— Ducati 996 Setting The Squish

2 Апр 2015 | Author: | Комментарии к записи — Ducati 996 Setting The Squish отключены
Ducati 996 S

996 Setting The Squish

This 996 had to apart to have a bent shaft replaced. How the shaft to be bent, I have no idea. are not soft, or easy to bend, and it had had a chain problem.

So, dunno, and no point asking.

Usually, something has to come out and apart, a few things I like to do. One is try to convince the to make any changes they are of while the engine-s in bits, and the cost of doing it later is reduced. The other is re-shimming the bearings.

The main bearings on the engines are set up with some Given they are a v-twin, is just one big end journal carrying rods, and a big ball bearing on side in the crank cases. The bearings are angular contact, they can take thrust as as the normal rotating load. So, need to be assembled with a pre load to make sure is no free play in the thrust of things.

The spec for this pre load has been 0.15mm, and the later all use big shims on either side, from 1.90 to about The earlier (pre -99) used thin shims as required.

I had become suspicious of the set preload however, after apart a couple of engines had run big ends very early in life from the -00 model These engines had so much on the cranks that grabbing the at the alternator end (approx 25mm with one hand and trying to it resulted in not much happening. You needed to push the rods to them turn.

I was wondering if too preload was contributing to the big end problems.

we had to re-case a late 600M it had the side stand mount torn out in a crash. It too had a rather crank, so it seemed the big end failures early in the bikes life not due to the crank preload. When I was in early last year a factory training course I about the crank preload. seemed to think it wasn-t an and pointed out a procedure to check for preload.

You measure the run out in the (from memory) hand (or primary drive) snout. There is a value is acceptable, over which may be a problem. This run out comes the big end bending slightly due to the preload.

It wacky to me too, but that-s the way it is, it seem. The big end failures, we were were due to the crank supplier not them properly after A problem solved in production it started appearing in use.

I do check and re-shim every I get to, however, and usually remove 0.20 to 0.30 from the After which they just nice, with a noticeable drag. This 996 was no I was told by owners of bikes had done big ends that were noticeably smoother we-d done them, so may contribute there.

It may also contribute to increased output on the dyno.

Another that-s very easy to do you have an engine apart is to and set the squish. Being the distance the piston and the flat face of the at TDC. This is something in the fifth 888 report.

Usually on the 4V it is around 1.3 to 1.4mm std, the 748R we did was pretty much on 1.0mm, so maybe they pay attention to them. The usual std for piston to head clearance is although you can go to 0.9mm if you-re particularly game. Engines Ti rods can go lower, as the rods stretch at higher RPM.

ones do though. This had 1.4mm std, and we set it to 1.0mm. To do we used base gaskets the 996Racing parts list, on the electronic Ducati parts known as Softway.

Ducati 996 S
Ducati 996 S

The std base gasket thickness is for a 996, the 996Racing options from 0.20 to 0.40mm, in steps. The part numbers are — E, in this case we #A, 0.20mm.

I also measured/calculated the ratio, just to see what it The cylinders, pistons and heads on all 996 both Strada and SPS, are the from -99 onward, so this I didn-t have to check the I also had apart at the time. We the volume of the combustion chamber and the valve reliefs, and measured the of all the gaskets to give us what we to know. With 1.4mm std, this engine had compression.

As reassembled with squish, it had 12.05:1, which is dandy. Reducing the squish the compression and also makes the more resistant to detonation, so a nice thing to do.

We also the cam timing to the usual specs we and machined the flywheel down the std 1890 to 870 grams, which helps the response. Some say shows up on a Dynojet as more but I-ve never been to pick it on various bikes done. This bike had an Arrows 45/50mm half and Ultimap UM222 single chip fitted previously.

Once it was all assembled and running, we for the dyno. It turned out to be the most 996Strada I-ve dyno-d by making 126 hp. The curve below this bike in red compared to an identical — cam timing, system, chip — in green that had not been (to my knowledge anyway) with km. Like the 888, the big improvement at the top end, more so than the mid

The shape of the curve is also the as you-d expect without any capacity mods.

Dynograph of DYNOBIKE (03) 9553

I-m not sure how this owner is to use this bike, but for a track that extra top end would be helpful. The extra response due to the and light flywheel was very riding it — this was quite flighty in the lower And certainly very quick. The graphs — power torque — have a std Termis and chip 996 added in for a comparison.

The 45/50mm half system of the red and bikes does cause a between 4,000 and 6,500 but it-s still a very improvement from std.

Ducati 996 S
Ducati 996 S
Ducati 996 S


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