DESMONO page This site describes slightly delayed, a few weeks ago, the genesis and development of a prototype single-track motor Ducati amended. I have tried to organize a logical way for a visitor who, although passionate about the bike competition, do not necessarily know the specifics of Ducati technology nor the reality of mechanical challenge posed such a company ... So good ballad, dear reader! And if you question a little more br = FBlante than others, hop, a coup de mulot logo in the header of the page. I say to everyone, that's for sure, but I may need a little time. Happy reading! Christophe. Petit chronological account of recent events on www.desmono.org30/07/2002 Ouhla that change! To begin with, what should happen has happened: I have had time to work on desmono :-( However, I bought a round of mechanical myself to my room ... So in order : A flywheel lightened and a false alternator rotor. I will run as a true racer with a battery lost. Everything is the chapter "Changes", largely rewritten! 15/02/2002 Some pictures and comments inserted on the "Update" on body butterfly and dismantling used silencers. 12/02/2002 * Part cycle completed 100% adaptation of a PSB to 851/888 to 520 with good string. * Braking finished with 100% durits aviation double fronts and a clutch. The hump AR keeps his garden hose rubber original :-) * Cooling underway. The radiator VFR800 done wonders, and now that I do not have temperature sensors injection of the circuit can be simplified and optimized. * Beams and electrical injection completely assembled and then ... removed! I am the economy 200m son of electrical and a large family of Gremlins. I keep the regulator, a CDI Pederzini 3.1, a starter relay, a tower-916, a battery, a switch "aviation" for contact and a push for the starter. The frame regains its purity of line, and I want my serenity. Zen! * I have taken measures on a 916 to achieve a spider "racing" aluminium rivets, I already preparing the stage after rolling since the first wheel towers will rise to Carole total naked ":-)) * I have also taken a license FFM of training to ride with an uninsured vehicle for the road. My objective: to carole under 1'20, my best time with this locomotive Guzzi 1100 Sport. 11/02/2002 PERSO MESSAGE: Cher (e) "tite-mobylette@caramail.com" if you want I will respond, it would give me an email address that works :-)) This is not the case the latter, then a small effort, I will not bite, used a box which refers not only "User unknown" :-)) 10/02/2002 Well, we go to 2000 visits ... I am a Stâââââr, I tell you ... But the site is progressing well slower than the prototype. I had time to mount any injection, and then dismantle it :-) I qu'aperçevoir thumbnail only takes a "P" and as a fuel and an ignition on 900SS saved Wattmilliards emmerdes of actual and potential. So mounting a keihin 38 (RCF not, I can not afford for the moment) and a CDI Pederzini for 900SS. The engine craquera this month. 08/02/2002 No time for Desmono: a big job to repair the 851 ... Injection HS :-( (In fact, the pressure regulator had hardened and remained closed with a pump 3 bars which would provide 6 and forced a sick ... Lost to lose, I tried to open own and I fell on a screw Tare that our "friends" Weber-Marelli had planqué in a plug for that not to serve ... I blew the cap, I drifted " injection for the setting, I connected a pressure gauge, I retaré the valve regulator 3 bars, and I saved ... 245 euro! Sisi, 1600 bullets! Available also at Fiat for 1200 if it is FF pété real or just an adaptable largest among AutoAxe for 420 FF. 08/01/2002 Eh, should quit: just spray the course of 1000 visits! Four hundred and fifty person for one day on Monday. OK, I stop me throw flowers, especially since I went to buy serflex and other collars to fix the beam on the chassis. Tonight is "Evening Bondage" in my cellar :-) The site will remain a few days without updates, it must be that I have worked a little with my tools, not my PC! If you want to receive a message at the next important updates, use the button at the bottom right! 08/01/2002 The site begins to take shape, and just get its 500 th visit! Si, si! Ok, about 500 visit, I must be responsible for 50 "hits" at least by my repeated tests, but it's still warm heart to see that I was able to arouse as much curiosity :-) 07/01/2002 Return of Wouacances! I really enjoyed the fresh air of summits to discuss how to accelerate now the arrival of the first tangible results of Desmono. The beams will be installed in the premère half of January, I swear! The flash did not work! And finally, in the light of the hot lights on the car, I got a shot almost artistic. This is the photo "Official" Desmono: part cycle brilliantly simple desmoquattro and my single-cylinder horizontal lowering the center of gravity to the maximum. A photo giving a clearer picture of the organization and the compactness of a motorcycle. On jurerait that the engine casings are made of magnesium alloy or a precious "which saves horses and second" :-) Just the headlights of the car again! Another view Another shot, a little fuzzy ok, agreed :-) PREAMBULE PAGE Preamble. In praise of simplicity. The bike is by nature a small vehicle agile, lightweight and simple. Do not dislike the Cowboys and Sumas, the two-wheeled vehicle powered is the direct heir of the animal transport individual, no hitch on wheels. It does not seek an increase in transport capacity load but a device that amplifies its ability to move. Everyone knows it, or seems to accept it! But it is difficult to remember when one observes the incredible sophistication of today's production: weight and bulk up, outbid permanent profusion of technology who attend the practice, and changing prices accordingly. It is not my intention to relight any war between the Old and Modern, but it must be noted that the rider of 2002 can no longer do much on his motorcycle the recent disastrous day or it renâcle the road! The mechanical simplicity is a goal in itself, almost an aesthetic goal. Sometimes we discover how a mechanism and that is to say: "Of course, it is not possible to do better and easier to get this result." What we feel at this moment, this is not awe before a structure extraordinarily complex, but the charm of an elegant and efficient solution. And if the mechanism is simple, easier to be understanding. Without going to be the film parts turning point in its engine or the stresses on the cycle, we can assess the behaviour of his machine because "we know what happens inside when we did that ". We are not all (nor does it want to be) mechanics, and it is understandable that one can desire to spend more for the use and enjoyment of driving a motorcycle in the maintenance condition of the vehicle. And yet ... The musician who knows intimately his musical instrument or just an athlete who knows his limits and its resistance will only provide the best service. The simplicity comes understanding, understanding comes proper use. The correct number of cylinders. Petit, agile, lightweight, simple, as I said, this implies that the heaviest body of a motorcycle, its engine, must also participate in this general philosophy. It is illusory to hunt weight wherever it lurks in the same time complicate and increase the desire for the energy source of the vehicle. The principles of mechanics and physics easily show that the more cylinder is a great engine, the more it will be easy to obtain high power (torque produced by the speed of rotation). Common sense tells us that the engine will have more cylinders, it will be more complex and therefore heavy and cumbersome to use fewer materials and techniques incompatible with a reasonable production cost. The mechanics of the first ages of the motorcycle, they were handicapped by imprecise machining techniques, basic theoretical knowledge and variability of materials available, immediately understood that in terms of simplicity motorcycle was gaining weight, congestion and made simply making possible. Motorcycles production general public - if you can appoint and these devices reserved for those who could afford and had fitness to drive - have been of necessity as mono or bi - cylinders for more than 50 years. Of course, or some Enderson Peugeot were already four-cylinder well before 1920, but they were reserved for wealthy clients or the drivers race and were not representative of the wide dissemination. Harley-Davidson from 1903, Moto Guzzi since 1921, BMW since 1923 to cite only marks still on sale, have not produced primarily