IIRC, NH to CA was $600. About 6 or 8 years ago.

Great synopsis on the model, Noah930. The only part I understand differently was the introduction of the SP and CR designations. My understanding is that the bikes that preceded this split were all essentially SP specification. The CR version was introduced as a somewhat more affordable, de-spec'ed version. I think this was in '94.

And yes, the '91 and on are essentially "Passo" motors with the belt driven cams, rather than the shaft driven cams of the earlier models. The '91 through '98 are considered the classic Super Sports, at least of the Passo generation. The earlier oval case, bevel drive 750 is, of course, the all-time most desirable, at least from a collectors' standpoint. Good ones reportedly fetch six figures these days.

We are, however, talking "riders", not "collectables". The '91 and on Super Sports are widely regarded as one of the best Ducatis of all time from a rider's point of view. There is just a synergy about them, where the whole is very much more than the sum of the parts. One of those intangibles where everything somehow came together. Most of us who have one will never let them go. HardDrive found out the hard way, and wound up soon getting another after he was foolish enough to sell his. ;)

To answer the 916 question, yes, it is a Ducati "Super Bike", as opposed to "Super Sport". Their Super Bike line, from the 851 to the 916, 996, 998, 999, 1098, 1198, and now the various Panigales, are all very hard-edged sport bikes. They share similar riding positions. Eminently suited to jockey sized riders on race tracks, but very hard on us normally proportioned guys on the street. Even the younger, smaller, more flexible and nimble riders I know who have bought them soon sold them. Fantastic bikes - don't get me wrong - but very narrowly purposed.

The frames were prone to cracking up front. Most were replaced under warranty, but it's just something to look out for. Front suspension was way undersprung unless you are a jockey. I had a '96 900 ss/sp and never should have sold it.

Thanks everyone!

I actually connected with an old friend because of this thread :)

That is pretty cool!

The aluminum swingarms, too (though no one says they'd prefer a steel one over alum).

Ducati is a wonderful bike provided you know a good mechanic who can set the valves properly. That and never skimp on the belt replacement.

A really cheap alternative (with a tiny fuel tank unfortunately) is the Honda VTR1000. Nice fat torquey motor. SV1000 is terrific as well.

I thought so as well Shaun.

Would be going to look at one if we did not get 10 inches of snow last night through today.

Will definitely come back and update this thread.

If you are dead-set on an older SS, then there are a few thing you can do to help. First option might be to find a decent/custom aftermarket seat with "tall" padding (Corbin/Sargent, etc.).
You can also retrofit a newer (height-adjustable) rear shock, and raise the front forks in the triple accordingly. Not much room/clearance for a major height adjustment, but it should help a bit.

Or, you can broaden your search to include the newer variants, and/or newer models like the Hyper or the Streetfighter, which will have a +/- 3" higher seat height right out of the box.
(the Hyper being the highest, and arguably most fun)

YMMV...

One simple mod that made a big difference for me. One other consideration about SP vs CR. Engine/maintenance access doesn’t require Tupperware removal on CR. Ultimately, best to get whichever version you can find in the best original condition possible.

http://forums.pelicanparts.com/uploa...1587080842.jpg

I found, that for a sport bike, the 900 SS has a fairly relaxed riding position. And with the exception of adjusting the valves, maintenance is pretty straightforward. Although from personal experience and talking with others, they really don’t need much adjustment after the first 10,000 miles. But I imagine Jeff, with the miles he has on his, may have had to replace a few shims here and there.

I've actually only had to replace shims three or four times, and never on all of the valves at once. I do check clearances every year, but most years that is all I have to do. The happy little secret is that once these motors have broken in, there is very, very little valvetrain wear.

True. Because the bike can easily get the front wheel pointed to the heavens. I am shocked my frame does not have a cracks, because I have scared the crap out of myself going up steep Seattle hills in low gear, nearly flipping backwards, and mashing the brake to get the nose down, rather abruptly.

Note: I never made any claims about being a sane or skilled pilot.

Surprised to read that. It's certainly not a hyper-powered crotch rocket by any standards. I've ridden it pretty aggressively, but have never lifted the front tire abruptly...maybe a few inches with soft touchdown if at all. The sound of those two carbs sucking air as you roar past 6k rpm' is intoxicating.

I find it a very nice balance that's easy to have fun with while also easy to control in the absence of nanny gadgets. A bit rough around the edges with incredible handling and brakes. Just a very well balanced formula. And of course, easy on the eyes.

Yes, these are known for having cracked frame tubes around their steering heads. The culprit does seen to be poorly landed wheelies, rather than just some sort of long-term fatigue. I was lucky in that I am only the second owner on mine, and it was definitely "adult owned" before it was my turn. The guy I bought it from was in his mid 70's. Not the kind of guy to have been standing on the seat in the fast lane with the front wheel three feet in the air.

My experiences mimic Mike's - I've ridden mine pretty darn hard, and it's never surprised me with an unexpected wheelie. Granted, it's pretty easy to make it do one, but I'm really not good enough at it to want to try it all that often. Maybe just a short power wheelie, with the wheel just a few inches off the ground, going into second or third gear. Most of the time I don't even know I did it. A riding buddy will tell me when we stop for coffee or something.

And yes - the sound of those carbs under an opened up air box. Just intoxicating. They sound like they're gonna suck yer face off...

Early models yes but my '12 holds valve clearance very well.Of course I rarely red line her.

I have pulled wheelies in the dirt but I like my skin attached to my body too much do that on the hard asphalt or concrete.

I don’t know about all of them, but the early 900SS that I worked on in my brief stint as a Ducati mechanic were known the be tall geared. I took a customer’s out for a ride after a valve adjustment and was quite surprised when I got on the throttle hard and it stood straight up. Turns out the owner had put a little larger rear sprocket on. One of my more exciting and memorable test rides!

Ducati geared them really tall to pass noise requirements. Stock gearing is 15/37, which renders sixth gear all but useless even on 70 mph freeways. Most guys drop to 15/39. Mine is currently running 15/40, but I'll probably go back to 15/39 on my next set of sprockets and chain.

I seem to recall that guys on the Ducati forums were saying that stock bikes actually have a higher top speed in fifth gear. They just don't have the power to pull sixth up well enough into the fat part of the power band to allow them to keep pulling. Apparently, the 15/39 raises top speed over the 15/37 with unmodified motors. Mine has never had a 15/37 set on it, so I can't say, but it does redline sixth with the 15/39 pretty easily. The 15/40 even more so. Still far, far faster than I really ever want to go on a motorcycle, but, you know - we do kinda have to try... at least once...

It seems to be a Ducati thing to gear them super long. IMO most sport bikes can benefit from going down one tooth on the front.