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bradthebikeboy
Приєднався 7 лис 2011
Ducati Monster 659 696 796 Refitting Timing shaft pullies, Timing belts without marks, Cam timing.
I told Hunnybunny I was editing a video that was going to be over an hour when finished and she said "who the hell is going to watch that!" i lol'd. Sorry for the time taken from your lives, although if it's any consolation I've probably got 5 hours (or more) in the editing. And I forgot to put closing credits on it, I was in such a rush to save it and call it done.
Fitting the timing shaft seal, snap ring and pullies.
Fitting the timing belts, including a method of setting the cams in the correct place if you didn't make any marks and don't have the official style tool.
Setting the cam timing - for the vertical cylinder only, I ran out of time on this particular day to do the horizontal. I'll subject you to that in another video. i check the range of adjustment possible with the adjustable pullies, which was only 32 degrees, quite a bit less that I've seen with some other models.
Website: www.bikeboy.org/
Facebook: bradthebikeboy
Blog: bradthebikeboy.blogspot.com/
Instagram: bradthebikeboy
If you wish to ask a question about this video, please start with specific info about what you're asking. Model and year at the very least. If you make me guess, I'll not bother.
I do Ducati only, so no point asking a Honda question.
Please don't ask irrelevant questions if you want a response. If you have a tech question on a different topic, email me.
Fitting the timing shaft seal, snap ring and pullies.
Fitting the timing belts, including a method of setting the cams in the correct place if you didn't make any marks and don't have the official style tool.
Setting the cam timing - for the vertical cylinder only, I ran out of time on this particular day to do the horizontal. I'll subject you to that in another video. i check the range of adjustment possible with the adjustable pullies, which was only 32 degrees, quite a bit less that I've seen with some other models.
Website: www.bikeboy.org/
Facebook: bradthebikeboy
Blog: bradthebikeboy.blogspot.com/
Instagram: bradthebikeboy
If you wish to ask a question about this video, please start with specific info about what you're asking. Model and year at the very least. If you make me guess, I'll not bother.
I do Ducati only, so no point asking a Honda question.
Please don't ask irrelevant questions if you want a response. If you have a tech question on a different topic, email me.
Переглядів: 714
Відео
Fitting cylinders and heads to the Monster 659 engine
Переглядів 4152 місяці тому
Next step of the engine assembly series - fitting the cylinders and heads. Showing the vertical only as the video is long enough as is and it's all the same stuff in a new location. I fit pistons and cylinders as an assembly. Some will fit the piston to the rod, then fit the cylinder over the piston. If the rings are an easy fit into the cylinder and you have an appropriate tool, that's fine. I...
Refitting the alternator cover to the Monster 659 engine.
Переглядів 3012 місяці тому
Refitting the alternator cover to the Monster 659 engine and undoing a couple of mistakes from last time. Featuring an epic battle with the flywheel nut fitted in a prior video. It did not want to come off. Overall, really not sure how it went on for so long. Website: www.bikeboy.org/ Facebook: bradthebikeboy Blog: bradthebikeboy.blogspot.com/ Instagram: bradthebikebo...
Ducati gear shifter mechanism spring replacement and shifter setting.
Переглядів 7522 місяці тому
Replacing the gear shifter mechanism springs, then fitting and setting the gear shifter mechanism. For some reason, this took me longer than expected and was somewhat annoying. I'm not sure if the plate under the M6 and M8 screws that hold the mechanism in - which used to be simple washers before the "upgrade" was made - allows the mechanism to move somewhat unless they're tighter then just nip...
Ducati 6mm tapered collet valve shims - 749S, 749R, 999R
Переглядів 1932 місяці тому
Showing the different shims used with the 6mm tapered collet valves. With regard to the collets themselves, in the manual it says: "Warning The same valve cotters can be used only 2 or 3 times." The factory fit being 1, meaning you have a couple of goes at getting it right. I've not ever replaced any myself, I'm really not sure what would define needing to be replaced. Website: www.bikeboy.org/...
