Super Sport Satisfaction
SUPER SPORT SATISFACTION
CW PROJECT
UPGRADING DUCATI'S 9000SS
MATTHEW MILES
IN THE 17 YEARS THAT Cycle World has published its Ten Best Bikes list, many Ducatis have come close, but only one has made the final cut. With the current 900 Super Sport, the Italians have a winner, a bloodred sportbike that is both relatively affordable and a joy to ride.
Praised for its shapely lines, comfortable-yet-sporting ergonomics, torquey powerplant, excellent handling and light weight, the new-generation Ducati 900SS was selected as the Best Open Streetbike of 1991. But as wonderful as the 900SS is, we wanted to make it quicker, faster, bet ter handling and even lighter. Diffi cult? Yes. Expensive? Definitely. Worthwhile? Absolutely.
Already impressed with the air-and oil-cooled V-Twin's performance, we decided against internal modifications. But, like almost any internal-combus tion engine, the 900's powerplant ben efited from improvements to its intake and exhaust systems.
Fast By Ferracci's airbox conversion kit was the first step. The kit includes a free-flowing K&N air filter that re places the stock filter and improves air flow to the twin, 38mm CV Mikunis. Staintune's stainless-steel exhaust was
turn a lovely golden-brown hue with use. A long, reverse-megaphone-style muffler completes the 2-into-i system.
At upper rpm, the Australian-made exhaust emits a raucous note. Kept in the lower half of the engine's rev range around town, however, the sys tem won't earn many enemies.
Re-jetting the carbs to work with the new pipe gave us a few headaches. After a series of trial-and-error combi nations, we ordered a Dynojet kit. The kit includes three sets of main jets, ta pered needles, lighter diaphragm springs, a drill bit and step-by-step in structions. Installation was relatively straightforward, though some extended fiddling with the fuel-mixture screws was required.
During dragstrip testing, the stock 900's hydraulically actuated dry clutch overheated, causing it to distort and chatter. In search of a solution, we added Pro Italia's ventilated clutch cover-complete with its CNC-milled, "Flying D" inscription-and Barnett's Series K Keviar clutch pack with heavy-duty springs.
The clutch was still grabby, though, even around town, and the beefier clutch springs gave left forearms a real workout. For the 1992-model 900SS, Ducati is using two additional clutch plates and a new friction material. We've tried that set-up, and, unfortu nately, it works no better than the `91model's clutch.
Stock gearing was another consider ation. Though the 900's ultra-tall gear ing enables the bike to sneak past noise-emission standards, it leaves the engine feeling limp and sluggish in its upper gears. Replacing the stock 37tooth rear sprocket with a 39-tooth sprocket greatly improved the Duck's responsiveness, and even with the gearing lowered, the 900's engine is perfectly content at freeway speeds, turning a nearly vibration-free 4000 rpm in sixth gear at an indicated 70 mph (actually closer to 65, thanks to the optimistic speedo).
After 4000 hard miles, our 900's stock Showa shock was showing some wear. So, in the interest of improved performance, we mounted a Fox Rac ing shock. Adjustable for spring preload, rebound and compression damping and ride height, the alu minum-bodied Twin Clicker is a first rate, albeit expensive, performer on the street or track.
As a cost-effective rear-suspension alternative, we sent the stock damper to White Bros. for its Pro Shock Mod, which included replacing the main seal, polishing the piston, replacing the piston ring, and revalving the shock for additional high-speed rebound damp ing and less high-speed compression damping. The reworked shock was also a success both on the street and at the racetrack. It was no match for the Fox shock, though, due to some re maining slow-speed harshness. But then, fitting the Fox shock cost $312 more than modifying the stocker.
Improving front-brake feel was less expensive. Steel-braided lines and Fer odo brake pads provided a marked im provement over stock. At the rear, Pro Italia added its full-floating brake kit, which besides being nicely crafted, is supposed to eliminate rear-wheel chat ter under hard braking. In honesty, chatter wasn't much of a problem with the stock rear brake, so this modifica tion falls mainly under the cosmetic upgrade category.
Having worn out the stock Michelin radials, we decided to experiment with tire selection. Since the 900SS's riding position isn't as narrowly focused as many sport-oriented motorcycles, we tried a sport-touring approach. Though not the company's top-of-the-line rub ber, Metzeler's ME33 Laser and ME55 Metronic radials are designed to pro vide a balance between mileage and ul timate grip. Up front, we fitted a 120/70-17 and at the rear, a 170/60-17.
We found the Metzelers to be fine for most riding-though due to their rounded profile, initial turn-in required more effort than with the triangulated Michelins-but for all-out backroad as saults, which is certainly in the Ducati's repertoire, we would choose more sport-oriented tires. With that philosophy in mind, we levered on a set of street-compound Dunlop Sportmax radials, in 120/70-17 and 180/5017 sizes. The Dunlops were perfectly suited to the 900SS. A good compro mise between the quick-steering Michelins and the slow-steering Met zelers, they provided excellent traction and allowed riders to explore the bike's abundant cornering clearance.
