900ss By the Numbers
900SS by the Numbers
Testing a Stateside Supersport
EVEN TO THE UNTRAINED EYE, there's no mistaking the new Ducati 900 Supersport for its predecessor. Pierre Terblanchedesigner of the luscious Ducati Supermono-saw to this, giving the new 900 equally voluptuous styling that screams, "Look my way!" But arresting looks can only carry you so far, how does the new bike work?
The previous 900SS, introduced in 1991, offers a starting point for com parison. Having grown accustomed to the mildly sporting riding posture of the elder SS, like Egan I was somewhat surprised by the `99 model's more aggressive ergonomics. The new bike does, however, offer a practical alterna tive to the 916-a relationship the early `90s SS shared with its track-bred 851 sibling. Low bars aside, the new bike's smoother low-end power delivery and a notable increase in steering lock has effectively broadened its appeal for general street duty.
Up five ponies on last year's exam ple, the new SS feeds 75.5 bhp to the rear contact patch. Torque output remains nearly the same as before with 55 foot-pounds at 6000 rpm. Weighing-in at 424 pounds without fuel, the SS has gained 3 pounds in its mature state, while still retaining a lightweight status among the current crop of sporting Twins (see this issue's BMW Ri 100S tech panel for confirmation). The revised Brembo brake system brings that mass to a standstill in 127 feet from 60 mph, not an especially impressive figure, but as Peter noted, brake feel is now first-rate.
Engine updates include a reduction in crankshaft inertia; this along with its increased peak power output would suggest quicker quarter-mile acceleration. Such was the case, as the new bike's ii .62-second pass at 116 mph displaces the 11.87-sec ond/i li-mph showing of last year's 900SS. Likewise, the sleekly-sculpted fairing may have factored into the bike's improved top speed of 139 mph-3 mph up on the old SS.
Switching to electronic fuel injection was a good move. Crisp throttle response and smooth power delivery are displayed throughout the range. Unlike earlier Ducati EFI systems, the throttle return spring is now stiff enough to eliminate unwanted input while traveling on bumpy roads. Such refinement and detail abound.
While performance and handling have been markedly improved, the 900SS remains hard-pressed to keep pace with the latest liter-class Twins from Japan-the new Suzuki TL1000R outguns it by almost 45 horsepower. And at $10,995, the SS is a bargain only compared to the 916. But dedicat ed Ducati buyers seem to settle for no imitations. Bottom line? They'll like this bike. -Don Canet, Road Test Editor
