Ducati 900SL Superlight MKII

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Ducati 900SL Superlight MKII
Ducati 900SL Superlight MKII
Manufacturer Ducati
Production 1993
Engine Four stroke, 90°“L”twin cylinder, SOHC, desmodromic 2 valves per cylinder, belt driven
Compression ratio 9.2:1
Top speed 221.1 km/h / 137.3 mph
Ignition type Kokusan electronic inductive discharge
Sparkplug Champion RA6HC
Battery 12V 16Ah
Transmission 6 Speed
Suspension Front: 41 mm Showa fully adjustable inverted fork
Rear: Progressive type with adjustable Showa GD monoshock
Brakes Front: 2 x 320 mm discs
Rear: Single 245 mm disc
Front Tire 120/70-17
Rear Tire 170/60-17
Wheelbase 1410 mm / 55.5 in
Seat height 780mm / 30.7in
Weight 182 kg / 401 lbs (dry), 192.5 kg / 424 lbs (wet)
Fuel capacity 17.5 L / 4.6 US gal / 3.8 Imp gal
Manuals Service Manual
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It could reach a top speed of 221.1 km/h / 137.3 mph.

Engine[edit]

The engine was a Air cooled cooled Four stroke, 90°“L”twin cylinder, SOHC, desmodromic 2 valves per cylinder, belt driven. The engine featured a 9.2:1 compression ratio.

Drive[edit]

Power was moderated via the Dry, multiplate.

Chassis[edit]

It came with a 120/70-17 front tire and a 170/60-17 rear tire. Stopping was achieved via 2 x 320 mm discs in the front and a Single 245 mm disc in the rear. The front suspension was a 41 mm Showa fully adjustable inverted fork while the rear was equipped with a Progressive type with adjustable Showa GD monoshock. The 900SL Superlight MKII was fitted with a 17.5 L / 4.6 US gal / 3.8 Imp gal fuel tank. The bike weighed just 182 kg / 401 lbs. The wheelbase was 1410 mm / 55.5 in long.

Photos[edit]

Ducati 900SL Superlight MKII Ducati 900SL Superlight MKII Ducati 900SL Superlight MKII Ducati 900SL Superlight MKII Ducati 900SL Superlight MKII Ducati 900SL Superlight MKII

Overview[edit]

Ducati 900SL Superlight MKII











In 1992 Ducati unveiled the limited edition 900 Superlight following the success on the 1991 Supersport. The chassis and engine were from the 1992 Supersport but there were a few details that set the Superlight apart.These included a vented clutch cover, fully floating cast-iron front disc brakes, and larger diameter exhaust silencers (from the 888 SP4).

Each Superlight came with carbon fibre front mudguard & rear hugger, solo seat unit and a numbered plaque on the top triple clamp. This model in now commonly known as the MK1. 1992 models featured lightweight 17 inch Marvic/Akront composite wheels. Following on the from the success of the 1992 version, the Superlight specification was downgraded for 1993 which increased the weight of the bike (known as the MK II). The wheels were regular Brembo and the front discs were now stainless steel. The vented clutch cover disappeared.

The 1993 Superlights still came with the numbered plaque on the triple clamp. For 1994 the Superlight(MKIII) was upgraded with a return of the cast-iron disc brakes, upgraded front forks and a stronger aluminum swingarm along with other general differences that were shared with the standard 900ss. Only minor detail changes were made on the Superlight (MKIV) for 1995 and the Superlight (MKV) for 1996.

With the release of the new Supersport imminent , a Final Edition was offered in 1998. It was silver in color with black wheels with much of the specifications the same as the earlier Superlight. All the of the FE's came with a numbered plaque.


When Ducati began using carbon fiber on their bikes, they predictably used it on a limited edition, single-seat Ducati 900 Super Sport. Built from 1992 to 1996 as the Ducati 900 Superlight, the bike used the aforementioned carbon fiber material on a number of its components, particularly the mudguards and the clutch cover. Initially, the Italian bike maker wanted to build 500 models of the bike, but bumped that up to 900 pieces after incessant public demand. After the 900 Superlight enjoyed success in the market, Ducati built the Superlight II in 1993, replacing the composite wheels with Brembo units and adding a floating rear disc brakes setup. They also fitted in a powerful 904 cc V-twin SOHC Desmo engine that produced 73 horsepower and was mated to a six-speed transmission.


In launching the 900 Superlight in 1992. Ducati revealed a new-found ability to broaden its range with a new bike that was closely related to an existing model. The Superlight was a sportier version of the 900SS. the air/oil-cooled, two-valvcs-per-cylinder V-twin that offered a simpler and less expensive alternative to the Bologna firm's more powerful and exotic eight-valve superbikes.  Ducati hardly needed to produce another new model, because the 900SS itself had been successfully restyled and updated only the year before. But the Bologna firm saw the opportunity to create a significantly more sporty bike with little extra effort. Hence the arrival of the Superlight, complete with more aggressive image, reduced weight and no room for a pillion.  With the exception of a ventilated cover for its dry clutch the engine was unchanged.

