Hi everyone, Seeing as this is a new board, I thought I'd stick my dear old first lady (other than mama) on it for you to cast your eye over. It's been up on the PB forums, and here's the gathering of all the notes on that thread - I hope you enjoy. She's nowt special in the scheme of some of the money you see on some forums - but she's mine and that's all that matters s'there! I've got a 1994 Ducati 900ss Supersport. In 1999 I had an accident, I fell off the bike doing an advance rider course of all things, and some woman came the other way and ran clean over the top of me in her clio - which resulted in me spending three months learning to walk again, and six months before I could swing a leg over the bike. The bike was scrap. I bought the scrap off the insurance company for 500 quid, and with the rest of the insurance money did pilgrimage to the hallowed halls that were Baines Racing at Silverstone and let them work their magic. I couldn't afford an 888, and at the time 748 SPS's were hen's teeth, and the truth was, I really liked the bike (sentimental I know - soz!) Because of a fairing cradle which didn't materialise from Italy, the bike took a year to get back to me, which was good as I was still recovering throughout that year. John and Goeff were great, and really tried to keep the costs down where they could - Top blokes. Baines did the following work: Lightened flywheel and head porting and gas flowing Floating calliper conversion and cast iron SL discs Additional oil cooler Fit Keihin 41mm Flatslide carbs Fit my Termignoni Full Spaghetti System (I'd got a tip off from a relative who knew a man at Termignoni! This was lying around for years in their warehouse collecting dust - from what I understand they never really produced them as an off the shelf item as they were so pricey. Cost new 1600+vat, I got it for less than a quarter of that with some good old haggling!) Lightweight clutch basket and hub Elliot digital tacho. Over time, I just collected various bits and bobs which have eventually made the bike what it is now. The highs: That sound of a Ducati on overrun ; the racket that only an aircooled Ducati can make, and the rattly rattly clutch. Finding a Termignoni full spaghetti race system Finding a set of Marchesini Superlight magnesium rims (Harris performance did me proud on these - admittedly it took nearly a year of phonecalls to wrestle these out fo their hands for a decent price!) The lows: 1995 Letting HT Automotive do the original dynojetting on my first 900ss - it died at high revs, their answer was to run long fuel pipes outside of the frame. They told me they had a rolling road, turns out it was the M23! 1999 Coming off the bike and getting run over and my pelvis reconstructed! 2001 Giving Performance Techniques 800 quid for an Ohlins shock, fork springs and Setup - They went into liquidation, and I never saw a penny back or my shock which they could have just sent me. (I'm sure I actually bid on it on fleabay! ) 2009 Discovering that the Marchesini wheels despite having never been used had reacted with moisture and started to corrode. It and me have been through alot, and finally what with one thing and another it had it's cover pulled over it in 2004 and hasn't turned a wheel since. This photo was taken before I put it to sleep - I let it run, and closed the fuel tap off to run the carbs dry. Part 1 Getting the Marchesini Wheels refurbed. Here is the picture of the magnesium rear wheel with detail of the corrosion. Scraping away the paint layer we can see that the corrosion is quite heavy. I've seen alot of mag wheels on ebay like this, all with 'could do with a repaint - don't be fooled. With dymag going bust the first step was in finding someone to refurb the wheels. This would eventually involve: 1) stripping old paint or coating off 2) crack testing 3) Blasting with Aluminium Oxide 4) Chromate dipping 5) Applying new finish. Dymag was a onestop shop for this but admittedly they charged for the privilege. Since I had these done, some of the ex dymag guys had restarted in business and did mag wheel refurbing. handy should it ever happen again. So, after removing the swingarm and I started to have a good look around the bike. Starting at the back and working my way forward, and in the meantime moving all the junk that's accumulated on it collectively known as 'woman stuff'. I took the chain off and realise that potentially a new chain was needed - the old chain despite only having done 300 miles is had got rust on the links and felt stiff to move. Eventually I sat it in brake WD40 to soak, and then cleaned it up and re-greased it - it came up lovely - which was nice! The chain runner sat in a pot of brake cleaner and I got the worst of the detrius off with a tongue inspector (thick lolly stick - very handy workshop item to have ) Unfortunately the bellows of the clutch master cylinder needed replacing, and some hydraulic fluid had leaked onto the case and muched away at the paintwork Before I did anything else I got rid of the chain grease and muck in the sprocket pocket and got that all lovely again. Note the shallow head bolt for the sidestand - there's only so many near misses you can take before the suicide-stand had to go. The bolt came from Brancato Engineering (01865 891203 iirc). At this point since I hadn't got my wheels back I lost momentum and a few more months passed. Following a test ride in April on a Diavel it made me all broody! So I tidied up the garage and started to crack on with it again. I needed to order a whole new rebuild kit for the clutch slave cylinder as it started to leak, and I had the joy of bubbled paintwork on the engine case and part of the fairing With some brake cleaner and a spark plug brush I got to cleaning it all up, and whilst I was at it, I decided to clean the back of the engine and the sprocket carrier area of all that gunge. The intention wasn't a concourse winning engine finish, but I did want to tidy it up a little. I fitted my swingarm, which by now was sporting some bobbin mounts - and thankfully there's no play in the bearings or spacer shims.