Ducati 900SS (1998-2002) - Review & Buying Guide

The 900SS is one of Ducati’s longest running and most significant sports bikes. First introduced in 1975 as the 900 Super Sport, a larger stablemate to the limited production 750. Early 900s were powered by an 864cc ‘square-case’ L-twin, sported race style single seats and sleek half fairings, and were part of Ducati’s range until 1981.

The 900 Supersport was reborn in 1988 as a simple, fully-faired, yet effective air/oil-cooled sports bike, before being restyled for 1991 into the familiar and popular ’90s SS models – available as both half and fully faired options. That model spawned the flashier, higher spec Superlight, as well as a range of spin-offs in 400, 600, and 750cc form.

Then for 1998 the 900SS was again reworked, this time by Pierre Terblanche. The South African designer’s interpretation of a much loved Ducati standard divided opinion due to its generous and numerous curves – a far cry from the previous model’s simple yet beautiful lines. Behind the bodywork Terblanche’s SS remained true to the family name, using the same frame and engine as before, although the suspension was improved to reflect the bike’s fresh, more modern makeover, and the motor was given fuel injection in place of the previous model’s carbs.

The '98 update remained in Ducati’s range for five years, receiving technical updates along the way before eventually morphing into the slightly meatier 1000SS in 2003. Two decades on, the 900SS is still a brilliant gateway model into Ducati ownership. Oozing character, yet easy and affordable to maintain, with a balance of grunty performance and light handling that’s perfectly suited to road riding and even the odd trackday. Best of all, however, is price. With a 900SS you can own a thoroughbred Ducati, and enjoy all of the mystique and heritage that goes with the name, for around the same cost as a Japanese superbike of equivalent age.

No wonder they’re still popular…

Pros & Cons

1998 Ducati 900SS - Prices

Rough £1700-£2300 / Tidy £2800-£4200 / Mint £4500-£4800 

1998 Ducati 900SS
All new 900SS, styled by South African designer Pierre Terblanche. Fuel injected air/oil-cooled SOHC 90° L-twin engine. Brembo brakes, Showa suspension, full fairing. Claimed 80bhp, 183kg. Colours: red, yellow 

1999 Ducati 900SS
Now available in both half and fully faired variants. No other changes. Colours: red, yellow 

2000 Ducati 900SS
Handlebars mounted 12mm higher to aid long distance comfort. Frame and wheels now with a gun metal finish. New sidestand. Colours: red, yellow, gun metal, black 

2001 Ducati 900SS
Final year of production saw several updates, including a new swingarm, Öhlins shock, and six-spoke wheels. Colours: red, yellow, gun metal, black 

2001 Ducati 900S
A return to the older, lower spec, and produced in half-faired spec only. Three-spoke wheels, Showa suspension, matt black paint finish.

1998 Ducati 900SS - Engine & Performance

Ducati’s 904cc L-twin is a brilliant powerplant. Derived from the first 851 engine, but simplified with two-valves-per-cylinder and air/oil-cooling rather than liquid, it’s a unit that’s powered some of Bologna’s most important models of the modern era – the M900 Monster and 900SS amongst them.

The strength of this motor is not numbers – 80bhp and 57lb.ft are fairly modest outputs for the capacity – but rather in the way it responds, feels and delivers what’s on offer. The unit’s low and midrange grunt make road riding a joy; it’ll rev out beyond 8500rpm but there’s really little need to given that most of its thrust is to be found below 7K.

By the time the Terblanche models came online most of the engine’s initial gremlins were a distant memory. Early ’90s SSs had a reputation for snapping cylinder studs (caused by poor metallurgy) and was addressed by Ducati by the mid-’90s as a result. The dry clutch can become grabby when hot, but apart from that and the need to replace timing belts every two years – the improved quality of modern timing belts has, some mechanics claim, allowed belt changes to extend to three years – and new oil/filter every 6000 miles (sooner on an old engine is good practice; make it annually if possible) the unit should be bulletproof.

The major difference between the pre-’98 bikes and the following model is the change from carbs to fuel-injection – a move aimed more at cleaner, more efficient running than a significant boost in performance. Like its chassis, the 900SS’s engine is a perfect example of less is more. There’s no need for liquid-cooling, multi-valve heads, or electronics. This motor’s usp is its sheer simplicity, ease of use and the depth or soul and character it exudes as a result.

1998 Ducati 900SS - Handling & Suspension

The tubular steel lattice frame is the same proven unit from the 1991-1997 models; light, stiff and a fine transmitter of feel. Differences lie in the suspension, however, with a pair of 43mm Showa upside-down forks up front and a Showa monoshock at the rear, mounted in cantilever style atop the box-section aluminium swingarm’s top brace. Both forks and shock are fully adjustable. While the suspension is Japanese, the wheels and brakes are all-Italian; lightweight three-spoke Brembo wheels with discs and calipers wearing the same name. Braking feel and performance should be excellent if the pads, calipers and rotors are in fine fettle.

