900SS-SP restoration story - Page 5 - Ducati.ms - The Ultimate Ducati Forum
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post #41 of 112 (permalink) Old May 27th, 2017, 2:57 am
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I bought a museum quality 900SS 1991 model with history and thrash the hell out of it the way it was meant to be rode. Yeah, FCR's are on it now and there are no regrets. In 16 months I have 5 trackdays and 10,000 miles of sex with my leathers on. This is what the SuperSport was for, not some living room decoration or some punters investment oppty.

Your opinion may vary of course, which I would respect only once you take on a track day with me. But you would have to take the bike off the coffee table to do that, wouldn't you?
(edit)
Maybe this was a bit over the top - my apologies OP and others on this thread.

But sure, if you have the witherall to hold pristine examples of significant bikes that are never ridden - fine. It's like art at the Louvre. But, I gotta know you have others you ride otherwise I feel you are cheating the world of riders that can really enjoy the bike. I dunno, but maybe governments going to outlaw combustion engines in my lifetime and I say throw your leg across it while you still can. I mean, I cannot ride my SuperSport in Paris to visit the Louvre with a hot French girl now, it is illegal and this is only the start of similar laws. Realistically, I think my bike could be impounded in California today, and this is a factor in planning my trip to see friends in Humboldt. // end rant//

1991 900SS
1995 900SS SP #746

Last edited by RockAZ; May 27th, 2017 at 3:45 am.
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post #42 of 112 (permalink) Old May 27th, 2017, 8:07 am
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That is a classic "cracked frame" since you are going through the bike you might as well finish it off. You can get the crack welded up by a good welder and you should be fine after that, I have never seen one properly repaired re-crack. By the tank mount it must be either a early attempt 96 where they changed the style of tank mount but not the process and they still cracked.

More work but it will be worth it once fixed and a fresh coat of powder applied.
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post #43 of 112 (permalink) Old May 27th, 2017, 9:55 am
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The refreshed gauges look great! From what I've read, these gauges are supposed to be difficult to disassemble. Your shop didn't seem to have any problems, though. Are they open to more work? If so, can you share the name?

1998 SS FE #194
2005 749R #362
2006 999 S
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post #44 of 112 (permalink) Old May 27th, 2017, 10:21 am
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Quote:
Originally Posted by ducvet View Post
Then I wonder where some of us will go who made a career out of changing them, is hot rodding /modifying saving or creating zombie bikes ...lol
Are we better do have clapped out beat donor bikes left for parts or restoration or nice but not going back to stock bikes. Walt Siegl has sent a few to such a place and I fear there may be a ducati chopper or ATV out there somewhere.
Lol. Yup - saw an article recently about a shop that built a MX sidecar out of an ST4. The thing looked quite a beast. Ahh, yup here...


http://www.bikeexif.com/ducati-sidecarcross - for the article.
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'95 900 Superlight IV #064

Mods are: K&N filter, airbox lid on with rubber trumpets removed, MBP collets, full SMI (SilMoto Italia) spaghetti exhaust with 'open' carbon cans, 41mm FCR's - #182 mains!, Barnett alloy clutch basket, Oberon slave cylinder, Ohlins fork springs, Ohlins rear shock, Verlicchi swingarm.

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post #45 of 112 (permalink) Old May 27th, 2017, 10:46 am
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That is a classic "cracked frame" ...

More work but it will be worth it once fixed and a fresh coat of powder applied.
Indeed it is - better check the swingarm welds too!!!
For originality better to paint rather than powder though no??
Also what about the frame stickers - can these be had / re-manufactured??

1997 900SS; 1997 916SPS (#296); 2001 996R (Unnumbered)
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post #46 of 112 (permalink) Old May 27th, 2017, 11:34 pm Thread Starter
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Cylinder heads

Next is the cylinder head reconditioning. The heads arrived back from the machine shop nice and clean from the soda blasting.

The shop checked the guides and recut the valves. They said it all looked good. I do my own valve seat cutting with a motorized Neway cutter. The seats were cut and the valves lapped in.