Adjusting Ducati Testastretta 749 998 999 Valve Clearances
Переглядів 8222 місяці тому
Valve clearance adjustment on 998R. Somewhat long winded with all the boring stuff included, plus inevitable rambling, etc. But not the final ending of the second round of adjustment, as the camera battery went flat before it was all completed. So, for closures sake, the shims fitted but not checked on camera - 3.16 and 3.22 opening shims and 3.17 closing shim - all gave the desired result. 7mm...
Disassembling 40mm Forcella Italia fork compression adjusters Ducati 750F1
Переглядів 2562 місяці тому
What time is it? It's time to get niche! Yeah, so limited appeal for sure, but I shot this for reference when I had to put them back together and I'd inevitably forgotten how they came part. You know, the usual when things take longer than expected, etc. I was going to film the reassemble too, as there's a few special points like positioning the rebound adjusters once they're all assembled, and...
Ducati 6mm valve stem tapered collet valve clearances - 749S, 749R, 999R
Переглядів 4672 місяці тому
Footage and rambling about adjusting 6mm valve stem tapered collet valve clearances. Predominantly closing clearances, the concept of the openers really doesn't change too much model to model, nor hopefully need much explanation. I started shooting after I'd started the job because i figured I do it so rarely that I might as well shoot some footage to cover some of the points for dealing with t...
Ducati 998 throttle body rambling to go with the TPS setting report.
Переглядів 8252 місяці тому
Rambling about 998 throttle bodies and explaining with vision some of the things I wrote about in the report here: bradthebikeboy.blogspot.com/2014/01/996r-and-998-and-sort-of-748r-non.html Website: www.bikeboy.org/ Facebook: bradthebikeboy Blog: bradthebikeboy.blogspot.com/ Instagram: bradthebikeboy If you wish to ask a question about this video, please start with s...
Refitting a Ducati alternator cover and lining up the water pump drive shaft tongue and groove.
Переглядів 4073 місяці тому
How I line up the water pump shaft tongue and groove when refitting an alternator cover to make it easier. Website: www.bikeboy.org/ Facebook: bradthebikeboy Blog: bradthebikeboy.blogspot.com/ Instagram: bradthebikeboy If you wish to ask a question about this video, please start with specific info about what you're asking. Model and year at the very least. If you mak...
Ducati rear axle spacer orientation - the conical one on the LH side on dual sided swingarm models.
Переглядів 2483 місяці тому
There is a conical spacer fitted on Ducati rear sprocket carriers that sits against the inside of the swingarm. For some reason, lots (really, lots) of people fit them the wrong way around, and on some models with aluminium swingarms there can be quite a bit of damage. Website: www.bikeboy.org/ Facebook: bradthebikeboy Blog: bradthebikeboy.blogspot.com/ Instagram: bra...
Ducati rear sprocket replacement and tightening the sprocket studs in the sprocket carrier.
Переглядів 5153 місяці тому
Replacing the rear sprocket on a Ducati dual sided swingarm wheel and tightening the sprocket studs as part of the process. These are often quite loose in the carrier, which can be an issue causing the nuts to come undone on earlier models in particular. Website: www.bikeboy.org/ Facebook: bradthebikeboy Blog: bradthebikeboy.blogspot.com/ Instagram: bradthebikeboy If...
Load testing a battery that's a bit dodgy.
Переглядів 2583 місяці тому
Using my rather old now Snap On Battery load tester to assess the battery condition - it's the battery from the current draw test video from a long time ago. I found some old footage today and figured I'd post some up. This tester has a coil at the back that's maybe 300mm of 5mm steel rod that just puts a dead short across the battery - it glows red and hot pretty quickly on a good battery. It'...
Fitting rings to pistons and pistons into cylinders - Monster 659
Переглядів 3813 місяці тому
Sometime I edit videos and think "how did it take me 25 minutes to do that?" Anyway, opening the ring gap on the two oil rung scrapers that were a bit tight, then fitting the rings to the pistons and the pistons into the cylinders, with rambling. Not overly scintillating I'll admit. Website: www.bikeboy.org/ Facebook: bradthebikeboy Blog: bradthebikeboy.blogspot.com/ Instagram: ins...
