new more beneficial than in rid of the troublesome Weber carb. of replacing it with the 907’s fuel injection, though. bolted on a set of equal-length intake first for carbureted Ducatis and them with :58mm C carbs from Mikuni.

The are impressive, on the drag strip and on the Other than the 1989 and 851s, the booming 900SS is the street-legal twin Cycle has tested, and not far off the standards set by Japanese 750 Through the quarter-mile, the 900SS an outstanding 1 1.64-second run, one-tenth quicker than the 907 and slower than the fuel-injected, $12,150 851. In

45-to-70-mph the 900SS whips both its stablemates in the top three gears. In roll-ons, the SS accelerates harder six-speed literbikes such as CBR and Kawasaki’s King Kong In fifth, the SS also leaves an) of the open-class’ five-speeders, including FZR 1000) and FJ1200.

Much of the speed can be attributed to its power-to-weight At 140.5 pounds it’s than any Japanese. 600cc bike, and .16.5 pounds than the original kickstart, 900 Super Sport.

But the dyno of the 900SS comes close to of its fuel-injected brethren. With peak horsepower at 7000 That’s only 5.3 horsepower shy of the figure and 11 ponies away the 851. Better yet, didn’t extract horsepower the SS at the expense of everyday civility.

no more of the Weber’s off-idle spots, stumbles and cable ‘hat hampered the 750 Sport we tested. While not quite as as the fuel-injected 907. the 900SS willingly, idles happily, and along at 2500 rpm in top gear, its throttle a far cry from the wrist-crampers of s past.

The 900’s responsiveness makes it a partner, one that’s easy to even on unfamiliar backroads. more, the Ducati accomplishes the roll-ons with extremely gearing. While it has the same ratios and countershaft sprocket as the the SS has three fewer teeth on the cog to keep revs clown and it slip past noise-emission a foal made tougher for the SS by its a more open fairing can’t deaden sound as as the 907’s full enclosure), and mufflers.

With its 37-toolh sprocket, the SS is geared so tall legal freeway speeds the engine limping along and throbbing uncomfortably in top gear. In the of science and even easier we installed a 39-tooth rear which not only made the happier in town and smoother on the (turning a soothing 4000 rpm at an 70 mph), hut improved its roll-ons more, slicing some 0.3 off its sixth-gear time.

The SS carries its in a revised and strengthened 750 Sport Additional stets brace the down-tubes just above the and the rear subframe replaces the integrated footpeg and muffler with bolt-on. aluminum Italy’s Brembo supplies the including huge, 320mm discs up front with calipers, identical to those on the

Ducati again took of Japanese suppliers, fitting a fork and shock, instead of the Marzocchi. The 900 *8 11 mm male-slider fork than the 90 model’s) closely that on the 851. and the shock a piggyback reservoir; both feature adjustments for spring compression and rebound (lamping.

importantly, Ducati dramatically the new bike’s handling over heavy-steering 750 Sport and 900SS. bikes came with generous trail and an Old fork of 28 degrees, which overworked during fast backroad On the

750. a superwide, 3.75-inch rim also contributed to truckish Last year’s 900 mounted 17-inch wheels, 5.5 inches in back and a slimmer 3.5 inches up to reduce steering effort. But it was by 5 inches of trail25 to 30 percent than Japanese sport with similar tires and

Down the straights, it was as stable as a ship, but about as willing to quickly entering corners.

To counter that for 91, Ducati key chassis numbers while few major, expensive changes. B a revised aluminum swing arm longer axle slots, the new wheelhase was reduced 0.5 inch to inches, the shortest of all Ducatis. swing arm attaches to a shock longer, raising the rear arm with the new, shorter to luck I he steering head in a Ducali-lraditional 28 degrees to 25.

The reduced and new triple-clamps chop trail 5 inches on last year’s to 4.1 inches.

only slightly than the racer-replica 851 Superbike, the geometry equation.

The 900’s new numbers amount to much than impressive figures on a sheet. In its natural element, a mountain road, the 900SS is, as one put it, absolutely wonderful. one of the five bikes I’ve ever This motorcycle seems to do whatever you ask, whether braking hard into a (… hard over, lines in millrun, or blasting out the straight.

The suspension contributes to this newfound competence, a laud ride, and keeping the neutral, reassuringly stable and Our hard-riding, 140-pound expert the fork with four and a marking rings showing on the adjuster, and compression damping clicks (of 14) from full He liked the shock’s compression a quarter turn away full hard, and spring set at 166mm.

Set up this way, he the 900 was slightly stiff for general riding and slightly soil for backroad blitzing in other an excellent day-to-day compromise. The of us favored softer set, Eve and a half rings showing on the preload adjuster, its compression on the position. We set the shock’s spring at 169inm and, looking to some of the bike’s harshness sharp humps, softened damping all the way and wished we could it up even more.

While it direction rapidly, the Ducati for a medium level of rider to turn. Remarkably light and for a 900cc machine, the Duck more like a 900 than the 750, slightly heavier the light-steering Honda CBR600. The 851 may be faster, but on a backroad the SuperSport is and more pleasant to ride, linear, predictable handling accessible oven if you don’t Doug Polen’s abilities.

