c.1976 Ducati 900SS

Ducati's second-generation v-twin engine - the 900cc 'square case' (actual capacity 864cc) - debuted in the 860GT of 1974 and the following year was used to power the new 900SS superbike. The latter was styled like the original 750SS that had been developed from Paul Smart's 1972 Imola winner. (The 750SS continued in this new 'square case' guise, though almost all of these smaller, second-generation models were destined for the Italian market). More than just a simple over-bore, the 'square case' engine incorporated a new camshaft drive arrangement, improved oil pump, cartridge-type oil filter and electronic ignition. In addition, the gear change was moved to the left-hand side and the frame altered to provide chain adjustment at the swinging-arm pivot.

As had been the case with the original 750SS, desmodromic valve gear distinguished the new sports roadster from its tourer counterpart. "Like the tamer valve spring version of the engine in the 900GTS it is uncannily smooth, while possessing a much more dramatically punchy power output than the soft touring motor," reported Bike magazine in October 1977. Breathing through gaping 40mm Dell'Orto carburettors, the 900SS engine produced 70bhp at 7,500rpm, an output good enough for a top speed of 135mph. The 900SS's competition heritage was obvious on the road: "While other flash Italian bikes are basically roadsters dressed up and pretending to be racers, this is the real thing," declared Bike.

First registered in Glasgow in December 1978, this 900SS has covered only some 200-or-so miles since a full 'ground upwards' restoration by the vendor in 2024. The engine rebuild included aqua-blasting the crankcases, barrels and cylinder heads; a crankshaft rebuild by Godden Engineering with 38mm stepped crankpin; new Omega pistons; new gearbox bearings and 'super finished' gears; carburettors cleaned, rebuilt and fitted with air filters; and new Silent Hektik electronic ignition fitted. It should be noted that since the rebuild the machine has only been run with air filters/chokes fitted to the carburettors; a set of alternative bell-mouths and jets is included in the sale should the fortunate next owner wish to revert to the standard arrangement.

The chassis was shot-blasted, primed, painted with two-pack and lacquered, while new glassfibre bodywork was finished in the same way. The forks, shock absorbers and brakes were refurbished; stainless steel brake hoses being fitted and the calipers refinished in Cerakote and rebuilt with new pistons and seals. The wheels were rebuilt with new rims, bearings and stainless steel spokes.

The instruments were fully refurbished and installed in a new mount, while the electrics were completely rewired and fitted with a modern regulator, switch gear, headlight and battery. A wiring diagram reflecting the current LH/RH switch gear operation is included. Other notable features include new Conti exhaust downpipes and silencers; a new chain and sprockets; and new tyres. Castrol GP50 oil has been used. Still requiring to be run in, the machine is offered with old/current V5/V5C registration documents; Power Block ignition assembly instructions and a copy of the 750SS & 900SS workshop manual.
Offered with key