Ducati DS cylinder head strip for reco and then refitting rockers and valve stem seals.
Переглядів 6893 місяці тому
Two separate jobs joined into one video - stripping a 2006 SC1000 head to be sent out for k-lines and seat facing, and then putting valve stem seals and refitting the rockers into my 2013 Monster 659 head. Turns out there's some differences that I wasn't aware of before I started. It would appear 2013 model year marked a few changes across the DS style engines, although some of this may have oc...
Ducati belt drive oil pump: variations, disassembly, reconditioning, rambling
Переглядів 8064 місяці тому
Ducati belt drive oil pump: variations, disassembly, reconditioning, rambling
Removing and reinstalling the starter motor end cap on a 659 engine with the starter installed.
Переглядів 6074 місяці тому
Removing and reinstalling the starter motor end cap on a 659 engine with the starter installed.
Fitting a Ducati 1000/1100 DS crankshaft to an ST2, M900 or 900SSie
Переглядів 1,2 тис.4 місяці тому
Fitting a Ducati 1000/1100 DS crankshaft to an ST2, M900 or 900SSie
Engine reassembly - Alternator side of the Monster 659.
Переглядів 4044 місяці тому
Engine reassembly - Alternator side of the Monster 659.
Adjusting cam timing using offset keys - Ducati Desmoquattro 916
Переглядів 8934 місяці тому
Adjusting cam timing using offset keys - Ducati Desmoquattro 916
Measuring piston to bore clearance Ducati Monster 659
Переглядів 5365 місяців тому
Measuring piston to bore clearance Ducati Monster 659
Changing gearbox ratios on my M659 engine on first, second and sixth - how, why, etc
Переглядів 4085 місяців тому
Changing gearbox ratios on my M659 engine on first, second and sixth - how, why, etc
Assembling Ducati crankcases - crank, gearbox, etc. Monster 659 in this instance
Переглядів 7535 місяців тому
Assembling Ducati crankcases - crank, gearbox, etc. Monster 659 in this instance
Measuring big end bearing clearance and fitting the connecting rods to the crank on my Ducati 659
Переглядів 6735 місяців тому
Measuring big end bearing clearance and fitting the connecting rods to the crank on my Ducati 659
Ducati SS and Monster Mikuni Idle mixture adjustment on the gas analyser and rambling.
Переглядів 2,1 тис.6 місяців тому
Ducati SS and Monster Mikuni Idle mixture adjustment on the gas analyser and rambling.
Ducati Primary Drive Cover Crank seals - The right way and the wrong way.
Переглядів 4816 місяців тому
Ducati Primary Drive Cover Crank seals - The right way and the wrong way.
Fork Seal Orientation - which side gets wet, which side hopefully doesn't.
Переглядів 2,3 тис.6 місяців тому
Fork Seal Orientation - which side gets wet, which side hopefully doesn't.
Ducati Belt Drive crankshaft variations for 1980 to 2015 ish ball bearing mains engines
Переглядів 9648 місяців тому
Ducati Belt Drive crankshaft variations for 1980 to 2015 ish ball bearing mains engines
Brake lever free play and how to check - in this instance a Ducati 916.
Переглядів 1,2 тис.9 місяців тому
Brake lever free play and how to check - in this instance a Ducati 916.
hwere can i get that little spring ?
no idea. find a little spring shop i guess.
The SKF dust seal for my 748 is narrower than the OEM seal and as you note, this is where the spacer goes. Interesting you have the spacer with the oil seal.
interesting how?