as mono and bi-cylinders. But where does he want to come? Why this long preamble? To explain why I am among the minority of bikers who think, as much by objective reasons that a sense that the motorcycle can be, by nature, propelled by an engine simple and small footprint, ie a bi - cylinder or a mono-cylinder. More cylinders, it is always possible: three, four, five or even six cylinders were, but they do not reflect the very nature of the vehicle that the hotel so beautifully called "Single". And if some V8 Chevrolet escaped from beneath their caps, we do not count on me to applaud the performance: what to do with 4 engines on a single motorcycle? At least three too! When it comes to rediscover the spirit intrinsic to the bike, I am an advocate and prosélyte engines with little cylinders "installed in parts cycles stripped of everything superfluous equipment. Like everyone, I appreciate a saddle comfortable and substantial power when it comes to travel in good company responsible (BMW. .. pub free :-) but when one wants to confront the road or Runway for the sole purpose of plot trajectories in the landscape, then a motor living, a good framework and brakes reliable enough. There is! For me, the soul of a motorcycle, meaning its engine, is necessarily a single-cylinder for low power and low weight or bi-cylinder power when a larger is needed. The old glories that everyone knows the names or motorcycles legend that every biker would like to have are mono or bis! Make the experience: Norton Manx? Vincent Rapide? Triumph Bonneville? Yamaha XT 500? Ducati MHR? Moto Guzzi 500 and LeMans? HD Electra Glide? Ducati 851 and descendentes? Honda VTR SP1? Come on, do the test! And these are (almost) as European motorcycles, you noticed? Moi yes, and as I display an "economic nationalism 'good-quality, I am delighted! AVENTURE PAGE The beginning of the adventure. The bicylindres sports: short tour d'horizon. Ducati makes the best bi-cylinder sports in the world. It is 25 years since it lasts, and I do not know anyone, not even my friends japanophiles, which can m'affirmer the contrary ... I am a bias implausible, but confessed misconduct is not half forgiven? But if, go! Aprillia and the family of the RSV1000 showed imagination and talent of designers transalpine in a bi-cylinder at 60 degrees with tree balancing. It is a natural solution less than the V-90 degrees but more compact by the closure of the angle. I will talk more here, promised, but I need to mention this wonderful achievement. Suzuki or Honda tried to approach with some success of the supremacy of the bi-cylinder Italian recently by adopting an architecture engine that is not in their tradition. Let us not forget what difference in size and resources between the three manufacturers, and that the few podiums achieved are a good result for lean billion yen invested. The money is not everything, the Japanese are much more at ease in the 4 cylinder in line. Without benefit of the industrial and financial power of the first manufacturer of two-wheelers in the world (Honda. ..), Ducati SpA is still World Champion Superbike for almost a decade. Belle performance in what remains a small manufacturer "niche" defender of a motor original architecture. A bit of etymology. And by the way, why my prototype called there Desmono? Because of [modromique] mono [cylinder]! Desmono, as its name suggests, is a single craft on the basis of Ducati bolt desmodromique. Yes, I explained, because some machines (monos and 860gt among others) were equipped for economic issues cylinder heads reminder of conventional valve. The range of sports Ducati, remember it can be separated into two groups depending on whether the engines are two-or four valves per cylinder. They talk about DesmoDue for two-valve cylinder heads, overwhelmingly cooled air (except Paso and ST2) and DesmoQuattro for four-valve cylinder heads, all liquid-cooled. Between the origins and the 1970, Ducati has produced single-cylinder 125, 250, 350 and finally 450cc then devoted himself exclusively to bicylindres L if you forget (deliberately) a series of unfortunate bicylindres online face the road. The production of Single Ducati suffered a total eclipse for almost 25 years when 1994 came to a real bomb: Supermono. I was captivated by the beauty of this device, marketed in 3000 a few copies only. This production has never been implemented due to lack of conviction by the manufacturer in this model fruit of the imagination of the great engineer Massimo Bordi. Rich Assessment desmoquattro injection and liquid cooling (851, 888 and 916), Supermono showed exceptional characteristics: a power of 70 hp and weighing only 118 kg, magnesium casings, a profusion of carbon, booting the stroller ... Everything was thought at the outset to equip this machine the best performance of the world in its class. But most importantly, the system balancing pendulum swinging imagined by Bordi had allowed for the first time to balance statically and dynamically a single cylinder. This engine was capable of taking 10,000 rpm (yes, ten thousand!) Unit with a capacity of 550 or 570cc and a 100mm bore ... The figures suggest that dreamer, and that enabled the Supermono of écumer all events reserved for single-cylinder in which it was committed. Alas! The exceptional nature and the rarity of this equipment have rapidly increased the status of machine race that object of speculation, and if a few copies still looking for our greatest pleasure to category Euromono, other , Traded at around 250,000 FF, no longer as circuit that showcases some Ducati dealers or collectors fortunate. However, I would have wanted me to find a Supermono, a single-cylinder Ducati circuit affuté maximum, without compromise, exceptional ... Of the above, it must be said, my abilities as a pilot very average, but also beautiful outside and inside, and motivating as a very beautiful woman ... This is not me who have said the first! I have therefore decided in July 2001 to overrule sarcasm some knowledge and get into the development of a craft single-cylinder Ducati on the basis desmoquattro as Supermono original. I needed to find the base, and the relative abundance of coins 748/9xx on the second hand market quickly guided my choice. I concede, it would be better to be found pieces of 888 (or Mostro) and to begin construction on this basis, but the difficulty of finding a chassis and an engine drinking quickly dissuaded me go in this direction. With hindsight, and given the total parts purchased, the option of buying and stripping of a new 888 would have been better! But the excitement of the construction and design, "the fly" would have been far less. Desmono is a single desmoquattro, made on the basis of a 748/9xx amputated a cylinder! It takes the general framework truss, monobras rear, 4-valve cylinder head, liquid cooling and electronic injection. Here I am now embarked on the adventure a little crazy, which is to convert a 748/9xx purchased coins rejoinder FUNCTIONAL one of the most amazing single-cylinder circuit that has ever been built. The doctor said: "Everything is fine, but continued treatment!" So I topped my funnel brand new and I'm back down to the workshop to begin dismantling the engine. TECHNIQUE PAGE Choice technical single passage. Remove, remove my brothers! Yes, delete! It is simply to remove a cylinder in two. There is a choice because we are in the presence of a motor L (a V 90 degrees rolled forward): either it removes the cylinder before and we found in the presence of a single vertical traditional, or remove the cylinder back and we end up with a single horizontal as were the Moto Guzzi 500. I will not speak in a first time congestion balancing system. For More! Keep vertical cylinder is advantageous if you want to amend part cycle and shorten the bike since there is no longer limited by the cylinder before placed just behind the wheel. Any instead be released at this point can be used to place components, such as the battery, the governor or the calculator injection. Thus positioned, these masses contribute to lowering the centre of gravity of the machine, which is somewhat offset by the weight "highly placed" cylinder remaining. Keep the horizontal cylinder is exactly what exists on the Supermono. Not only is the architecture of my model, but since I do not want to reduce the wheelbase, I need not worry about save space on the front of the motorcycle. The volume reached in the chassis by the lack of rear cylinder can be used for electrical equipment caser annexes with