Assembling the heads is always a bit of a chore. New bearings/seals went into the head for the cams. The rocker arms needed some fiddling to get centered with the correct shims. Next, the usual valve adjustment dance began with forays out to get the seemingly always missing valve adjustment shim. It doesn't seem to matter how many shims I have!

In the end, the heads are now ready to install. It is so much easier and nicer to do the valve adjustment on the bench.

On to the bottom end of the engine.
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Old & Slow; 2001 748, 1997 916, WSM Leggero, 1999 900SS track bike, 2002 998 track bike, Bimota SB6
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post #47 of 112 (permalink) Old May 29th, 2017, 12:44 pm Thread Starter
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Bottom end work

Because the cases were split, the crank pre-load had to be checked/reset. This is always a case of check the end float without one of the shims and then calculate the needed preload. After some fiddling and searching through my shim stash, I came up with 0.15mm of preload on the crank bearings.

I also installed the new (used) transmission and set the end float on the gear shafts and the shift drum. Again a fiddly job requiring much busy work installing and removing the crankcase halves, torqueing bolts, changing shims and re-measuring.

When all this was done, I could apply the magic Ducati supplied goo to the cases and seal them up.
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Old & Slow; 2001 748, 1997 916, WSM Leggero, 1999 900SS track bike, 2002 998 track bike, Bimota SB6
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post #48 of 112 (permalink) Old May 29th, 2017, 4:51 pm
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looking good...
Funny I saw that side hack at the quail lodge moto show a few weeks ago.
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97 900SS/SP, Yellow, FCR41, Ohlins rear, Alcon 6 piston, Termi Duals, Ca-C Coils.
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post #49 of 112 (permalink) Old May 30th, 2017, 9:28 pm Thread Starter
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Finalizing the crankcase work

My biggest fear after closing the crankcase is that there might be some issue with the shifting. It is one of those 'wakeup in the middle of night with cold sweats' kind of thought.

Subsequently, I check and recheck the shifting action. With the crankcase together, I test shift the trans up and down. In this case, I renewed the broken spring on the shifter arm. One has to wonder how it shifted before; not well, I'm sure.

After the shifter was squared away, I did the usual install of the flywheel/alternator components. The ignition triggers were set with the proper gap and then the cover was installed.

On the primary gear side of the engine, I used the special Ducati tool to install the crank nut holding the primary drive gear. The clutch gear and oil pump went on next. Finally, the cover was installed.

Additionally, the cam drive sprocket was installed with a new nut (Ducati says to never re-use the locknuts).

The engine stand came with a spare engine I bought a while ago. It was bare steel that I had powder coated. It has been very handy and stable for working on the engine.

The top end is next.
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Old & Slow; 2001 748, 1997 916, WSM Leggero, 1999 900SS track bike, 2002 998 track bike, Bimota SB6
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post #50 of 112 (permalink) Old May 31st, 2017, 11:33 pm Thread Starter
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As the famous saying goes, "assembly is the reverse of disassembly". If only it was that easy!

Installing the pistons in the cylinders, adding a base gasket, O-rings and sealer, putting the pin and circlip into the piston without making a mess of it or dropping a part into the crankcase is a real pain.

Previously, I had done a trial assembly to check the deck height (1.0 to 1.1 mm) so it was good to go. The goal here wasn't to make a racing engine, but a nice representative stock engine.

In contrast, adding the heads was a piece of cake. Putting on the tensioners and belts was a little bit more effort, but it turned out well.

After installing the oil drain-back hoses (new crush washers), the engine was starting to look done.
The plan was to keep a nice patina on the engine, but I did squirt some additional black paint on the cylinders while they were off. The rest of the engine is as is after a big cleaning except the heads which were soda blasted. I'm not trying to create the Mona Lisa here, just a clean stock look.
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Old & Slow; 2001 748, 1997 916, WSM Leggero, 1999 900SS track bike, 2002 998 track bike, Bimota SB6
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