where did you buy the setting tool, I can't find it. The tool you used on the top
#887131091. any dealer or google search. www.google.com/search?q=ducati+887131091&rlz=1C1CHBF_en-GBAU809AU809&oq=ducati+887131091&gs_lcrp=EgZjaHJvbWUyBggAEEUYOTIKCAEQABiABBiiBDIKCAIQABiABBiiBDIKCAMQABiABBiiBDIKCAQQABiABBiiBDIKCAUQABiABBiiBDIGCAYQRRhAMgYIBxBFGDzSAQgzNjI1ajBqN6gCALACAA&sourceid=chrome&ie=UTF-8
@@bradthebikeboy Thank you !!! that helped alot. Ill order asap
Can the valve clearances be checked (not adjusted, just checked) with the engine on the bike and the belts on? I'm looking at a 796 with 12k miles and the owner doesn't know if the valves has been adjusted, but he did just put on brand new belts, so I don't really want to mess with the belts if I don't have to. Also what is an acceptable clearance for both openers and closers?
guessing you can't be bothered watching and just want answers huh? i have said many times, if you have no intention of adjusting the clearances, just go and do something else instead of checking anything. there's really no point. do it right, or just don't do it. simple. if you go by the ducati specs it's probably fine. it will be for a long time. want it to run as well as it can? it'll need adjusting. 0.10mm opening clearance, zero closing clearance.
@@bradthebikeboy that's a lot of words for a half-assed answer. Just like your videos, which I did watch through all 5 parts actually, but it's a lot of rambling and not much doing so naturally people skip over a lot of it. No worries, found a more concise and to the point video after I asked that question which answered the simple question I asked.
@@sbk1198 finding an answer that tells you what you want to hear is the trick.
nice video, but you should make a shorter version without just the essential steps and leave out all the details for different forks. no need for all the info for different models
it doesn't matter what i do mate, someone always complains. got any idea how many hours i spend editing these things?
I have one theory as to why the app is making such a fuss when you're recording. My guess is that you usually don't speak as much when you're checking belt tension. And the frequencies when you're talking might be stored in the apps cache and then interfer with the measurements.
As always: Nice video...thanks for that! A question about the probes that you insert into the manifold to measure: Do you use a screwed adapter or do you simply push the copper pipe a few centimeters into the manifold (without further sealing)?
all threaded, with an o-ring under the nut on the inlet.
Very very helpful. I am looking at a 2000 996 this week which has been in storage since 2016 so this will be invaluable.
I think I’ve found the answer to my dodgy brakes. Thanks for this
Im fairly sure Jesus' middle name was ducati. What few ppl know is that jesus had a son named brad
👍très bonne explication, il faut que je regarde l’autre vidéo pour le calcul des pastilles. Merci
Bonjour, le réglage est aussi valable pour un 992 (ST3s)? Merci
for 2004 and 2005 model year, yes.
Ok merci, mais ma st3s est de 2006. Dommage
@@michelbelka5763 2006 is a linear tps, reset electronically via a diagnostic tool only. there is no mechanical adjustment.
👍 merci beaucoup pour cette réponse, maintenant il faut que je trouve l’ appareil électronique
Thanks for the very educational video. I've been looking at 749's lately as the prices are almost now in my range. Cheers
Are you in Sydney? Would you rebuild my Mikuni's from a 1996 900SS? This is way beyond my mechanical skill set.
no, i'm in melbourne.
do you have the info of the belt like the Mass Span and width?
Hello sir, can you please help me, I have Ducati 848 Evo, sometimes it starts and sometimes not, I have to put it on the main switch, I have to do a lot of research, it is bad, I have been told by the company. That compressor is down, I need your help please sir if you agree
Hey Brad, big fan of yours, fellow Melburnian! I just put in new everything from a comprehensive kit, including floats and float valves. You mention that the float height has never needed adjusting - should I just leave it and see the fuel level as per your blog post from a few years ago, and adjust later only if necessary?
if it's all apart i'd set them to 12mm as they fall to closed, not with the carbs fully upside down. no point waiting until it's all together to find it needs to come apart again. occasionally they're off.
That is the oil not the transmission
and today's award for "delightfully random comment without context" goes to this guy.
what size for ducati M795 steering bearings? thanks in advance
Hi Brad, this has been a great resource whilst doing my 749 for the first time though I haven't mastered keeping the collets same way up and cant see enough wear marking on them to tell even though engine has done 21K. Anyway thanks for sharing; the best Ducati tech walk through IMO :)
get some generic glasses from the chemist with the stronger lenses. +3 are great for helping to see things.