the exception of the battery should be placed lower. Why not a fuel tank? Let us be clear, I envisioned a pure demonstration to keep the rear cylinder but it has never been any question in practice: the Supermono is a single horizontal and since I can not make a copy, I want to make a INTERPRETATION. So engine will HORIZONTAL! In addition, add my sister! Yes, add! Let us not forget that the main quality of the bi-cylinder engine V-90 degrees is the perfect dynamic balance on the first and second order. Beyond that, this is not true but because the value of residual forces is negligible, considering that the bi V90 is naturally balanced. (A digression technical passage: the engine's most perfectly balanced is another V, the bi V180, otherwise known as "flat". The Flat-Twin of the BMW engine is mechanically a V-shaped, open to the extreme, c ' is to say 180 degrees!) But what misfortune! From our beautiful bi-cylinder V90 rotating perfectly, we made a duck that box on a leg! Indeed, the removal of the second cylinder, his rod and its piston engine totally imbalance, who finds himself with masses of the crankshaft far too heavy for a single mobile crew. Already the single-cylinder is not naturally balanced, but then with a crankshaft bi is the disaster. To remedy the problem, there are two main classes of solutions: the easiest and noble ... I began by studying an "easy" because "noble", already implemented by Bordi and major manufacturers, using a system of mechanical balancing. Let's talk about it right away. The solutions "noble" balancing of the single. Since the V90 bi is naturally almost perfectly balanced, the idea of genius Bordi was simply recreate the masses in motion the second piston deleted by "something else". This "something else" could simply be a piston-like movement driven by a straight, but no: Bordi used a balance between articulating the crankcase and the foot of connecting rod. All the details that I was able to glean on this magnificent achievement of simplicity and efficiency are compiled in Chapter [The Supermono]. It may be noted the emergence of a few parasites since the resulting balance describes an arc rather than a translation, but they are really minimal! There is nothing to add, it's simple, beautiful and effective: 10,000 rounds without breaking with a single piston 100mm bore! Some mono strong engine unit (Japanese, Rotax) use a tree contrarotatif the crankshaft bearing a mass. The rotary motion of the mass of this tree can be seen as a combination of two orthogonal sinusoidal movements in terms of displacement of the piston, so that one of them can be effectively used to balance the movement of translation of the piston. If one uses not one but two trees balancing contrarotatifs, we can move towards an almost perfect balance, the price it is true an important congestion (two trees balancing both sides of the crankshaft) and mechanical losses (transmission of movement of the crankshaft trees). Both solutions balancing single-cylinder clearly imply access to means of industrial machining out of my reach. Let us not forget that I take a V90 bi and that I amends with my small fingers and my grandchildren! The solutions "easy" balancing of the single. Let us be clear immediately: It is not possible to balance a single without the addition of mechanical devices annexes to the mobile crew. Indeed, balancing a rotating machine uses what is called a "balancing static" and secondly "dynamic balance". The balancing static means that you get when parts of rotation to rest does not tend to take a particular position. All forces acting to rest on the axis of rotation of the machine cancels (the sum is zero) so that the machine can be left freely in any position on its axis, it does not move not even if friction is zero. This balance is achieved fairly static simply by adding or removing judiciously placed weight, ie a mathematical point of view by adition or subtracting CONSTANTS. The dynamic balancing on the other hand means that you get when forces from the rotation of the machine are compensated by others and that their sum is zero (the machine does not create forces not compensated, it does not vibrate). The fundamental difference between the balance static and dynamic balance is that the forces involved in the second depend on the speed of the machine, ie centrifugal force. It lies in the presence of forces whose intensities are not constant, but PRODUCTS masses by speeds. These forces are zero to a halt, and grow with the speed of rotation. In the case of single-cylinder, modelled by the interaction of a linear movement (piston), A Joint Movement (rod) and A rotary (crankshaft), it is possible to find an approximate balance but static it is impossible to strike a dynamic balance: the structure of the engine generates a set of asymmetric forces to compensate impossible without external device. Hence the pendulum of Bordi which recreates a "true-false" V90 bi or trees contrarotatifs generating forces of equal value but opposite direction to that of a single-cylinder "naked". That being clarified, it is clear that the only thing we can do is reduce vibration by obtaining a static balancing the best possible for Desmono. And there, I still have the choice of two solutions. Let us not forget that my original crankshaft is fitted with masses balancing assessed for a V90 bi operation: they are far too heavy for balancing static single-cylinder, I must therefore reduce these masses, and go a machining seems absolutely mandatory. The kitchen Desmono. But in fact, how much do I diminish the masses balancing of the crankshaft? I have not so far succeeded in obtaining any form of application that can give me a practical value! The only formula balancing "Grand Maman" I could find said that the best balance of a mono obtained by lestant a crankshaft statically balanced with a weight equal to M = (Mass of piston complete + 1 / 2 mass of the connecting rod). Another spoke of 1 / 3 of the mass of the connecting rod ... On the premise that my current crankshaft is perfectly balanced with two rods and two pistons complete (axis and pins included) and that the formula Grand Mom gives me the mass balance desirable for a single, I inferred that the transition from bi a mono can be done by subtracting the crankshaft this great mass of Mom! I could also measure the imbalance static crankshaft, divide by two and remove this mass of material ... It is possible that I fall on the "mass Grand Mommy" but I'm not on. Weighing for verification of the ring "re-re-balancing" used in the solution. Weighing for verification of the crew withdrew mobile engine: piston rod, axis and the two piston ring. I have therefore decided to "destabilise" my crankshaft bi V90 with a mass equivalent to that balance at best a single-cylinder ... I know this is a terrible cuisine unlike any calculation of mechanical self-respecting, but I had good look, I found nothing better than my intuition to solve this problem. OK, that's good, we have "calculated" 710 g of substance to remove the crankshaft! But frankly, given the perilous nature of the project, I did not want to permanently alter my engine work on its centerpiece. So I imagined reduce fictitiously bodies of balancing the crankshaft ADDING of the mass opposition from the axis! Let us not forget that the second rod has disappeared, and it frees 22mm space on the maneton ... Here is where I will place an additional mass-balance against my crankshaft! J'alourdis overall rotating masses, but I reduce its unbalance. The plans of those half-moons are balancing [here]. Finally, I had to slightly modify the mounting coins "rabotant" a half-moon, which is located outwards from the circle describes: the drive shaft of the water pump and belt distribution was obstacle to the rotation whole. The mass of two pieces has risen to around 680g, since I have removed the material to the two ... that was a mistake! It withdrew the drill column on the few grams of steel on the half-moon opposite. Mistake! They do not have the same position relative to the axis of rotation, so their mass does not in the same way the balance of the assembly! We'll see it later! That said Doctor in the previous chapter, already? Ah yes: that my funnel me fits. But sometimes I find it difficult to glue the head, then I do small shit. RECETTE PAGE A funnel or a toque? Recipe: To a person, you need: Some Italian 150Kg parts of good quality; A kitchen large enough to carry out more preparations and let stand at the shelters of gourmands; A