Gavin Robertson

26 Апр 2015 | Author: | Комментарии к записи Gavin Robertson отключены

888 Conversion. by Gavin Robertson

I owned a Cagiva 900ie 95 and I was more than happy its performance and handling. Coming a menu of weird Italian including a 1975 Ducati 750 in a mono-shock NCR frame, the love for the engines was still there, but at approaching 35 years of age with in my ankles and a damaged shoulder, all related, I longed for something comfy!

I first spotted the 900 Strike in a bike shop in mid 1995. A deal was done and the was a tribute to the previous owner covered just 32000 kms in its 4 since new. That took me to Assen, Bol d’or and Le and never really caused any other than a sprag and heavy oil usage. With to its performance; the rear shock was by Ohlins’ technicians; UK Suspension and up front springs were by MR Holland.

After the suspension the brakes; an oversize 350mm single disc with a P7 caliper was fitted with hose throughout.

Next, a 914 was fitted and mated to a Gibson hand crafted in stainless Mr. Gibson is a master craftsman and builds exhausts for the SBK superbike as well as most of the sidecar units, his work is superb and it

Finally I had a bike which stopped, went well and good……………. Happiness.

All this took place over the 5 since purchase and was completed for 2000.

Idle Mind Idea ?

After a 6-month in activity, I toyed with the of building another bike, ie back to nuts and bolts and restarting from scratch.

I built from scratch bikes, namely

· A Dresda 750 2 stoke triple

· A Dresda GS 1000

· A Ducati Sport 750 in a one off a NCR mono-shock

Over the Xmas I studied magazines and articles, I to look at the 916 engine and the elefant I had decided to build a monster purpose bike By Easter I had sourced a donor bike on the Dr web page; the bike was a J reg Cagiva 900 elefant, bright fuel injected and made SS spec Moreover, Steve (Dr Desmo) had used the bike throughout the pervious summer and had Wales on it so it should at least be

The bike was advertised at Ј2200, but had a stud on the front exhaust A deal was done at a greatly price, Ј1500, on the proviso the engine work and any chip required on my intended 4 valve came down to Winchester for to carry out and bill for. DR Tel 01962 877996

Next the engine!!

In May 2002 I sourced a 915 complete, through the small ads in to Tailenders of Romford, a local breakers. A quick phone confirmed that all was okay and drawing out the monies, I headed to

The breakers was an Aladdin’s cave of parts – frames, engines indeed he even had the latest narrow valve engine in at Ј2500. The guy that ran it, I’ve his name, showed me the engine and started, then when the was agreed, he asked me what I was the engine into. Upon that it was going into the frame, he said that he to own one himself and really showed in the project.

More talks but his manner grew uneasy, the back of his memory banks he a measurement “10mm” ……..“10mm”… he out loud. He said it again He stopped … in his tracks and a phone call to one of his contacts. He proceeded to inform the caller of my the engine and then the ……“10mm”.

a short time he put the phone and explained that although he love to sell me the 916 engine, he As he recalled that somewhere, the engine wouldn’t fit, the engine bolts to swinging arm were out or that something was and it had something to do with the magical…….

A breaker refusing to take my and actually caring about the of a project. Sale — Faith restored!!

I can’t his name but I want to thank Tailenders of Romford 01708 something. He then went on to out that the pre 916 that is the 851 or 888 engines definitely fit as they all shared a crankcase. That meant it would line up with all of the holes in the ‘fant frame…….the was getting closer.

He took my number and promised to call if one into his possession.

Over the four weeks I searched for an 851 or 888 but with no avail. Then I up with the idea of converting the engine in the fant into a 888 4 A quick phone call to Dr.

confirmed that it could be and that he could and would do it, he needed the weekend to price the as it was not an easy conversion. After the I duly called Steve and he me Ј1600 complete with new and machined to the 888 spec as requested.

As the case, just as I am considering conversion a 888 engine appears in the MCN ads. A phone call to SS of Langley Mill.01773 530022, that they “ave and that there’s “nowt with it”

Now I had the engine and I had the donor therefore the project could in earnest, all I needed now was the time and

By May bank holiday 2002 the imported bright yellow 900 had started to be dismantled, and the final were done on the 888 engine SS Tuning. The guys at SS Tuning did a good job, and in the end I bought the exhaust manifolds, the air box including all and the water radiator complete hoses and fan unit, as well as the 888 which had done only miles”.

