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Discussion Starter #1
I'm looking at buying a used 1999 900SS with 13k miles and have a few questions about the bike since I am new to Ducati's:

- Is the 900 fuel injected on the 1999 super sports?
- The bike I'm looking at comes with a 180 size rear tire. Is this the stock size for the bike?
- Is this a good year for that bike? What are the pros and cons of this year?
- Are these bikes reliable?
Finally, what does the 12k service consist of and how much does it cost?
 

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Yes a 99 is a fuel injected model hence the 900SSie tag.
The very last carby models came out in 98 with the first of the ie in 98 also.
The guys I know who have them are fairly happy with them.
They should be as reliable as any other.
 

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A 170 section rear tire is the standard fitment for that model. You don't need/want to go larger, as it will slow down the entry into corners.

Both my brother and I have 1999 900SSs, bought them new, have over 18k miles on each and have had no problems.
 

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2000 M900Sie, 2003 Aprilia RSV Mille-R, 2x 1981Guzzi Monzas, IWL Pity, Piaggio Hexagon, PX Vespa
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I have a 99 also! no major problems in 30K (kilometers)

though damp seems to have found its way in to the Loom connectors turning everything furry and green. Worth a peek!

Chris
 

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Discussion Starter #5
If 170 is the stock size then why would someone want to put a 180 size tire on the back? I checked the rear tire and it was definately a 180. Is there any benefit whatsoever to having a larger tire?
 

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Discussion Starter #6
Something else I forgot to mention. There was a small Filter on top of the engine with K&N on it. It did not look like an air or oil type filter. Anyone know what this is? Also, the dealer claims to have all of the maintenance records for the bike. What should I look for that might have been modified (ex. non stock such as chips, jet kits, etc.) for this bike?
 

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No benefit at all

to the 180. When I bought my bike (used) it had a 190 on it and no inner fender (tire didn't fit inside). Well, that tire SUCKED! The huge oversize for the rim width caused a radical dropoff in tire profile the last inch or so of tread towards the sidewall. This caused the bike to rapidly "drop in" the last bit when leaned over, and only the rear end...it was quite unsettling...I thought it was stepping out... Anyways, went to a 180 after that and then 170. The 170 is the best choice IMO...People put wider tires on thinking it "looks cool" or has a bigger contact patch. It does have a minimally larger patch, but not enough to justify the slower turn in. The 99 900ss is a VERY stable machine...in fact you have to "hold it in" a tight turn so it doesn't stand up on it's own.
As for the filter, it's a case breather. A common "upgrade" and means some other "emissions stuff" has also been stripped. Not necesarily all of it, but at least the vent can under the seat. FWIW, I pulled all of it off my bike.
 

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ddicosmo said:
If 170 is the stock size then why would someone want to put a 180 size tire on the back? I checked the rear tire and it was definately a 180. Is there any benefit whatsoever to having a larger tire?
170 is standard, BUT, the rear wheel is large enough to accommodate a 180 very well without any ill handling effects. The type/make/profile of the tyre has a great deal to do with the handling characteristics. A "dropping-in" sensation when leaning the bike can possibly be attributed to a V profiled tyre. That is, when you look at the cross section of the tyre it looks like a V. If your tyre had more of a U shaped cross section there wouldn't be a pronounced "dropping-in" sensation. Also if you are finding that the bike is wanting to stand up in corners you may want to look at your suspension settings, I've never experienced that kind of handling. :)

By having a larger tyre there is a greater contact patch with the road, most importantly when cornering. A 180 U shaped tyre will also have a larger contact patch on the shoulder of the tyre, ie, used when cornering. try a Pirelli Diablo Supercorsa rear in 180, don't forget it may pay to get a new front tyre while you're forking out the cash, just to avoid any weird handling due to a mis-match in tyre shapes.
 

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This larger tire thing is mostly cosmetic, as the 170 rear will transfer all the power to the ground the 900 has to offer. The factory had a pretty good idea of the tire requirements when they spec'd the 170 for the SS.

Let's see, replace the alloy wheels with mag, then install a heavier, larger rear tire. Huh?
 

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rz33v4 said:
This larger tire thing is mostly cosmetic, as the 170 rear will transfer all the power to the ground the 900 has to offer. The factory had a pretty good idea of the tire requirements when they spec'd the 170 for the SS.