full battery of vessels and utensils usual, if possible brand [FACOM]; A workshop manual, Manuale of Officina in this case, which could not consult the least often as possible, under the usual principle that we know everything without ever having read anything; A comprehensive girlfriend, or even downright independent-who-lives-not-here (Cathy Thank you :-) Neighbours very understanding, or even downright tolerant-permissive-not-chiants; A banker hyper understanding, or even downright "But yes, that is-charges--19%-looking gentleman"; Once the ingredients together, you can go one last time at the psychiatrist or confessor to admit the big game in preparation, and then you get to work the free spirit. Let us for a moment on the list of ingredients Desmono: I made the ads, talked with some vendors to finally find a very nice to me is a complete gift package: An engine Ducati 748 with little Km (which reveal, in fact, be anything else); A reservoir 748/916 sloped enough but very properly resurfaced with his bloc pump; A complete wiring harness main except comodos and lighting; A beam injection complete with Central SP; The master cylinder, front, rear and clutch; Etriers front and rear Brembo Oro asymmetric identical to the origin; Two receivers clutch; The durits inflatable home to change as soon as possible! The gift package No. 1 for 11,200 FF (1708 E), which seems reasonable. A part-cycle Ducati 916 purchased from [TechTwin], a very friendly and very competent professional Ducat of the Paris suburbs: A framework for Special 916 (displacement of a back brace) in mint condition; A loop from 748 arrière biposto new; A swingarm rear suspension with Showa original full TBE; All axes, bearings, crown and rear disc TBE; A Showa fork of origin in almost nine; All ties fork bearings and steering column; A pair of wheels of origin mounted with Pirelli Dragon worn by 50%; A pair of turntables footrest of origin; The second gift package for 10,000 FF (1520 E), which seems equally correct. A pair of Brembo front disc Oro in mint condition in Aulnay Motorcycle Parts 1700 FF; A radiator water Honda VFR 800 (which has two ready laterally) 800 FF; A pair of 851 pots of origin poor condition but transformable and reusable 600 FF; Loops bracelets, circuit breaker, Neyman, sensor pressure and temperature during 1100 FF; Shell rear, front and side of poly 916, virtually given by a friend FF 300; Tubes bracelets new home [Desmo Shop] 200 FF; Axe wheel before new original with nut and washer 400 FF; Game two handles new, original Ducati with cable drawing 650 FF; Ergal clutch lightened with discs ergal / kevlar available from TechTwin 2500 FF; The few local produce additional purchased it, then, to 8,250 FF (1258E). It comes at a cost of ingredients for a portion of Desmono approximately 29,450 FF (4597 E). It should be borne in mind topping before serving: Wrap complete poly 748/916 at Desmoshop approximately 3,000 FF; Mudguards before carbon cheapest approximately 500 FF; Maja fairing before racing to carry out or buy from Desmo Shop 890 FF; Hoses front and rear clutch aviation, tailor at [Brookland Motors] 720 FF; Miscellaneous parts used to complete the exhaust side FF 500; I expect in addition to approximately 1000 FF small parts such as durits the meter, necklaces, serflex, hardware replacement, the valve breather oil and other small electrical supplies. I do not forget a thousand franc technical products and chemicals consumed in large quantities during the months of work and cleaning degreasers a bottle or a bomb, solvents, oils, pastes sealed, brake net, for cleaning materials Plastic ... Not to mention painting "red kéké" whose use is clearly explained [here]! The total budget this is an exception can be broken down as follows: Ingredients base already purchased the contract: 29,450 FF Trim to buy before serving: 5,610 FF Spices and seasonings: 2,000 FF Decoration table, silver gray color: 1,000 FF Exceeding budget for security: 2,000 FF GRAND TOTAL at the time table 40,060 FF (6107 E). The first (the first which I pointed out that it is sometimes possible to find a Ducati 888 in good condition for 40,000 FF is requested (e) immediately close their browser and turn on TF1 to stop thinking. I know well ! But you see, as I am a boy persevering, as Dr. pills have good taste and that my funnel suits me perfectly, I decided to continue my journey on the long and tortuous path of construction motorcyclist ex - nihilo. " In another time and another place, a Texan cowboy moron, uneducated and surarmé might be said that this was going to be long and arduous, but it is quite another story. I prefer to go down in my workshop. ATELIER PAGE Alteration of the workshop. For a project of this magnitude, it is necessary to work in good conditions. Do not laughs, attentive reader! A complete engine teardown, the adaptation of special parts, assembling and tuning a part cycle and storage of body parts to use are not in a kitchen. It takes a minimum of space, can handle heavy and parts sales as well as tiny devices clean immaculate ... No other choice, this is my cave! Two established 120 x 70 for a work plan ideal. Under the established right, the compressor. The drill column dssus. In full job, it gives it! Playful interlude: an object incongruous has slipped in the workshop. Pourras you discover it, attentive reader? It took that I m'installe. So think again budget and equipment, knowing that Desmono will not only benefit from this workshop: Installation of a neon lighting, 2 x 2 tubes sealed 36 W: 600 FF; Two mechanics established in 120 x 70 with fixings for the work plan: 1700 FF; A compressor Mecafer 290 L / min bi-cylinders on tank 100 litres: 1690 FF; A drill column Rexon capacity 16mm power 400 W: 1490 FF; A welder at the arc Parva 150 with welding equipment: 800 FF; Grinder 130mm Peugeot: 290 FF; Etau iron 150 mm: 200 FF; Soufflette pistol and a painting: FF 500; Key shock tyre: FF 400; Small hand tools of poor quality (Indian) and correct (Taiwan): 1000 FF; Small hand tools very good (Facom and Stanley): 1000 FF; Clé dynamometer Facom SD 305 A (20-100 Nm) with fork: 2300 FF; Lifter of 300 Kg capacity to raise the engine block: 790 FF; Dehumidifier Electric Air BlueWind, capacity 10 litres / 24 hours: 1590 FF; It comes at a respectable total of 14,000 FF (2135 E), which is not nothing! It is true that I have decided to m'équiper new material, although it is possible to find used equipment (compressor and accessories) or an equivalent acceptable to tinker (established mechanics, drill column ). Why a dehumidifier, indeed? Because the workshop is in a cellar half buried under the house (strange for a cave, is not it?) And it is therefore a bit damp. Nothing is worse than an enclosed space and moist tooling steel! The workshop is therefore ventilated (to stir the air), heated (to reduce the relative humidity) and dehumidified (to remove corrosion). The dehumidifier is set at 50% relative humidity and withdraws from the atmosphere about 10 litres of water per month. Ah yes, important! THE trick to keep the engine being dismantled, clearly visible on the first photo above, but more on that follows: a sling to four branch that take the engine through two lines of fixing the chassis and suspends the ceiling by a solid block. I can and move the block ... 