All the pricing will be at the end of the project, but suffice to say the above was spread and purchased between and December 2002.

Throughout all of my with people, there was a theme to all of their concerns,

1. Airbox, and how is it going to breathe?

2. injection, chips and space: ie is enough?

3. Swinging arm and the engine in the no space!!

4. Cooling, oil and water or water!!

Without a doubt the concerns were always over fuelling, cooling and air Everybody, but everybody commented on: the 888 being twice the size of a box, the radiator hitting the wheel, nowhere for air to get into the and the air intake, and then nowhere for the air to go.

this is what building a is like…. most of the time; its 2 forward and 2 steps back, something else makes and you follow that road. But I was that the spirit and style of the should be the same.

I tried to what the engineers at Cagiva have done if they had the engine available to them than being cash and this is the thinking that the project into what is here. I decided to list out my and specifications and try to refer them faced with a problem.

i. The engine and frame must be of the vintage; this makes and chips easier, no point a 2000 engine in a 1990 more 888 than 998.

ii. The must be a fant albeit and must look like a

iii. The wheels must be and carry the intended size ie 110/90 x 19 and140/80 x 17or bigger. No sticky 190 x 17 on this they were not available in unless you were Randy

iv. The bike must look a Cagiva Elefant with all of the being ‘fant based or from ‘fant panels. It had to be the family!!

v. The spirit must be not supermoto …….“I don’t right on a supermoto!!

vi. It must go and turn like a ‘fant, better, not worse. The 900 ‘fant be its base point from all comparisons would be made: 900 v

To this end I would use my Lucky 900 as a model to compare as aspects and to with, on items headed for concern”. These were the and air intake problems as previously

I remember reading an article; moons ago, that the fitted to the Suzuki DR range did two Firstly, it keeps pressure on the wheel to eliminate vagueness and it fed air into and onto the engine for and for air intake. Armed with information and approximately Ј65.00 I owned a beak from a DR This was then put on the “test 900 and driven around for over to ensure that no cracking of or mounting problems incurred.

See Beak 1 2

Strangely enough it did it said on the packet. You could now the handlebars at virtually any speed and the “tracked” better than it seemed more surefooted before. So much so, that the bike can now be `backed` into and roundabouts better than before.

I realise most of is down to the T66’s but I swear the helps!!

The beak also for a direct air intake, to be fitted from the airbox (as was) to the front section of the beak. In if you view the side elevation as in 3 you can see two moulded cut outs which my to be machined out for more air intake if the 888 it.

The testing continues!!

Most remember where they when Kennedy died. I but I do remember going to meet a on the A1/M25 intersection when I a phone call: “Have you this weeks MCN. one of my biking friends. “There’s an with a 916 Ducati engine in it. done a real good “Lots of trick bits!!

The felt really pissed me It was like dumping a girlfriend to realise that, not two weeks she turned into a thing of could hump for Britain realising she had a trick pelvis and was PISSED I WAS.

The bike in did look good; moreover it the part. It had been made and seemed to match the criteria ……………

I studied those like a jealous girlfriend for implant scars on your moment of fancy. I studied, swore at and tried every way to condemn the facts in question. BEAT ME TO MY DREAM.

I was now like sad old git, who realised that the was not what she said she was, and I never had or was going to have a new SOD IT.

There’s nothing left to do, than what we Brits do SLAG THE BLOODY THING TO I had now become the typical bar room builder, slagging off everything whilst not finishing my own project.

For 2 weeks and more, I bad mouthed bike, left, right and and to this day I still feel for the Italsport creation.

However, was one phrase which didn’t true in the article and having this far I decided that was no going back. So with the tune to Dambusters ringing in my I set about building what I the way that I wanted. STICK TO THE make it a Superfant not a superdream.

it happen……….

Over the course of project, I will document all the of interest and frustration. As I write piece – 27 th February 2003. the is waiting on an air filter, the radiator, its and it’s final exhaust. The is in, the frame fits, all of it including the loop, and it looks like an even the standard tank — although that is a separate chapter.

Cagiva Elefant 900 IE

Dismantling is easily done and as long as you the proposed order and photograph the you’ll be amazed how easy it is. You there is no workshop manual for a 851 or so the photographing is imperative as it builds a of what go’s where!!

