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It is important to authenticate any machine before undertaking a restoration. The Ducati 750 Super Sport crankcases had specific stamps.

The crankcase halves also had a matching number. Most Super Sports also had the oil cooler take off.

Bead blasting the crankcases  is a great way to clean them. These were blasted with stainless steel beads.

The valve rockers on the 750 SS were highly polished.

A light closing spring keeps the valve on the valve seat for starting.

The 750 SS also has wider intake port stubs for the larger carburettors.

The crankshaft was rebuilt with new fully machined con-rods.

The con-rods have a dual strengthening rib around the big-end eye.

Almost too beautiful to put in an engine.

After new bearings the first shaft  is the kickstart.

The crank needs to be shimmed with preload with the centre gasket in place.

All the shafts and shims in place.

I use Loctite Master Gasket 515 to help seal the centre gasket.

Shimming of the round-case bevel gears begins at the crankshaft.

Without the factory bearing removal tool it is impossible to shim these gears.

The oil pump in place.

It is a good idea to lockwire the oil pump screws.

It is a very time consuming job shimming these gears for the correct height and backlash, but extremely satisfying when completed.

The 750 Super Sport primary drive and flywheel was identical to other 750s but the SS was the first to use a higher ratio.

The rolling chassis ready for the engine. The frame colour was another unique feature.

Only the 750 SS had double Scarab front disc brakes.

Lots of hard to find stuff here; throttle, switches, levers etc.

The Lockheed rear disc brake was an unique fitting.

The rear cylinder and new slipper-type forged Mondial piston.

The round-case 750 used 22mm wrist pins and not 20mm like the later square-case.

The high dome provided 9.5:1 compression.

The bevel drive layout to the single overhead camshaft is a work of art on these engines.

The engine can be rotated back in the frame to install the front cylinder.

Nearly complete, with the alternator cover in place. The metal alternator wire plug is one of the few non-standard parts.

The polished alloy clutch cover on the left.

The ignition coil mount is different on the Super Sport.

An exercise in minimalism.

The 750 Super Sport had special Dell'Orto PHM 40A carburettors with smooth bodies. Unlike later carburettors the float bowls were polished and there was no provision for a choke.

One of the first things to go missing is the homologation plate. This plate is a modern reproduction.

The SS gearshift linkage was identical to the 750 Sport.

Even without the bodywork it looks beautiful

Fairing, tank, and seat in place.

The seat is by Tony O'Connor of Eldorado Seat Restorations.

Important features for an authentic restoration include carburettor bell mouths with wire gauze and not aluminium.

The finished product. As close as possible to how it was in 1974.