71 Kg (yes, lift it with your grandchildren muscled arm, once, to see!) Without any effort: it is flush with the tray the workbench. The block and suspended by a rope four branch maintains balance over the workbench. For fans: a small meeting of the muscle man in blue work. The block in the state weighs more than 35 Kg Okay, now we know where to find me when my family, my girlfriend, authorities or my employers begin to worry about my repeated absences and my joyful tone of endive hydroponics. Anyway, I fout: Dr. confirmed to me that I was so severely damaged that it was better that nobody sees me on pain of risking contamination. Whew! DEMONTAGE PAGE Forward for disassembly. State places. The engine that I have received is a 748, as evidenced by a serial number struck on the block like "DMZ 748 XXXX." It is therefore an engine of 61.5 mm stroke to 88 mm bore, as is traditional for all Ducati engines of this class, they are sold to 748cc or 750cc engine capacity. It is in a state of cleanliness very acceptable for a driver who drove on the road, in apparent shock or scratches suspicious that he might have been injured. The nuts are marked breech, evidence that a dismantling has already occurred more than once, but it is absolutely normal for an engine of several tens of thousands of kilometres. It is possible to pastiller a breech desmo through, but it's so emmerdant it is a hundred times better déculasser! The oil pipeline that feeds the outer cylinder heads east fisée directly on the output of oil pump, which is the aspiration external sealed with a screw cap. So I deal with an engine that has never been given a radiator cooling oil, the state of dirt and corrosion "normal" turnout shows qui'ils have not been dismantled recently. All tripe injection I have been shipped in a box with a set of pipes simple injection nozzles (origin Strada) and a central P16 (small size) mounted with a chip SP. Because the pieces are of various countries, I do not formalise my seller is a person of trust. A plant with a puse SP, by the way, on a Strada? Strange ... The result will be a big me very pleasant surprise! Like what, when you buy a serious person, you can even receive a bonus :-) The engine was assembled without joints crankcase. It is possible, but normally a toolkit allows joints to seal the three plans attached vertical without special product. This is more proof, if proof were needed, that this engine has been completely demonté and not simply déculassé. Moreover, the joints base cylinder have a rather strange ... They seem formed a stack of coins thick unit very small, like a leaf miles! This time, doubt is no longer allowed: this block has been completely disassembled, déculassé several times and its socket joints replaced by something "above". Strange, strange ... even a little disturbing lorsqu'e one thinks that this is my first desmoquattro disassembly. Oh, what I'm passing? The removal of the cylinder: dismantling the engine phase I. Ahhhhh, finally, the mechanical work, real, hard, heavy ... Well, no, it's a disconcerting ease! It even went so fast that I did not have time to take photos, say it! The narrative that follows reflects the fact that the engine will TOTALLY DEMONTE, and therefore it is unnecessary to keep up the cylinder before. Insofar as this was my first dismantling desmoquattro, I decided to open completely for my personal culture and for a detailed inspection of parts. If you want to transform a desmoquattro mono with pendulum balancing "the Bordi," you can avoid the disassembly of the engine as you keep the rod top and add the device outside the crankcase. Under these conditions, do not disassemble the cylinder before! Friend attentive reader, you understand that here I must warn you: Under no circumstances does the I LOWER responsibility of the horrors that you could be subjected to your engine t'inspirant my disassembly. It TOI TES handling tools and equipment on TON I laughed éperdument what might happen to him by TA fault. In French in the text: "You're warned my guys, do not you just complain!" Below are the main stages of disassembly of the engine: Remove caches belt distribution. There are three engine on a standard: one for each cylinder head, and a common V-shaped in the middle. Everything must be removed because the removal of the upper belt requires the removal of the belt of the cylinder before. Loosen the roller tension of the two belt distribution. Sauté the two belts and store them without bending, for example by suspending a hook. In this opportunity to undress cylinders all parts screwed over like pebbles of tension and guidance, master cache-metal belts, braces fixing caches belts, the connections of the cooling system. Take a key 15 of VERY GOOD QUALITY (to grasp the nut and not hurt by a support crosswind) as of [Facom] or [Stanley] and begin dismantling cylinder heads. ATTENTION, as in a montage, we must tear down several passes and never completely remove the nuts one after the other! Any effort to shift gradually over the 3, then 2, then the only remaining pin, with beautiful deformities or even worse! Proceed as follows: Releasing the first by a ¼ turn 4 nuts breech a pair opposite: 1 - 3 - 2 - 4 Making a pass with another ½ turn, always in pairs opposed 1 - 3 - 2 - 4. Then continue on successive passes ½ turn on the same principle. When the 4 nuts emerging free, clean and store them with the special washers who were below. Attention, these are special nuts, with a very large conical base. They will be difficult to find in case of loss, unless the order on original parts. If the head is still stuck by his seal on the piston, a few small blows with the palm of the hand for désolidariser. It normally remain in place through two pieces centering hollow crossed by two studs opposed. Attention, the breech is VERY HEAVY and can escape once released! Choir on a workbench wood is boring, but on a cement floor or on one foot, is dramatic ... So you are warned! When the cylinder heads are filed, carefully remove the cylinders, leaving slide pistons still attached to the rods. It is possible that the cylinders are stuck on the dough seam which reinforces the tightness of joints base. Do not type it, proceed with care because on desmoquattro is the piston that gives the alignment of the mobile crew, not the crankshaft. Any twist on the cylinder and piston affects the head of rod, which is moving a few tenths maneton on, and this may damage the bronze rings very soft. At a time when the pistons are emerging at the base of cylinders, which are removed, be careful not to let them down (rotation with the rod) on the studs. The steel segments very hard, then released, can bite as blades the edges of gorges during impact. The dismantling of the Pistons is a bit more complicated. Indeed, the axis of diameter 20 is maintained in the piston by two very slight shoulders and two circlips for the extremities. To extract the axis of piston, we must remove a ring on the side where we want to get him out, then apply a very important thrust on the axis for him to cross to force the shoulder. It is quite difficult to remove from his throat the circlip. The best tool I could find is a very fine flat screwdriver (3mm) whose blade has been sharpened by the lime! With patience and thoroughness, we reach out to one end of circlip his throat and remove completely. The workshop manual advocates the use of a large hunting pin and a mallet to drive the axis of piston! ! ! It is incredible when you realize the effort and constraints that apply on the rod, both on his head on his foot! ! ! For my part I refused this barbaric method, and I made up a small extractor with two legs support on both sides of the shoulder and a threaded rod that pulls the axis through d a puck support. Through this system, the axis fate quickly and smoothly without any shock or any coercion parasite in a few key strokes. [Here is what it looks]. When the piston axes are extracted and that the rods are completely released, the engine block looks like [it]. It can be removed completely or just have a balancing external balance. I chose the first option, therefore completely dismantled! Access to the crankshaft: dismantling the engine phase II. When I decided to move from balance-balancing and turn with a "true mono unbalanced" I obviously realized that I had to resolve a complete disassembly of the engine! Indeed, the initial adoption of a pendulum balancing external bloc could not open it, just to use the foot of emerging rod casings and articulate. By against the use of a simple counterweights on the crankshaft results in the dismantling of a rod, and thus access to the screw head rod ... which are not accessible without a complete dismantling of the block! The Ducati blocks are composed of four carters to plan joint vertical, that is to say that we disassembler of all three dismantled. The casings "external" trap devices or annexes cover accessories: On the right, primary and pump oil in the crankcase, clutch outside under a cover. On the left, flywheel alternator, pignonnerie start-up and selection mechanism in the crankcase, water pump under a cover. The dismantling of the casing left presents no difficulty. Once removed the screws M6 fixing, just a few blows with the palm of the hand between the housing block. We must be careful not to damage the spinnaker attached to the axis of selector with splines, that's all! The workshop manual controls the use of a tiny screw extractor, which builds on the tail of the crankshaft to exercise the necessary force pull on the crankcase, but it is in my opinion totally useless: even if dough seam hard, a few small shocks soft enough experience to dismantle the piece! Once removed, the crankcase left frees access to