– off – no real problems, however that only one headlamp is on low beam. Is the bulb knackered or is a Malaysian malaise. Also size battery fitted to

Engine – 900 spec – as sold to me, I’m selling as one in the MCN. The exhaust ,a ; and Engine, go for Ј550 complete. and I have the oil coolers and injection to play with.

The Ј500 the Ј550 goes straight to Dr in Winchester, in order that he can lay his hands and prescribe his private on my 888 engine. Valve rebuild, build, New belts, Bearing Compression tests and general over means my 888 is diagnosed as one` and credit goes to Tuning for supplying what said they had, ie a low 888 engine.

In the world of Bullshit, it is to know that someone is telling the truth.

SS Tuning 530022…. they supply stuff!!

Now we are able to compare the 888 to the 900 engine. Why is it, that “something smaller” can be considerably bigger the thing “its” smaller

There is no way that this is going anywhere near frame. No way; it’s it’s wider, it’s No way! There is no way that thing is ever going to

It can not, I repeat, cannot be and just to prove the point, I the cam belt cover off of the 888 and fitted it to the 900 as it sat in the fant frame. The magnitude of task is just beginning to hit The `new` engine would out the rear frame tube, the top tube and the middle engine mounting bolts.

If all of this was not enough, the crank needed 20mm machined off of the hand side and approx off of the left-hand side at the swinging arm

N.B. Ducati provided and engines for Cagiva to make enduro range, but the crankcases supplied minus some blocks. This did not matter to as their swinging arms the bearings and their frames the swinging arms, where as Ducati engines carried swinging arm bushes and the swinging had no frame to swing from!!

All Ducati engines have rollers bushes and their machined and cast into the In order for a Ducati, Ducati to fit a Cagiva frame the needle have to be machined out and down 20mm and 10mm respectively.

thing was never, repeat just going to “slip in”. Major rethinks had to place, and I was deeply worried machining the crankcases.

All I had was a reasonably garage and even then I to borrow a 4.5 inch grinder Shaun down the road.

looking at the engine on the bench, without the injectors fitted, menacing enough and just to visualise the frame modifications was some mental hurdles. to call in some help, the friends who weld!!

Over the Bank holiday and just one prior to the purchaser of the stock 900 coming to collect his engine, we set cutting and shutting the frame. The section of the frame was to remain the wheel and forks, whilst the mid would be held in place the engine. Both the swinging and sub frames, had to be re-moved.

Whilst the was intact, new square box sections welded in place, then and then, after the new box sections had welded to the old jigged box sections we cut through the original frame. We this process and with the aid of callipers and G-clamps using spacers, were we able to move the rear frame “back” 30mm and the top frame “up” 28mm. All welding was with the engine in place and tight.

Numerous strengthening had to be welded in place, only to be cut out after the proper section had achieved. If you look at the,

Frame 1

you will see that the rear tube follows the path as the original for the first The second

Photo frame (2)

taken at a bad angle shows the tube behind the original to “running” into the original at the top section. The new tube was welded a 75mm section to the old tube, an additional strengthening plate 4mm was welded over the join and into the butted box sections.

This plate was shaped to the outline of the frame, there was no for a similar plate on the inside of the as this weld could be stronger and less prone to All box sections were mild 30 x 30 x 3mm wall thickness and was marginally than the original 2.2mm as by Cagiva.

We also decided to all ` end caps` off, of the hollow until the new engine, was in place, as was no point `finishing` the frames touches until the new engine was in. later proved an invaluable as until now all we had for comparisons were a cut out of an engine,……. I kid you not,… and the rocker belt cover from the

The frame was left to cool over night and the following allowed a final inspection to the engine coming out.

the engine came out without any and the frame did not “ping all over the .With the frame and engine we could at last try the 888 engine in the frame, and as long as the swinging was not fitted we could tighten up all the as required.

The engine was placed the frame and without the swinging although the spindle was fitted, all were then tightened. The shown are from a later ie after the frame has had its end caps in place and after the plates been welded over the old cut tubes but you can still get an idea as to the of room in the engine/frame areas as in

1 2.

The most frustrating aspect was the fouling at the rear head plate as in

Photo No 3.

The top left M6 bolt hit the left hand tube to such an extent the tube had to be ground away to half its box section and a gusset welded in over a 50mm The frame is now 30 x 30 box section transferring to 30 x 30 then back to box after the plate. Other than problem there were no issues to raise their heads or at least that is we thought.

So here and now I want to “Bones” for all the welding and state it not have been possible him

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