Ducati SuperSport

Ducati SuperSport

1998 Ducati 900 SS/CR - one of only 200 made
Manufacturer	Ducati
Also called	SS
Production	1972-1981 1988-2007
Predecessor	Pantah
Class	Sportbike
Engine	904 cc SOHC 2-valve Desmo L-Twin
Bore / Stroke	92 × 68 mm (3.6 × 2.7 in)
Compression ratio	9.2:1
Power	80 hp @ 7,500 rpm
Torque	57 ft·lbf (77 N·m) @ 6,500 rpm
Transmission	Close ratio 6-speed
Suspension	Showa
Brakes	Brembo
Wheelbase	1988: 1310 mm 1999: 1395 mm (55.6 in)
Seat height	820 mm (32.3 in)
Weight	1988: 198 kg 1999: 188 kg (414 lb) (dry)
Fuel capacity	16 L (3.5 imp gal; 4.2 US gal), including 4 L (0.88 imp gal; 1.1 US gal) reserve

The Ducati SuperSport and SS are names applied to a series of Pantah based air-cooled four stroke desmodromic 2-valve 90-degree V-Twin motorcycles manufactured from 1988 onwards. A limited edition SuperSport called the SuperLight was sold in 1992. The name harked back to the round case 1973 Ducati 750 Super Sport, and the 1975 square case 750 and 900 Super Sport. The later one-word spelling was only applied to the belt drive (Pantah) based models.

History (1972–1981)

Miglia di Imola, 1972

Modern Ducati, as well as the Super Sport can be traced back to April 1972 when Ducati won the Imola 200 (the European equivalent of the Daytona 200) with a for-production based 750 cc, desmodromic valve v-twin motor developed by Fabio Taglioni. Imola was a traditionally fast circuit that placed a premium on high-speed handling rather than brute horsepower. The Super Sport prototypes used for the inaugural race were developed using a 750 GT based engine and frame and earned instant fame when legendary racer Paul Smart and Bruno Spaggiari finished first and second, respectively, immediately elevating Ducati from a company known for "quaintly individual" motorcycles and into the superbike market.

Super Sport Prototype

The first official Super Sport prototypes used the 750 Sport and 750 GT models for their basis, but featured bodywork styled along the lines of the Imola bikes. The frame was painted blue while the fiberglass gas tank, covers and top half of the fairing where silver. The gas tank also featured a unique translucent strip to be able to quickly see the fuel level.

1974 Super Sport

1974 marked the first year of mass production of Super Sport. The bike featured 10.5:1 compression ratio, a voluminous 6 gallon gas tank and a claimed weight of 333 lb (151 kg). A mere 401 1974 Super Sport's were produced and the bike immediately set new standards for production motorcycles and had unique styling, but for all intents and purposes it was a pure production racer with the minimum of concessions to make it street legal. Unfortunately, the complicated bevel gear-driven camshaft made the bike uneconomical to produce, thus the 1974 model is the only round-case 90-degree v-twin with desmodromic valve gear. However the 1974 model bike is considered to be the most significant production bike in Ducati's history, mostly because it offered the highest standards of handing and performance available at that time and essentially saved Ducati from extinction.

1975–1981 Square Case Super Sport

Square Case Ducati Super Sport

In 1975, two versions of the Super Sport were made available based on the 860 cc "square-case" 90-degree twin cylinder motor; the full 860 cc version coined the 900 and a sleeved down 750. 250 versions of each were produced but the 750 and 900 are virtually identical. The 1975 Super Sport continued to use the right-side gear shift despite the 1974 U.S. regulation that all bikes have the gear shifting on the left side of the engine. Despite this a handful of right side Super Sports have made it into the United States.

Most of the subsequent changes made to the Super Sport model were to comply with global legislation. Quieter mufflers, relocated shifting and rear brake and new foot pegs. The biggest improvement was the redesign of the kick-starter. On the 1975 model the kick starter would rotate around and shift the transmission into first gear. If the bike was not on the center-stand the rider could potentially have a very unpleasant surprise.

Because the price of the 750 Super Sport was very similar to 900, very few 750s were produced with the majority of them being shipped to Australia, Germany or staying in Italy for racing applications.

By 1978 the bike looked identical, but several significant improvements had made their way into the motor making them more reliable and solving problems with engine cranks breaking. The electronics also improved as well as some minor timing tweaks making the bike run more efficiently. Most notable was a majorly redesigned gear shifter that made the bike a lot easier for owners to live with the bike. Most 1978 900 Super Sports also came with a dual seat and lockable tool box. The solo seat was available as an option. The 1978 model bike is considered to be the finest iteration of the bevel drive square case Super Sports. The 1978 900 and 1979 750s were the last to retain close links with the Imola racers and the last to come with the "old fashioned" spoke wheels. it was also in 1978 that the Isle of Man TT Formula 1 race was won by a 900 Super Sport.