materials directly mounted on the crankshaft (flywheel, rotor alternator), the oil pump and the selection mechanism. The latter two can be removed without problems, provided well to pay attention to the three tiny O-rings easy to lose present in the oil pump. The dismantling of housing law, however, is somewhat more complicated. The crankcase is crossed by the clutch running dry while the spiral in which it is set to turn oil bath! The housing law for this purpose includes a large joint lip which allows the crown of the primary to have a face "dry" which is firmly fixed by 8 screws M8 bell clutch. It is therefore impossible to disassemble the crankcase without the prior completely disassemble the clutch! This gives us in order: Remove cover clutch. Remove the springs of the clutch pressure plate. The 6 springs with their cups tabled help liberate the plateau and remove and the thrust rod that passes through the engine block. Get the stack of discs smooth and trimmed now free. In my case, I simply discarded because they seemed to mean state and the steel bell was much too strong for my taste. Adapting key blocking force on the splined hub of the clutch to block it and use a key 32 to loosen the nut central. With 186 Nm of torque, it gives us at least 70 kg of weight to be applied on a lever arm of 20 cm! Needless to hurt you, take a key very good (Facom or equivalent) and put on a round steel tube to increase the arm. I inflicted a torn muscle strength have tried with a small top ... Now I know! Once the nut central clutch unscrewed, a simple manual traction on the splined hub withdraws from the axe. Attention, it is in two parts with a damper couple rubber inside. It is with the bottom of the bell clutch visible, the 8 screws readily accessible for dismantling treated. They are usually very tight, making mandatory detention of transmission by blocking the crankshaft with another key Force. Place 8 screws M8 and remove the clutch bell. Loosen the screws M6 fixing crankcase, which opposes a slight resistance because of the seal lip on the crown of primary transmission. As filed, the law allows crankcase recover without effort or the crown tool of primary and washers bracing rolling through a tube to roll on the tree primary box speed. OK, that's good, our two side housings are fallen, we can tear down the two main engine casings! It will take care first to remove the oil pump, not to lose 3 small O-rings hidden below, to release the rotor alternator and flywheel without losing the keys, to file the pignonnerie starter and starter itself, the training of the tree command distribution and water pump ... Especially do not forget to remove the valve regulating oil pressure and the ball dead! I am caught in the figure at the opening, expelled by their respective springs! Hey, we do not laughs: we live much better with both eyes with one. We can then bed frame on the side, the surélevant work plan because of lines that go beyond, remove all M8 and M6, which assemble the two pieces and pull up on a crankcase. Normally it comes without problems or significant efforts, or else you forgot to unscrew something! It gets the components of the box speed, which is range without losing in a box to protect from dust. The dismantling of the rod supernumerary. Since I left for a single unbalanced, I need to remove the cylinder rod higher. I have not completely dismantled the crankshaft leaving over the primary transmission gear, so that the crankshaft and its two rods remain "prisoners" crankcase central law. It is not too inconvenient, but it is no longer possible to place the crankshaft and connecting rod in a vise to dismantle it! This time I understood the lesson of the nut clutch, I went to buy a key clash with a socket FACOM special, called "extra fine" to 12 pans. Indeed, the screw head rod, featuring 12 segments (instead of 6, for those who sleep already) with very little space to move around the tool. This tube fitted with a square of 12.7 mm (1 / 4 inch) is ideally made for this and I can mount both the key clash on the wrench to assemble ... Let us never forget: the right tools are 50% of the success of a job! And in precision mechanics, I wonder if this is not quite 80% :-) I enclose the key to shock the 1 / 4 of its maximum power and I give some small moves alternately cautious on the two heads of live: the third way, they dismantle without effort. Thanks compressed air! The housing law bears the crankshaft and connecting rod remaining. The rod supernumerary is filed. Incidentally, I realized that the Pistons seemed well wholesale for "small" 88mm of 748 ... I took my foot slide (which is absolutely not dirty, even alone in a workshop for long hours) and I measured the diameter pistons. And then, the kid surprise bonus I mentioned earlier: this engine is not a 748cc but a 854cc, ie a motor racing obtained with a low engine 748 (61.5 mm stroke) mounted with a high engine 916 (94mm bore) and special pistons. The result, it is not me who says, one of the best motor racing Ducati, because using pistons of the same weight as those of 748 of origin, this type of engine is capable of taking good more than 10,000 towers and issue approximately 120Cv. Desmono, which was originally cuber 748 / 2 = 374cc is now 427cc what is more acceptable. Only Desmono II may reach about 55 Cv with a beam balance. Desmono, he would be satisfied with approximately 40Cv, finally I hope! MODIFS PAGE The amendments. Preparation of injection pipes. The two injection pipes are identical but solidarisées by two stringers, one in steel, other alloy injected. The cylinder that powers the front door knob able to throttle and the rudder cable. This will simplify the separation, since it is one that I want to keep. We just have to disassemble stringers and liaison ball coupling between butterflies and then compensate the gauge of the missing piece by a puck. Much easier said than done! The corrosion predicted butterfly's body sank and alloy steel screws were literally welded! Even the copious use of [Degrip'Oil] for several hours before disassembly has not released the coins! So the great evils major remedies: Sawing cautious of any side to release the head of the screw, then the rotation axis and released the clamp-vice! Within an hour of work, the butterfly body is separated and cleaned. The spar alloy cast, bringing the threads of the end of the cable throttle, is cut and prepared and will track the command of butterfly unique. The circuit is injection-type "movement" which means that the fuel is pumped into the reservoir and distributed to the two injectors by a common durit that passes from one to another and then back to the reservoir not exceeding consumed. To run with a single injection, it will be necessary to interrupt the flow of pressurized gas (3 bar) and organize the return of the fuel tank just after the single injection. Simply cut collars, unplug the durits with caution (caps are made of plastic) and re-assemble. This is the simplification of pipes injection is complete. It was nothing, but there must be a beginning of everything! The result of the separation of body butterfly. And finally its mounting ... until after the story! To defeat and is always work :-)) Preparation beam injection. In fact, the beam injection as such does not need to be radically changed in phase one of Desmono. The power-Magneti Marelli original 748/9xx small (P8) s'enquière the presence of ignition coils and injectors by measuring the electrical resistance associated: you will have the "wrong" by placing connectors on unrelated plugs containing simple resistance. The values are requested data as verification of these components in the workshop manual. No need to break the trunk to measure them in situ! Preparation of the exhaust. In the list of ingredients listed in my "Recipe", attentive readers (there are always) have noted the purchase of exhaust systems used original 851. I thought that since the original Supermono was equipped with an exhaust side, it should follow that example ... In fact I have not paid dearly for these parts (600FF pair), but their poor condition and the work required will lead me probably not use them! Das initially for testing and engine settings on the first part cycle, I will give a "1 / 2 line" 748/9xx since I did ascend the cylinder before. The coins, pieces of origin with steel inner and outer aluminum, it took dismount to keep the parties useful. Obviously, domestic steel baffles a staggering weight illico were balanced, but it was not very immediate: