THE DARMAH FOR GOOD KARMA

The word ‘Darmah’ (or dharma) is derived from the Hindu religion and means so much as the right or true path of live. The Ducati 900 SD Darmah has been regarded as an ordinary touring bike for quite some time. Where the more extravagant Super Sports got all the attention, the Darmah was often neglected and sometimes even used for spares to restore the more exotic models. Today however, many are getting the attention they deserve; the righteous path that will result in good karma!

HISTORY

The introduction of the 860 GT did not bring Ducati the success it was hoping for. The design by Giorgetto Giugiaro, although very modern in its day, was a not well regarded. Ducati learned from the 860 GT with the introduction of the 900 Sport Desmo ‘Darmah’ or 900 SD in 1977. Although the two models were available simultaneously until 1979, the Darmah is regarded as the better sport-touring bike of the two.

Several improvements were introduced on the 900 SD Darmah in 1977. The crankshaft was redesigned and desmodromic camshafts were now standard like on the 900 Super Sport. Perhaps the biggest improvement was the new gearshift selector drum now located on the left side. This meant an end for the rather crudely constructed crossover rod to make left-side gearshift possible in 1976. Other major improvements were the introduction of the Bosch ignition and an electric starter motor was fitted as standard.

A crankshaft rebuild under way. Here you can see the improvements Ducati made to the needle roller bearing design, increasing the size of the pin to 38mm and using smaller but wider 3mm rollers.

A new gear change mechanism was introduced on the Darmah. For the first time, a true left-side gear change was made possible by a new set-up with the shaft engaging the selector drum directly. A big improvement over the cross-over rod used on 860 GT models.

The technical improvements of the 900 SD Darmah saw their way to all other Ducati bevel twins of 1978. Although the frame was much like that of the 860 GT, all bodywork was new. The fuel tank and seat formed a nice partnership by sharing a line all the way over the ‘ducktail’ end of the bike. Instruments were now Nippon Denso and the 900 SD was fitted with gold finished Campagnolo magnesium wheels. Leopoldo Tartarini’s design worked well and reception looked promising in 1977.

The anticipated success came with solid sales and in 1978 some minor updates were introduced. The 1977 Darmah had a Ceriani front fork, replaced by a Marzocchi front fork in 1978. The wheels were now Speedline. During 1978 the Lafranconi exhaust mufflers were replaced by Silentium and the kick-start lever was removed.

A very early Darmah restored by Back to Classics right after completion. This 1977 model has the Campagnolo wheels, Ceriani front fork, Lafranconi exhaust mufflers and the side panels without tiger decals.

A new dual seat with thicker padding was introduced in 1979 and in 1980 FPS aluminium wheels replaced the Speedlines. Along with some minor changes, the final 900 SD Darmah of 1982 received a new colour scheme. For 1983, the Darmah together with the 900 Super Sport were replaced by the 900 S2.

This 1978 model shows the new, larger seat with thicker padding. It was still fitted with the 4-bolt discs (later replaced by the 6-bolt discs) but with FPS wheels instead of the earlier Campagnolo or Speedline.

RESTORING A DARMAH

Among the bevel-drive Ducati models, the Darmah is arguably the most suitable for everyday use. The basic technology is the same as on the more racing oriented bikes, making it a unique package for many classic motorcycle enthusiasts. In true Ducati-fashion, the Darmah has high-end driving characteristics, combining it with a comfortable riding position.

You have to keep in mind however that we are coming from a period where the Darmah was not regarded as a sought-after motorcycle. Many have high mileage, were neglected over the years and only the basics of maintenance was done (cheaply). Others were even butchered as a basis for a café racer or dismantled for parts.

Given the complexity of the Darmah’s technology (which is similar to the Super Sports) and the bad condition many are currently in, you have to be careful before completely restoring one. Even the economic value of top-condition examples is much lower than that of Super Sports. So investments in parts and labour has to be carefully considered. For someone looking to own a high-quality Darmah, it makes sense to buy the best on the market at a premium rather than to engage in a full nut-and-bolt restoration.

A Darmah cylinder head after completion. The Desmodromic valve actuating can be clearly seen and was standard on all Darmah models making it the first touring-oriented Ducati to feature this complex set-up derived from racing.

There is a big difference between restoring a Darmah completely, or to only having to take care of the bike’s cosmetics. With the engine being one of the most complex found in the entire history of motorcycles, it makes sense to try to find a Darmah that has had all necessary maintenance done; regular oil changes, valve adjustments etc. Also, check that the bike is changing gear properly and has a good compression on the cylinders. An engine rebuild will be an expensive and time-consuming endeavour.

Another Darmah engine coming together. This one received a number of upgrades of which the Carrillo con-rods can clearly be seen. Others included 40mm Dell’Orto carburettors and a digital ignition system.

A side note must be added about the Speedline wheels fitted to the earlier Darmah models. They are known to crack and break under stress which can cause very dangerous situations. It is therefore advised to replace them for either Campagnolo or FPS wheels but these are not easily found nowadays.

A set of the problematic Speedline wheels. These are known to crack and break so they are unsuitable for use. We always replace them for either Campagnolo or FPS wheels. They do make for a nice wall piece in the garage.

After having restored and serviced quite a number of Darmahs over the years, we certainly know our way around them. Even complete, ground-up restorations have been performed in our workshop as many of our clients appreciate the Darmah as the ultimate driving bevel-drive Ducati.

A Darmah engine finished after a full rebuild. This is a 1979 engine as can be seen by the lacking of a kickstart shaft. The owner will have to rely on the starter motor to start it up.

At Back to Classics, we try to keep as many parts available in our online store, but many parts are becoming harder to find in an acceptable condition. The more complete and original the bike is, the easier it is to restore it. Abandoned restoration projects with parts packed in crates and boxes often have a lot missing…

A restored and newly painted Darmah frame which is just about to receive its freshly rebuilt engine. 860 GT owners will notice that this frame is largely similar with the eccentric adjustment for chain tensioning.

The righteous path

Of course, you don’t have to create a concours-winning Darmah. It even would make more sense to try to own the ultimate Ducati bevel-drive used for driving. This is especially true for collectors that already own one or more race-oriented Ducati models. We are happy to assist you with the restoration of your Darmah. We can advise you on originality, help you with technical issues and with parts.

What was true in the 1970s is still true today: the Darmah is still one of the most user-friendly classic Ducatis out there. I own a 1979 Ducati myself which is the most used bike in my collection. It has been across Europe on many week-long trips and it is an absolute joy to ride.

My own Darmah photographed on a trip in Slovakia while waiting for the others (non-Ducati drivers) to catch up.

For any beautiful classic Ducati, the righteous path is of course twisty and covered with smooth asphalt. This is even more true for the Darmah!