Next, we turned our attention to the 900's appearance. While swapping tires, Pro Italia had the bike's Brembo wheels powdercoated yellow and their edges machined for a splashy-yet stylish appearance.
Rather than leave the desmo power plant cloaked in plastic, we ordered Pro Italia's haif-fairing kit. Shorter and lighter than Ducati' s optional half-fair ing, the two-piece kit bolted directly to the stock mounting brackets.
With the engine on full display, we pitched the countershaft and cam-belt covers and moved the 10-row oil cool er from its ungainly location in front of and below the leading cylinder. Antho fly DeChellis, a talented machinist who specializes in one-off fabrication, made a beautiful aluminum rocker cover that also serves as a bracket for the cooler. Using the stock hardware and new oil lines made by GCB, the cooler bolted into its new location without further modifications.
To guard against tankslappers, we fit ted a Storz steering damper. Simple to mount, the rebuildable damper offers a wide variety of adjustments and per mits full lock-to-lock fork movement, though 900SS owners should note that the Storz damper will not work in con junction with the stock full-fairing.
SUPPLIERS LIST
Pro Italia Motors 3518 North Verdugo Road Glendale, CA 91208 81 8/249-5707
Brake-line kit: $150 Carbon-fiber mirrors: $350 Carbon-fiber rear sub-fender: $225 Clutch-line kit: $50 Dynojet kit: $75 Fast By Ferracci airbox kit: $26 Ferodo brake pads: $25/pr. Floating rear-brake kit: $240 Footpeg assemblies: $325 Muffler hanger: $85 Powdercoat and machine wheels: $300 Fairing kit: $490 Rear sprocket: $45 Staintune exhaust:$640 TZ250 grips: $16/pr.
Ventilated clutch cover: $120
Cagiva North America 5 Washington Avenue Fairfield, NJ 07006 201/882-9141
Solo seat cover: $60
Gio.Ca.Moto USA 160 Sea Cliff Avenue Glen Cove, NY 11542 516/674-3319
Carbon-fiber front fender: $250
Storz Performance 1445 Don Ion Street #18 Ventura, CA 93003 805/654-8816
Steering damper: $219 Solo tailpiece: $465
GCB 234 E. C Street Wilmington, CA 90744 310/835-5651
Oil lines and fittings: $56
Fox Racing 3641 Charter Park Drive San Jose, CA 95136 408/269-9200
Shock w/spring: $495
Dunlop Tire Corp. P.O Box 1109 Buffalo, NY 14240-1109 800/828-7428
Sportmax radial 120/70-1 7: $121 Sportmax radial 180/50-1 7: $156
Metzeler 4520-1 07th, S.W. Mukilted, WA 98275. 2061348-4000
ME33 Laser radial 120/70-17: $125 ME55 Metronic radial 170/60-17: $158
White Bros. 14241 Commerce Drive Garden Grove, CA 92643 714/554-9442
Pro Shock Mod: $183
Zero Gravity 5312 Derry Ave. UnitD Agoura Hills, CA 91301 818/597-9791
Windscreen: $75
Our final additions were largely cos metic. In place of the 900's clear screen, we mounted a smoked Zero Gravity windscreen. Patterned after the stock item, the Zero Gravity piece fit perfectly. We also mounted Pro Italia's aluminum footpeg assemblies. Beauti fully designed, the new footpegs are located in the same place as the stock rests, though they do transmit slightly more vibration to the rider.
Carbon-fiber mirrors, front fender and a rear sub-fender were the most exotic additions to our 900SS. Very lightweight, these three items alone retail for $825, though they did help in our attempt to lighten the Ducati. On the certified CW scales, our pro ject 900SS weighed 385 pounds dry, a reduction of 29 pounds from stock and 24 pounds less than Ducati's new-for-'92, so-called 900 Superlight.
Riding our completed 900SS is a real pleasure, especially on a twisty backroad or at the racetrack, where the wide powerband, excellent han dling and first-rate braking perfor mance can be put to use. Fitted with the Dunlop tires and the reworked Showa shock, and with Associate Edi tor Don Canet aboard, our 900SS managed a best lap of 1:35 around Willow Springs' nine-turn, 2.5-mile road course, a respectable, if not win ning, time in club-level Twins-class competition.
Due to the clutch's grabbiness, the kitted Ducati was only marginally quicker at the dragstrip, turning a quar ter-mile time of 11.68 seconds at 114.50 mph (stock was 11.72/1 14.06). In top-gear roll-ons, however, the project 900SS was improved, going from 40 to 60 mph in 3.55 seconds, and from 60 to 80 mph in 3.55 seconds (stock took 3.75 and 3.95 seconds, re spectively). Top speed was up 7 miles per hour, also, to 136 mph.
With only its recalcitrant clutch standing in the way of outright sucess, our project Ducati is an impressive piece. Already a gold-medal winner by Cycle World standards, the 900SS is now even better.