The racer-like 851 demands an expertor who intimately knows the roadto it decisively into corners; it little time to be wasted on the from straight-ahead to full Not the SS; it responds as predictably and confidently to the and less-certain demands of novices as to the of experts.

Over choppy passes the 900’s softer doesn’t pound you as much as the and the 900 has higher clip-on handlebars the Superbike, helping lighten chores. Flicking left and is also made easier on the 000 of its 42-pound weight advantage the 851. On those same the 72-pound-heavier 007 I.E. cant the tiny SS makes the 907 feel tall, wide, and unwilling.

The 900 beat you or wrestle with it dances with you. banked over, generous clearance on the narrow 900 keeps parts off the ground; nothing on either side.

Ducati 907 i.e.

The front requires only moderate and while slightly mushy-feeling, good feedback on front-wheel After pushing hard, the front brake fades allowing the lever to come to the bar. Blaine this in on overly flexible hydraulic that balloon with sleel-braicled lines are called

But the rubber on the rims is the Ducati’s spot. The A59X/M59X Michelins well initially, but

become when hot. and lose unpredictably, even under throttle over good Minor harshness of the suspension and tires are the only major in the Ducati’s backroad armor. The engine produces power for any corner, the transmission shifts and the clutch pulls with low

The chassis combines superb and agility; the overall result is a that makes going easier than you ever possible.

Realize, though, the Ducati’s way of gathering steam may not be for taste. The 900 builds serious low, lunging forward 5000 rpm and shutting down near 8000 rpma where many Japanese haven’t even started real power. Riders to the top-end rush of 13,000-rpm may not enjoy the short-shifting called for by the

Even high-rev vibration on the Italian V-twin: forget a four-cylinder’s electric, high-frequency from 6500 rpm on, the Duck your hands and feel jackhammer throbbing.

The original Super Sport was for being especially stiff, and uncomfortable. Its nineties reincarnation, ranks as one of the more pleasant sport bikes, thanks to a supportive seat, adequate and reasonably high clip-ons with a short saddle-to-bar that doesn’t ask its rider to over too far. Not quite as plush or accommodating as the 907 I.E. the still suits riders of sizes.

Smaller ones fit though, and our 5-foot-6 tester lasted through a 450-mile, jaunt. Over interstate the 900SS settles into a lop-gear cruise-mode, the engine’s a pleasant rumble lil-lle in feel and intensity lo that of a Venture Royale’s. Despite its the fairing merely deflects the off the chest; there’s no turbulence, and helmets pass through air, Each freeway joint makes itself through the front and rear hut unlike many ultra-sport the 900SS doesn’t frequently you wishing you had a second, more motorcycle.

The 900’s torquey allows you lo navigate city without ever screaming the W hen pulling away from though, the dry clutch can he bothersome, like a garden rake across a chalkboard.

The clutch on our hike became noisy and early on, before any drag abuse; we’ve encountered the on several recent Ducatis, The dealer said that’s Ducatis screech, some and proceeded to bead-blast the clutch on our 900, then reinstall among the sintered-bronze friction placing them in the basket in order. With time, the quieted down, but still like aggressive slipping off the

Other glitches include the spring-loaded, German-spec kickstand remedied by grinding down the protruding Allen bolt). And as every Other Ducati. the indicator lights require goggles to be seen. Worse, to Iwo blown loses most of the lights on our 900 blinked out. with the turn signals and

Perhaps Ducati should Japan again and be done its electrical problems for good. one drag strip launch too much for a chain-adjusting boll, it like a piece of hot laffy.

On the plus side, the Ducal maintenance with its quickly fairing pieces and a hinged tank that’s allows access to the battery and airbox. In the desmo valve gear of (he Ducatis can be set in a small fraction of the required to shim an 851 or even a Yamaha engine, for that

What Ducati has created is a stark sport hike for the More than any other now made, the SS recalls the roots of success and rediscovers a niche in the long empty. In the best of the 1978 Super Sport, the generates impressive speed low weight and high torque, not big horsepower numbers and the sheer complexity of Japan’s Star fours.

Perhaps the best is this: By embracing simplicity and old parts, the company has kept the price to $7900, closer to its competition than any other in two decades. Yet the 900SS retains the that has enthralled fans of the for years, with its rumbling booming exhaust note, and sculpted bodywork that only come from in just that shade of

This is the best all-around bike Ducati has ever the result of smartly considered matching and years of experimentation and Nearly as quick as the 851, as comfortable as the 907, the 900SS is balanced between them, and more toss able and to ride on a gnarled stretch of road. This is the superlative bike that the Ducati always knew was at the heart of the Pantah, the TT2, and the Fl.

It’s a promise filially fulfilled, and 441 of solid fun.

Source Magazine 1991

Ducati 907 i.e.
Ducati 907 i.e.
Ducati 907 i.e.
Ducati 907 i.e.


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