There wasn’t much wrong with the previous model’s handling – steering is light, turn-in is accurate, and stability is solid – but the earlier bike’s ride quality lacked finesse. The Terblanche era 900 offers a plusher ride through its Showa damping, but it’s likely that any bikes still knocking about on original fork springs and shock will by now be in need of an overhaul. Quality aftermarket shocks and springs are aplenty and well worth investing in if the job’s not been done already.

Overall, the 900SS strikes an excellent balance between the agility and feel of a sports bike, but with the comfort and ease of a sports tourer; the bars and pegs aren’t set more for comfort than attack, and even the seat’s generously padded enough for 150 miles between stops. With a 16-litre tank that’s about as far as you’ll get from brimmed to dry.

Chassis update during the bike’s five-year run include a new sidestand and higher bars for 2000, and a standard fitment Öhlins shock plus revised swingarm for 2001.

1998 Ducati 900SS - What to look for

Cylinder head studs
Snapped cylinder studs are more of an issue for pre-’98 models, but it’s worth enquiring with a seller if they’ve ever experienced the issue with a bike you’re looking to buy. If they have and one or maybe two studs have sheared and required replacement, there’s a chance the other studs with need replacing.

Starter clutch
An issue with many a big-pistoned engine. Attempting to start a 900SS on a low of failing battery can cause the starter (sprag) clutch to kickback and damage its internals. Replacement is easier than on, say, a Triumph. Remove the left side case for access. A replacement starter clutch can be had for around £250.

Fuel filter
Located inside the tank, the fuel filter can become blocked over time – modern ethanol rich fuel doesn’t help. If your 900SS struggles to start or normal running performance feels less healthy than it should check the filter. Likewise, it’s worth replacing the filter on bikes that have stood for a long period of time.

Sidestand switch
If your 900SS won’t start check the side stand switch. The switch can become corroded – it’s positioned in the path of water and crud thrown up by the wheels – and when it does it fools the ECU into thinking that the stand is still down even when it’s up. The cure is to strip and thoroughly clean the switch.

Electrics
If you starting/running issues aren’t due to side stand switch corrosion, inspect the fuel injection and ignition relays (positioned under the tank). Water can find its way into these switches over time, causing corrosion. Again, a thorough strip and clean should sort the issue. Corrosion within the throttle position sensor can lead to misfires – a fairly common problem.

Valve clearances
Need to be inspected and adjusted, if necessary, every 6000 miles. This coincides with oil change; belt changes are recommended every two years or 12,000 miles.

Suspension
The 900SS’s Showa suspension is fully adjustable at both ends and a good match for the bike’s performance and chassis, but even the newest used example is going to be over 20 years old by now so a refresh will be on the cards if it’s not been seen to already. If it hasn’t been done, factor this cost (upwards of £700 for both ends) into any price negotiation.

1998 Ducati 900SS - Rivals

2000 Aprilia SL1000 Falco - Sports tourer built around the Rotax developed V-twin engine from Aprilia’s RSV1000 Mille superbike. Funky box-section aluminium lattice frame gives the Falco the handling of a sports bike, while its more relaxed riding position gives it the comfort to tour. Much underrated and a slow seller at the time, but much better than its lack of popularity might suggest. More powerful and sophisticated than the 900SS.

1998 Laverda 750S - Laverda entered the sports bike market in the mid-90s with the air-cooled 650 and 668 twins, which offered great handling but lacked punch. The restyled, half-faired 750S uses a more powerful liquid-cooled engine – putting it above the 900SS in terms of performance. A great bike let down by reliability niggles and a less comprehensive spares back up than Ducati. Engaging and rewarding to ride, but you’ll need to be handy with the spanners to keep one sweet.

1998 Yamaha TRX850 - Japan’s answer to the 900S uses a reworked TDM850 motor – which is characterful, reliable and packs enough stomp to make the TRX something of a cult model. Easy to work on and upgrade, a TRX is a great buy for someone looking for a big twin experience who isn’t bothered by what badge is on the tank. Japanese market model with Brembo calipers and red frame is the best looker.

Aprilia SL1000 Falco, 2000 | Approx Price: £1700-£3500

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Power/Torque

118bhp / 70.5lb/ft

Weight

190kg

Laverda 750S, 1998 | Approx Price: £3200-£4500

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Power/Torque

92bhp / 55lb-ft

Weight

185kg

Yamaha TRX850, 1998 | Approx Price: £1800-£3000

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Power/Torque

80bhp / 61lb-ft

Weight

190kg

1998 Ducati 900SS - Verdict

The 900SS remains a charming, engaging sports bike without the punishing ergonomics of a race rep, the price tag of exotica, or the required commitment of a pukka superbike. For road riding this modern classic Ducati remains an excellent choice, made all the more tempting by the affordability of even mint condition models falling below £5000. Furthermore, Terblanche’s once controversial styling has improved with age, its modernity giving the bike a far more current appearance than the previous model. A great first Ducati.

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1998 Ducati 900SS- Technical Specification