This very classic black-and-gold Ducati 900SS represents the polar opposite of the little two-strokes that have been cropping up on our site lately. Both are motivated by v-twin engines, but that’s where the similarities end. One was a product of ruthless and very close competition between arch rivals and used cutting-edge technology to eke out the barest advantages over competing machines. The other is a slightly long-in-the-tooth thug that uses thumping big cylinders, past glories, and oodles of Latin charm to win friends and influence people. Guess which one is which?
Powered by the restyled “square case” motor that was introduced in 1975, Ducati’s 900SS actually displaced 864cc. The evolutionary 900SS also came with improved or modified features to improve performance and make the bike more palatable to US buyers, including quieter stock mufflers and a shift mechanism meant to improve on the the version available on previous models that crudely relocated the lever to the left side of the bike.
I bought this bike brand new in late 1979, and have owned and maintained it this entire time. This bike is unrestored, so the decals show cracking (typical), and the bike has it’s share of minor scuffs (see pics). This 900SS was delivered with 36mm carbs and Silentium pipes, which were exchanged for the Delloro 40s and authentic Contis you see in the pictures a few years into it’s life. I also put on the factory solo seat at the same time. Other modifications (all typical) are SS brakelines, WORKS suspension front and rear from BevelHeaven, longer clutch actuation arm (you really want this!), V-Two Gear Gazer, and Dyna Coils. All original parts come with the bike, except for the Silentiums (they were typically tossed in the trash) and the wimpy 36mm Dellortos.Mechanically the bike is excellent. It’s starts easily, idles at about 1,500rpm (good for a 900SS with 40s and Contis), and pulls strong. The carbs and ignition are very well sorted. Inside, it’s had new rings and clutch some years back, refreshed pickup wires (they all need this eventually), and MBR collets on the last valve adjustment (totally worth it). Common for the period, the low dogs on the 1st gear slider were removed in it’s first year or so. Since I’ve owned this bike it’s entire life, I have (nearly all) the maintenance records from new, which are available on request.Motorcycle Classics did a nice feature article on this bike about 8 years ago: search “motorcycle classics moto-guzzi-le-mans-versus-ducati-900-ss”
Hit me with any questions. I have mixed feelings about selling this bike, but over the last 8 years it’s only been out once or twice a year, so time for someone else to enjoy it.
His asking price is $39,000 for this very nice example, although bidding is up to just over $15,000, with the reserve not met. The 900SS was produced in much greater numbers than the preceding “round case” 750SS, but values are still going through the roof for all bevel-drive Ducatis, and even the much-maligned 860GT has been increasing in price steadily in recent years. While the blue-and-silver paint on other examples may have a stronger link to Ducati’s racing success, you can’t argue with the black with gold striping seen here and, for all the grief Giorgetto Giugiaro got for his styling on the 860GT, he also designed that classic Ducati logo.
-tad
a blast from a simpler time…love that tachometer too
Gorgeous bike.