dérivetage, sest it emerged that stainless steel tips that were salvageable parts were ... welded to the body baffles! That does celà, after an unsuccessful attempt to hacksaw, I took out the disqueuse and trentes seconds the job was done. In the very job for stripping pots used original 851. The pieces finally exhaust available. What Photo Essay bold! The assembly of the lateral line final reuse that half of these coins, those in the state as acceptable. The drums are quite aluminium esquintés, and I will find a suitable carbon ... or aluminium nine when the need is felt and the bank balance will be more positive :-)) Preparation of the cooling system. Preparation elements of fairing. REMONTAGE PAGE Reassembly engine! Ai Ai Ai, it looks like a test championship final of the World Puzzle, then this story! Well no, not more than the dismantling of the block! In three rounds of pot spoon, or key Allen 6 is an operation carried out quickly. I become a pro, I tell you :-) If so, I assure you: between the former head scratching perplexed, along with subversive thoughts like "merdier But what did I therefore filled" or "ANY CA Y'avait really in there" or "If the engine starts a day, I stuffing the mouth for 48 hours" and tightening the net brake the last M6, he did not spend 4 hours! And valve timing included, please! If short time indeed that I have not had the opportunity to get back on the bench to take many photos. First, a good cleaning. It is uncommon to be able to contemplate inside its engine block without sharp fall just before, that is. I have therefore taken the opportunity to fully clean, décrasser and scouring the block. In the interior, since I left the gable transmission primary and the crankshaft in place, I do not have access to one of the main bearings but this is not really serious. The problem with an engine that has driven, it's constellation of patches of tar or oil more or less cured that stick sand or small pebbles, mortal enemies of any mechanism. So I closed the empty box to avoid contamination of bearings and rod bearings and then I sent this kid dirty bath in a bowl with a brush. Once outside absolutely nickel, you can go thorough cleaning of the interior, like this: Like all the dirty kids who are playing dégeulassés: the bath! Degreaser and a bomb souflette: casings are clean as new. With degreaser for metal and a bottle brush rigid at first, then with a cleaning spray and a blow finally recovered parts absolutely new, it will not leave for a long time to air to prevent corrosion bearings and steel inserts completely scoured. While the crankshaft is accessible, I take this opportunity to remove the cap that closes the maneton and I clean the scrubber centrifuge there. I cut quite little, the equivalent of half a teaspoon, that is to say that I was very far from a clogged maneton capable of causing a dramatic interruption of the lubrication head rod. Tutti Bene will! Reassembly, Episode I: "Show me your half-moons." It has nothing pig, remember that I have simply chosen to "re-re-balancing" my engine by adding a weight on the crankshaft. It takes the form of two half-moons steel, which once assembled tumble, form a ring which also maintains up the remaining rod. The two half-moon takes the place of the rod filed. The bloc raised will receive a half-moon balancing. He would have had to do it right, calculate the constraints that the centrifugal force will exert on the screws M8 assembly and verify that they are sufficiently sized, but I did not do so. I commit the imprudence to trust my intuition! If someone wants to play the calculation, the data are: A mass of 340g; A ray trajectory of 30.75 mm; A speed limit of 12,000 revolutions per minute (twice the maximum speed in the configuration mono); The two half-moons are assembled on the maneton and tightened sharply. The two screws M8 braked brake net Loctite and all absolutely does not move through a correction perfect faces and a central bore machined to +5 / 100 th of a millimetre. The crankshaft is not marked by the presence of this piece, made of steel standard therefore much less hard than the maneton treaty by carbonitriding. The half-moons are directed to make the screws M8 assembly accessible by the door closing higher. Thus, it would be possible to dismount to change (the canal drilling of oil) without having to scatter the engine a second time. View of the assembly on the crankshaft. Another view of the assembly on the crankshaft. Finally, thinking that came to my mind after having assembled the half-moons on maneton was "Everything that's why ..." Yes, and we are still far from the first laps! Each thing in its time! Reassembly, Episode II: "The return of the revenge of the box VItesses." "Rhoooo putaing cong, y'avait everything in there? Are you sure it was not a 4 x 4, your 748?" As it is a box of six reports on two trees, one finds oneself with a dozen pine nuts can all different without too much difficulty be switched to mounting without of course that it may work. I had not taken the precaution of note on a sheet piling precise different pine nuts, so I found myself unprepared when any reassembly came! In fact, after half an hour of reflection and attempts assembly, I had an idea of genius (not boiling, I cast a small flower in passing) and I went looking for the catalogue of spare parts which Ducati This magnificent split showing all the components and assembly lines. In the chapter "Gearbox", I immediately found a perfect representation of the pile of pine nuts and washers. This catalogue of spare parts is the indispensable manual workshop, and is available for download in the form of a large PDF file - pleonasm! -- On www.ducati.com. Here's what you can check the catalogue of spare parts. World Championship of the puzzle: Final test. After a few minutes of identification, the box is rising, gables generously soaked engine oil new ranges selection installed on their two lines and drum selection established. To find out if everything is in the right place, you can run the lines by hand and "move speeds" by playing on the ranges of selection. In case of mounting error, a passage report instantly blocks the box speed. It is the only valid test in my opinion. I leave the box crabotée outside point of death, I will need in the future. We will be able to close the block. Closing the block: the Joint Blue Rose was! In the list of technical products that I obtained, is the inevitable dough attached to assemble housings. Ducati offers a kit seal casings, but as my engine was assembled without, I decided not to save and to seal the dough. I Loctite "Formajoint" ref. ######## For seal assembly. It is a product which as its name suggests is called to replace a seal on new parts and clean with surface conditions beyond reproach. It is much more liquid than the traditional Joint Bleu (or Gold) which gives a much finer film (a few cents I guess) unable to fill irregularities joint plan by example. It is not done to strengthen a joint aging or faulty but to replace a seal on parts of good quality. And then there is a beautiful pink fluorescent :-)) Rose fluorescent, huh! This is not an image processing, and more this spot, this salopperie! The first joint liquid "Tuning" ... It at least has the merit of making visible from afar surfaces support joint base. For the closure, to say nothing of particular: the crankcase with the crankshaft whose tail is elevated beyond the work plan, the Joint Rose is applied without excess in terms of joint perfectly cleaned and degreased with acetone. The pieces in the block (crankshaft and connecting rod, box speed and drum selection, ball bearings or roll) are abundantly lubricated new engine oil in anticipation of a few rounds of engine start-up where the charge pump does not dry yet . The drum selection in particular, whose steel runs directly in contact with alloy engine block without any friction surface particular, must be very generously oiled. Saying that in some Japanese engines, the camshafts that run directly into the soft metal cylinder heads! A bunch of barbarians, the Japanese is evident. Do not forget the drive shaft of distribution and water pump. I am not on it can be donned by one of the bearings if we forget to put it at the time. It is careful not injure the joint spi output box with the splines of the tree ... Output box (but if!) and positioned on the second crankcase on the first which contains all the internal parts of the block. As soon as we align the pieces centering, the two housings together on