Let's see, replace the alloy wheels with mag, then install a heavier, larger rear tire. Huh?
The point is it won't do any harm to the bike or it's handling. ;)
 

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Satansfist said:
The point is it won't do any harm to the bike or it's handling. ;)
Hey Satansfist is right on!

The 5.5 rear rim is the same size as on the 996 and 999. A 180 works well for someone who can use the extra rubber. Period!
It will come in handy when driving out of a turn under full throttle. The 2 valve motor makes a bunch of torque down low and if you plan on staying with other bikes you better be quick on the throttle exiting out of the turns!

Cause you sure as hell are not going to pull them down the straights. I'm mounting a set Marvic Mags on my 1999 SSie with a 5.75 rear wheel. A 180 fits nice! My motor will make around 115-125 rwhp so a bigger contact patch will be welcomed.

As far as turn in goes, a 6.0 rear wheel with a 190 will work just fine as far as turn in goes on my 996! It's all about ride height!

So one can make anything work as long as you know setup and what it takes to get the proper numbers out of the frame.

With the SS frames an adjustable length rear shock works wonders!
 

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I'd always go for the smaller tire, althought the bigger one "fits". Had the larger of the two on both my 916 and my old GSXR-750, and when I switched to the smaller tire handling improved dramatically. Turn-ins are smoother, the bike leans further, and the set-up seems more neutral.

I did note that bikes with more HP actually burn up tires faster. On my two-stroke, the tires lasted forever. Big bikes eat them up fast, especially if you're aggressive on your throttle. So riding style is a big factor.

Best advice: try both tires... just the same as you can try diffent sprockets and entirely different ride set-ups. Certain ones work better for certain people. Well, I guess that's the whole fun of it.

Cheers!
 

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Pinocchio said:
Hey Satansfist is right on!

A 180 fits nice! My motor will make around 115-125 rwhp so a bigger contact patch will be welcomed.
115-125 rwhp!! I'm impressed!! What mods did you do?
 

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115-125 RWHP? You must have a 1200 kit and cams? I've never heard of such big numbers on a two-valve air-cooled Ducati.

With the FI engine, a 944 kit, ported heads plus the normal K&N filter and less-restrictive mufflers mine makes 95 RWHP.
 

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It's will have some ceramic coated 966 slugs and some very specail MBP heads. A lot of rewelding and port combution chamber redesign. Arc Exhaust system to flow everything out. Most important! Doug Lofgren tweaking the fueling system. The stock Red Heads from MBP will give you 104 rwhp with stock cams and stock exhaust system with slip-ons! Oh yeah, and a 944 kit.

Hell anybody can do this stuff!
 

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Pinocchio said:
The stock Red Heads from MBP will give you 104 rwhp with stock cams and stock exhaust system with slip-ons! Oh yeah, and a 944 kit.

Hell anybody can do this stuff!
Sorry I gotta call BS! Guys "Testarosso" Heads dont come with stock cams. That and a stock exhaust will not get you 104hp

If you are referencing Chris Kellys bike thats a 966 (95mm pistons) with 41mm Flatside Carbs and a set of ST2 cams
 

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I stand corrected that motor did have the 966 slugs, it still used the oem exhaust system with slip ons though.

The EFI bikes have some very nice cams from the factory as well as 45mm throttle bodies vs the 41 FCRs. No AirBox for me as I'll be running some Pipercross pod filters. It will all exit through and under the seat! See Picture.

The piston pictures 1. 996 slug designed by Doug Lofgren and machined by JE 12.5:1 (upper left). 2. A 996 Omega Racing Slug 13.0 :1 (upper right)
3. At the bottom a ceramic coated, dry lubed skirt, 966 piston that is going into my two valve motor! This is going to be one very slick piston as well as it reflecting heat back into the combustion chamber.

The heads that Guy did for me make this stuff look like it was all purchased at Wal-mart! The dyno charts show the 104 hp motor falling off at 8 grand with the Airbox, 41 FCR, and Exhaust system restricting the airflow of the motor. The design of my motor should flow well beyond the 8 grand ceiling of the 104 motor, no problem. There is still a ton of other areas of the motor that have been refined as well. This bike should be stupid quick!
 

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You dont have to convince me about Doug. He's been tuning my bikes for almost 10 years now. I now live out in Calif. and see Chris Kelly and Pongo on a pretty much regular basis. So I am more tham familiar with what both have done.
 
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