In 1979 the Super Sport's were painted black with gold accents to appeal to the British market. Ugly cast wheels replaced the stunning Borrani alloy rims and a Mike Hailwood Replica was made available in very limited numbers painted in lavish green and red schemes. The new changes, specifically the black and gold paint and cast wheels were very successful at making an aging design look more modern. The 1980 model stayed essentially the same with no notable changes. Essentially, the Super Sport was being transitioned into the Mike Hailwood Replica.

Into the early 1980s the fuel tank became less angular and more rounded while the tail section was revised to look more modern with a duck-tail sweep. Side covers were integrated into the tail-section and swoopy paint lines tried to connect the design together. All in all, the early 80's Super Sports were somewhat uninspiring and were met with limited success. In 1982, the Super Sport was replaced, mostly in name only, by the S2.

Ducati SuperSport and SS (1988–2007)

Announced in 1988, the Ducati SuperSport used a Pantah based 904 cc air-cooled L-twin, 2V "Desmodue" engine with crankcases derived from the 851 motor. It was mounted in a tubular trellis frame. The resurrection was due largely to Ducati being bought out by Cagiva and the first reborn SuperSport was released as a 750 Sport. It met with failure due to its 16-inch wheels and a kludgy Weber carburetor and cracking swingarms.

From 1988 to 1991, the model was called a 900 SuperSport, and had a full fairing. The 1989 Supersport received an revised air/oil cooled motor from the 906cc Ducati Paso incorporating many changes to the Pantah motor, including a six-speed gear box. From 1989 to 1990 the motorcycle was fitted with a Marzocchi rear suspension, then first changed to Showa, and then to better quality Marzocchi damping in 1990. Marzocchi M1BB front forks were used until 1993, when they were replaced by Showa upside down units. The Marelli Digiplex ignition was used in early models, and then replaced by a Kokusan ignition.

1991–1998

The 1991 Supersports were produced with white chrome molybdenum steel frames and white wheels. The swingarms used needle bearings instead of bushings as in the past. Brakes from the Ducati 851 were used on the Supersport vastly improving braking performance. All new bodywork and a pivoting fuel tank were elegantly shaped. The revised Supersports were met with immediate success and became wildly popular. Even though the 1991 Supersport was extremely well developed, Ducati would continue to refine the bike over the years.

From 1991 to 1998, the model was called a 900SS, and was available with a full(SS) or half fairing(SS/CR). 1993 saw the addition to the SS/SL (Superlight). In 1994, to further differentiate the 900 from smaller Supersports additional models were released in addition the Superlight. The 900 SS/SP (Sport Production) was offered to the North American market only. This model had carbon fiber fenders and clutch cover, sound dampening material, adjustable Showa suspension, and an aluminum swingarm. The Superlight had the same options as the SS SP but with a single seat and upswept mufflers. The CR's came with a non adjustable suspension, a steel swingarm, and a narrower 4.5-inch rear wheel and 160 section rear tire. Many riders feel the aluminum swingarms are more desirable, however, aluminum swingarms on older Supersports and Monsters are prone to cracking.

In 1997, as Supersport sales were declining due to the popularity of the Ducati Monster and Ducati Superbike lines, Ducati attempted to keep the model alive with a few final changes. Yellow was added as a color option, an additional air intake was added as well as new, bolder graphics; namely the "Ducati" emblazoned across the entire side of the Supersport body panel.

In 1998, only 200 red and 200 yellow SS/CR's were imported to the United States. They featured the last of the Cagiva graphics and elephant but had 1998 spec. motors with new pistons, cylinders and lower mounted oil cooler. A final series Supersport the SS/FE (Final Edition) was also available in 98, but featured the new graphics, came only in silver with black wheels, had the single seat and upswept exhausts of the Superlight and represented the last carburated Supersport.

Ducati SuperLight

The 900 SuperLight appeared in 1992 as a limited edition model SuperSport. upswept exhaust pipes, vented clutch cover, fully floating Brembo front discs, carbon fibre bits, and lightweight Marvic wheels and guards. In 1993 the vented clutch cover, fully floating Brembo front discs, and lightweight Marvic wheels and guards disappeared from the Mark 2 SuperLight, and there was now only the fully floating rear brake to differentiate it from the 900 SuperSport.

1999–2007

In 1999, the Supersport had a major facelift. The fairing was redesigned after the Ducati Supermono and fuel injection introduced. The SS was available with 750 cc and 900 cc engines, both offered with either full fairing or half fairing. In 2003 Ducati replaced the 750 and 900 with three new variations: 620 cc, 800 cc and 1000 cc. Only the 620 was offered with half fairing. After that the Supersport family was slowly reduced until in 2007, with only the 1,000 cc version available, it finally came to an end. The 1999 model was one of the first Ducatis designed by Pierre Terblanche and met with very limited success based on the bikes controversial aesthetics. The SS naming convention was eventually dropped and the line evolved into the SportClassic line that includes another Paul Smart replica, the Paul Smart 1000LE, the Sport 1000 and GT 1000.

References

• Falloon, Ian (1998). Ducati Super Sport. Haynes Publishing. ISBN 1-85960-412-9.