I was just thinking today "hey I wonder if I want a ducati monster" now I'm here and.... Maybe not
yeah, i wouldn't own them if i had to pay someone to work on them.
@@bradthebikeboy I always said I like a challenge. But I'm used to the Japanese inline 4 type of challenge. Have you any general advice about getting started in the Ducati world? They seem amazing machines for those prepared for them
@@Khar_Toba it's just a motorcycle, it should be expected to behave as a motorcycle. don't buy into the typical "temperamental italian mistress" bullshit some blokes just love. spend the money to do things properly, or just don't bother.
@@bradthebikeboy Yes I had perceived a bit of mystique which is often nonsense in disguise. Thanks for keeping it real, I'll try not to be deterred by not being familiar
Perché 100Hz? Ducati dice tutti i modelli a 110Hz ±5%. C'è un motivo particolare per cui tu le metti a 100Hz? Grazie
on ds style engines 2005 ish and later they changed the lh journal on the cam to be narrower and further out, and i find on those engines they can get noisy when hot if the belts are tighter than 105hz or so. so i set them at 100hz. you can do whatever you like. experiment and see what you find. the only difference is the possible noise when hot. it's a horrid noise.
My Hyper 1100 manual involves using a setting tool and a lot of heat for installing the steering head bearing races in the frame. I thought it would be like most other motorcycles and just tap out/press in the new ones. What do you think about the Ducati procedure?
i use the genuine tool. well, an old one. 887131062 looks like the one i have. it's just a couple of discs on a threaded rod that pulls them in. does work nicely if you use it well, always use the fixed disc to pull the cone in. otherwise they can cock if you use the floating disc i find. heat is up to you, but it's fairly easy to damage the paint around steering head tubes ime, much more than you'd expect. the steel isn't going to grow a lot, but it can help.
Thank you for sharing your credible expertise Brad. I’ve been watching for years and always learn something new from you like always install the belts on the tight / drive side of the cam. Never really thought it about but it explains why in the past I sometimes struggled and sometimes didn’t all by with a 50/50 chance of where I started. Can’t thank you enough!
It's annoying that the voltage affects the co that much. In the 59m there is a voltage correction table that compared to marell injector data is more or less correct, but I've found that for every volt of drop it still need +0,2ms of injection time to come back to the same co value
it's not something i usually see on these, just happened to be a compounding issue.
Very informative and nice to watch from begin to end. Thanks for making these videos.
Lots of useful info there that I can use on my 1100, thanks. When you tightened the lower pulley nut, if you don't have the pulley holding tool, could you use the crankshaft locking tool on the alternator side instead, or isn't that beefy enough to take the 72Nm?
i guess so. the smaller gear on the crank will reduce the torque at the crank, both keys should be fine if the nuts are all tight.
@@bradthebikeboy Thanks 👍
You clever man 😎
Hi there ive got issues on my s2r 1000, it idles a little to low so sometimes when i let go of the gas it dies do you got any idia how to fix that? Best regards from germany✌🏻
if i was standing next to it and could touch it - i'd start going through the list of what could be wrong. over the internet - no. get someone who knows what they're doing to look at it. or learn. do everything - compression test, check tune, valve clearances, etc. sooner or later you'll find it.
@@bradthebikeboyyeah i have to do the big desmo service in 3k km so then i have to take it all apart, i thought there might be a easier way to mabye set the idling a bit higher or something but i guess it aint that easy on an injecting bike
@@flegolas3296 it has an idle control valve, so should be taking care of the idle speed itself. you need a diagnostic tool to see what it thinks is happening, and go from there. give the idle control valve a spray with some cleaner - i like the three bond engine conditioner. clean the throttle bodies in case they're gunked up. all sorts of things could be the issue.
@@bradthebikeboy ill start by getting an Diagnostik tool thanks so far tho i didnt know about the idle valve thats a cool Thing
is it possible to ride if you just tighten the belts using markers for the rollers on the engine, without adjusting the cam timing?
not sure i understand the question. do you mean can you just remove the old belts, fit the new ones, tension them and ride away? of course. i'm doing the cam timing because it has all been apart.