That meant a 904cc. 90-degree. SOHC desmodromic V-twin, cooled by oil and air, and putting out a 73bhp at 7000rpm. (Ducati by now measured power in a more conservative way than in previous years.) Much of the chassis was also borrowed from the 900SS, including the steel ladder frame, Showa upside-down forks, and rear shock unit from the same Japanese firm. The Superlight got its name from its weight-reducing chassis modifications.

These included 17-inch Marvic wheels that combined aluminum rims with magnesium spokes and hubs. The front mudguard was made from carbon-fibre instead of plastic. The rest of the bodywork was shared with the 900SS, apart from the single-seat which, in conjunction with the removal of pillion footrests, allowed the twin tailpipes to be raised slightly.


Raw and racy feel


For many riders, one of the most appealing things about the oil/air-cooled Ducatis was the way in which they managed to retain so much of the older bevel-drive V-twins' raw feel despite ever-tightening regulations. When the Superlight's throttle was blipped at a standstill, the noise and feel left no doubt that this bike was a big V-twin. The view was suitably simple too: foam-mounted clocks, and multi-adjustable forks poking through an alloy top yoke. The single-seat's padding was thinner than that of the standard SS, but those bars were high enough to make the Superlight reasonably comfortable. Its dry weight was just 3881b (176kg), a reduction of 151b (7kg) on the SS, which helped make the bike manageable at slow speed despite its limited steering lock.  That light weight was partly due to the lean, basic nature of the engine, whose relatively modest peak output meant that the Superlight had a top speed of just under 140mph (225km/h). at least 10mph (16km/h) down on rival Japanese 750s. But the 900's combination of lightness and the way that power was produced allowed it to stay with all but the fastest opposition on the road. The motor was rough below 4000rpm but from then on produced storming mid-range torque that made the bike very easy to ride. Handling was as good as might have been expected of a light, moderately powerful bike with a rigid frame and high-quality suspension. Steering was effortless and neutral, giving the Ducati the feel of a middleweight. Its upside-down forks were well-sprung without being harsh, and gave a finely controlled ride. Despite its relative simplicity, the cantilever rear-end also worked well. And the Superlight's front brake was powerful and progressive thanks to big twin discs and new Brembo Gold Line calipers. The advantage of the Superlight's reduced weight was not dramatic, and in purely functional terms the bike offered only a slight edge over the 900SS. It was also considerably more expensive. But the Superlight was a worthy addition to Ducati"s range, providing even more of the raw, characterful performance and fine handling that had made the 900SS so popular.


Source of review: Fast Bikes by Roland Brown


Make Model Ducati 900 SL Superlight MKII
Year 1993
Engine Type Four stroke, 90°“L”twin cylinder, SOHC, desmodromic 2 valves per cylinder, belt driven
Displacement 904 cc / 55.2 cu in
Bore X Stroke 92 x 68 mm
Compression 9.2:1
Cooling System Air cooled
Induction Mikuni BDST 38-B67
Spark Plug Champion RA6HC
Ignition Kokusan electronic inductive discharge
Battery 12V 16Ah
Starting Electric
Max Power 57 kW / 78 hp @ 7000 rpm
Max Torque 84 Nm / 8.6 kgf-m / 62 ft-lb @ 6400 rpm
Clutch Dry, multiplate
Transmission 6 Speed
Primary Drive Ratio 2.000:1 (31/62)
Gear Ratios 1st 2.466 / 2nd 1.764 / 3rd 1.350 / 4th 1.091 / 5th 0.958 / 6th 0.857:1
Final Drive Ratio 2.466:1 (15/37)
Final Drive Chain
Front Suspension 41 mm Showa fully adjustable inverted fork
Front Wheel Travel 120 mm / 4.7 in
Rear Suspension Progressive type with adjustable Showa GD monoshock
Rear Wheel Travel 125 mm / 4.9 in
Front Brakes 2 x 320 mm discs
Rear Brakes Single 245 mm disc
Front Tire 120/70-17
Rear Tire 170/60-17
Dry Weight 182 kg / 401 lbs
Rake 25o
Trail 104 mm / 4.1 in
Dimensions Length: 2030 mm / 79.9 in Width: 730 mm / 28.7 in Height: 1125 mm / 44.3 in
Wheelbase 1410 mm / 55.5 in
Seat Height 780mm / 30.7in
Wet Weight 192.5 kg / 424 lbs
Fuel Capacity 17.5 L / 4.6 US gal / 3.8 Imp gal
Consumption Average 5.7 L/100 km / 17.5 km/l / 41.2 US mpg / 49.4 Impmpg
Braking 60 Km/h - 0 12.9 m / 42.3 ft
Braking 100 Km/h - 0 36.7 m / 120.4 ft
Standing ¼ Mile 11.5 sec / 186.8 km/h / 116.1 mph
Top Speed 221.1 km/h / 137.3 mph
Manual Bevelheaven.com

External Links[edit]