the cordon Joint Rose and screwing can begin. The screws closure of the block were cleaned by a bath Degrip'Oil, brushing and blowing. They are all coated brake net at the time of tightening that must be done, as they say, with moderation. Distrust: when you greenhouse steel in an alloy of aluminum, even good, it is very easy to pull the net. The block is closed, the axis of training for water pumping and distribution is clearly visible. Tightening costaud, but without force. The latéaux housings are also sealed the Joint Rose, who stain. The rest of the reassembly. You know what they are doing in the Manual of Officina chapter "Mounting the engine? They did not complicate life: in essence, they fared by a phrase such as "Run to reverse all stages of disassembly"! So as I am not more intelligent they are, I will do exactly the same thing and myself to give you, dear reader, a few photos of milestones reassembly. A beautiful block as we would like to see more often! There is good the joint socket special aluminum 2mm thick. The extractor axis of piston action, but to insert the line by pulling inward to make it back. The assembly of driving engine and generator rotor. Surprise: the engine takes good balance in this position! Installation of elements of the distribution. And voila! The block is now ready to be fitted in the cycle as it awaits its part, the big moment. Hop, it was no more complicated than that! EMBASE PAGE The joint base. At the close observation of the engine that has been sold by Francis, I noted that the seals base cylinder had a particular form of miles sheet, which was confirmed tearing each cylinder was enhanced about 2mm by a stack of a dozen joints normal steel of 0.15 mm thick. There was no question that I meet such a craft, so I decided to carve out a joint base in a special aluminum plate thickness of 2mm to properly replace the original layer cake. First, I had to get to the obvious: two dozen joints base withdrawn from the dismantling of two cylinders, I was able to sort 3 different types of joints! If two types have an internal diameter adapted to my cylinders, a third is simply too big, probably from a motor cubant more than 916 (955cc, 996cc or perhaps a kit 1050cc). The mechanic who re-assembled the engine was not embarrassed by technical considerations, he simply piled all joints base in its possession to reach the desired thickness. Another salaupiot marsh :-) So I chose one of the joints base diameter good and I landed on the aluminium plate of my choice. With a ball-point pen (this is important) I drew on the plate gasket and I belong. Why a ballpoint pen? Because it has a tungsten carbide ball and that serious flexibly in a few passages a soft surface such as aluminum. Once the plate marked, one can outline the cut on the drill column and fuses of various diameters. Once the plate is marked, you can start clipping the center hole with a little bit. Then we can move on to a wick largest order to expedite the work. I worked on the center hole of the joint before working on its external part for good reason: Until the seal is still supportive of the plate, he can not be folded or deformed. I détacherai when I will not need to work on the center. With the cylinder, I check that the odds are good and I adjust the lime. The only tools utlisés for 95% of the work. It closes completely finishing the center hole before detaching the seal on its plate for questions rigidity. When the central bore is completed, we can loosen the seal of the plate which gave rise and finish the job finishing with a small strawberry carbide drill mounted on a hobby. I did not use this tool in the draft work because it is extremely difficult to work precisely cut: aluminum sticks, strawberry and urges it is almost impossible to guide the tool. Anyway, with a rasp and a lime half-round is on 95% of the work. J'oubliais: great care and patience ... Ok, the interior part of the joint base is completed and conforming to the model. Now we can separate the seal its original plate with a small strawberry carbide drill mounted on the speed max. It finally arrives in a room with an accuracy better than the 1/10th and finishing quite acceptable. The cylinder, the joint model (G), the joint aluminium (C) and the other joint steel (D) ... who would have me serve as a model! The joint Special base in place before mounting. ARRRRGGGHH! At a time when everything was finished after a full evening of meticulous work, I realized that ... I had not taken the proper model seals base to copy! Indeed, there were two types of joints base adapted to my cylinders for 94mm pistons, and I chose the wrong ... The fault is not very serious, the joint that I made suits if one ignores one and a half millimetres more or less in some places. But as I am a perfectionist, I joined this referai when constructing Desmono = II :-) Anyone who has dealt with a sodomite heavily dyptère is wrong: there are no flies quite large, except perhaps for him. Before me smash by a careful reader but unhappy, I hereby submit my funnel quickly shielded on the head and I courre me refuge in my cellar. LIFTER PAGE The Lifter. To lift: English verb [English: fourbe capita and rouquin of perfidious Albion, drinking hot water and cooking terrorist] meaning to raise. Lifter: mechanical device that helps raise! In good french: lift. The problem I have faced since the first minute when I took delivery engine 748 has been his weight staggering. The block weighs the bagatelle of 71 Kg without the injection, and its installation on the bench for the first dismantling has almost nailed me in bed with back pain carabinée. As the bloc maigrissait and that I was working on the equipment, it was clear to me that I could not climb the single engine in the cycle: how to guide a millimetre a mass almost equivalent to mine while the solidarisant with the frame and swingarm by three ties simultaneously? Without using a device specifically designed for, it was impossible even quite dangerous. Ideally Shadok, when there are no solutions is that there is no problem! And conversely, when you have a problem, we have a solution! The solution I have found the World Two Wheels in October 2001. Intermède journalisif our special envoy to MD2R ... "Cerné by squads of pétasses that we were the effects of his buttocks in a deafening techno japanouille, drowned by the flood of 500,000 pégreuleux who had paid 50 balls to go see motorcycles they had écrabouillé satisfaction with all other day of the year at the wheel of their Pigeotmazout, harassed by hunters stickers come to serve until his hands (true!), our reporter found by chance the small stand of society Racing Concept. Two shop windows, very few beautiful pieces racing for Ducati, three people who seemed to clearly know what they were talking ... A stand of professionals of the motorcycle, just history remind us that in "World Two Wheels" there is "Moto". lifter was sold 690 FF, ie far less than what other companies offered. " I have to wait 6 weeks for it, they were totally overwhelmed by orders :-) But once in hand, I do not regret my purchase. It was the correct solution. My job has simply been to make a lifter from the mobile by providing four wheels on large stringers, and to provide it with a fork capable of maintaining firmly the engine to prevent it from toppling. Rather than a long speech, a few photos of achieving ... The lifter with drilling, to receive its stringers and fork. The lifter finished. The fork is visible on the right. And his usage: The engine thus established can be moved up and down without effort. The engine approach as part cycle maintained by the straps. In setting up the engine without effort: View of the establishment of the engine. Another shot of the establishment of the engine. And it works! Once the engine up, I realized that this was an ideal way to move the bike in my studio if cramped. I do not know how much weight the whole (engine mono + part cycle), probably a little over 100 kg, but it is effortlessly raised by my system. The photo on the home page was taken when I baladé Desmono and in the garage. The lifter has a maximum capacity of 300Kg, but since the system used parallelogram, the force developed early in its course is much lower than that. In my opinion, the lifter down on smaller wheels to increase the deflection before placing a burden, we can smoothly load and move more than 150 Kg If it continues, I will be putting stars on my funnel, so that reflected on me a little respect before I spend the straitjacket.