@@bradthebikeboy you doing cam timing because you don't have old belts with marks, right?
@@user-uc4hw4cl3x no. i don't need marks on the belts. i guess you kind of missed the point of a lot of it. it has all been apart, so it's one of the things i do as i reassemble an engine.
@@bradthebikeboy now it's clear)))
@@bradthebikeboybut....😊 on an older engine, like m600 can I do without adjusting the camshaft, just use the window on the side of the alternator to set the rollers to the marks and put on and tension the belts setting the number of teeth symmetrically on both belts?
That's alot of fiddling with belts i don't really feel like doing... What if you run them a little tight? Earlier change?
well, the consequences of not doing thigs properly are not something i spend too much time worrying about. but given these are a cam in head engine, having the cam push through the oil film and damage the head is one possibility. also failure of the tensioner bearings is certainly something that some reported when the ds belts were first spec'd at 140 hz. but it's up to you. don't see why you'd bother doing it at all if you're not going to do it right?
@@bradthebikeboy I was just thinking now, wouldnt it be better to use a dinamometer attached to the tentioner, measure the pulling force at 100hz and for next time just use the dynamometer to set the tension. Using some app that measures the frequency of a sound seems an unreliable way to do it, I mean what if you pull harder/softer with your finger when flicking the belt? Surely there has to a better way.
@@giedriusbruzas6542 in my experience, this method works just fine and is very repeatable. it's how ducati decided to do it, so it's the convention as such. you can do it any way you like if some other method makes more sense to you.
First 16 sec the quality of video is great, and then 😢
? i think that's youtube. it's fine for me, both the original and on youtube. i have noticed that before when watching my videos on youtube. refresh or close and re-open.
Nice work again Brad. That engine looks like new.
cases and covers have been painted, but by me with vht spray and then not hardened with heat really, so it's a bit soft and wearing in places just from moving the cases around. not overly happy with it, but i don't have the skills to 2 pack it. cylinders and heads have been hydro blasted.
You need a closed dry clutch for roadworthy?! That's news to me, but if true, great to know. I'll prep my bike appropriately.
so i'm told. we never really worried about it when i was doing them, but that was 15 years ago. might get away with an open-ish cover, but this is going to have a machined primary cover as well, so i'm just asking for it.
Thank you for this. Going to use it as a guide to reassemble my M696. Are we going to get a video of crankshaft and gear input and output shaft shimming?
it was filmed, but over 3 sessions months apart due to issues and i've tried editing some of it and there's stuff i thought i filmed, but didn't and it's all a bit of a mess. the editing of this stuff can take hours and hours. there's a genuine ducati video you can find on youtube that's pretty good.
@@bradthebikeboy It’s all good, I think I know which Ducati video you’re talking about. I’ve watched it once and the procedure seems pretty straightforward at first glance, but I’m sure there will be some unexpected issues when I actually get down to it. Going to disassemble the heads today and change the cam seals and guide seals. Thanks again.
It's just gone midnight in the UK, so I'm going to save this for a Sunday breakfast viewing!
lucky you!
When doing this while fork is still on the bike, will it then drrain out All the oil? Thinking it would be a fast way to change the fork oil.
one of "those guys" huh? i recall doing that years ago when i'd just started and didn't understand the crap implications of draining it out, putting the book amount back in and calling it done. but really, just pull them out and do it properly. set the oil level, don't just pour in a volume.
Hi Brad thanks for the information in this video, very helpful Will be using this video and another to attempt a piston / Piston ring replacement along alongside a head gasket replacement. Any suggestion like torque specs and special tools ?
Always interesting! Shared on our little UK ST group (well - 1100 Members and now worldwide; go figure). A question please, the SKF fork seals seem to be difficult to get here in the UK, could you list the code for them? Thanks
KitB-43S for the black seals, KitG-43S are green seals. no other difference afaik. i think they made the wacky green colour ones first and then people asked for black ones.
@@bradthebikeboy - Thanks - I found them after a few hours search listed for a Honda CR 125 1987 bike of all things! Apparently dual compound rubber, Red & Green seals are now available but, more expensive (a 'shock' I know) but, I'm very happy to follow your lead - Cheers
I love it! The electric winch is the best part
You're turning the engine counterclockwise when the Ducati engine spins clockwise
LOL
You are spinning the engine c.c.w. engine turns c.w
as per my previous response - LOL
Really enjoying these reassembly videos - thanks.
22:23 - ehh, you should not be putting sealant on the o-ring there brad. o-rings are a dynamic seal that need to move ever so slightly squishing up against the low pressure side. This is so called "energising" the o-ring. If you stick it in place with sealant, yeah it will 99.9% of the time be fine, but then the o-ring isn't working properly as by design. In fact you should be oiling or greasing the o-ring to better allow such movement! ETA: I'm probly not allowed to post a non-youtube link so grabbing some text instead: _"O-rings seal by mechanical deformation that creates a barrier to a fluid’s potential leak path between two closely mated surfaces. O-rings are typically installed in a groove that’s machined or moulded in one of the surfaces to be sealed. Their rubber-like properties let the devices compensate for dimensional variations in the mating parts._ _When properly sized, the clearance between the surfaces is less the OD of the O-ring. Thus, as the two surfaces contact, forming a gland, they compress the O-ring, which deforms the round cross section. This diametrically squeezes the seal, and the resulting force ensures surface contact with the inner and outer walls of the gland_ _With little or no pressure, the natural resiliency of the elastomer compound provides the seal and keeps fluid from passing by_ _Applying fluid pressure pushes the O-ring against the groove wall on the low-pressure side, increasing the sealing force. Interference between the seal and mating surfaces lets the O-ring continue to operate leak-free. At higher pressures, the O-ring deforms to a somewhat “D” shape, and contact area between elastomer and gland surfaces may double from initial zero-pressure conditions. Due to the elastomer’s resiliency, releasing pressure lets the O-ring return its original shape, ready for the next pressure cycle. It also lets properly designed O-rings seal in both directions"_ And: _"Lubrication of O-rings is essential for the proper function and full-service life of the seal, but also to ensure the machine, motor, engine, or device in which it is placed does not malfunction from a blown seal. A grease or oil application at assembly helps to protect the O-ring from damage during use"_ But don't worry too much, Millyard makes the same mistake too 😆
Haha. I'm glad I'm not the only one struggling with the circlips...Great video.
Fitting the head and removing it to check piston orientation (altough 100 % sure it is all good) is exactly like most of us does😊
👍👍👍👍👍
Just FAB , methodical and meticulous . Thanks Brad, oddly just re visiting your ST4s Video to do 'Big Red' and this pops up. Lov'in that engine stand!- EDIT - Just finished watching. Don't throw OLD O' Rings away Brad ( a old jar marked OLD ) have many uses. You could have used some ON the studs to hold UP the base gasket. Just remember to cut them off after installing the gudgeon pin clips , electronic flush 'side cutters' work well,
i've taken a couple of clothes pegs to work to try - i reckon they'll be a goer.
Do the clearances tend to increase overtime on the ducatis? Or is it because you're bringing them down to your preferred clearances that you're puting bigger shims in this time? On bucket-over-shim valves, they get tighter as the seat of the valve wears. Is thas not the case for this kind of valve train? Just curious
with the quality of metallurgy these days, things tend to not move very much. you'll find lots of japanese valve spring engines going 100,000km without a shim change. on the ducati engines, the wire collets deform and settle from new so the closing clearances open, but once that process stops they tend to stay much the same. especially if the clearances are tightened and the collets aren't getting beating around. the opening clearances also tend to be fairly consistant. some of the 1100 series engines would lose their exhaust opening clearance before the first check, but once adjusted were fine going forward. lots of 4v engines go many checks without adjustment, even at the tight specs i use. 2v i tend to adjust more closers to keep them right on 0 clearance, but only because it's easy.
What size spanner/wrench are you using to turn the tension pulley nut - 26mm? Thanks.
yes.