Quote from: stopintime on December 21, 2012, 03:31:53 AM
Trouble 

probably right

there's a guy in Adelaide who has a 100hp, 800cc 696.  94mm bore.  from him:

"thought you might be interested  in the performance of the new 800cc two valve - 696 motor ( Red bike). The white 696, own the state champ and set new bears lap record at Mac Park, unfortunately they cancel the Phillip Island round which we were going to take the 800 , we thought a 1m 48s would have be about the mark.
specification of the 800cc
bore 94mm
stroke 57.2mm
45mm inlet valves
39.5 mm ex
both titanium of our own spec
our new inlet manifold heads
new ecu
stock cams and timing
14:1 compression
lightened crank and Carrillo rods
55mm butterfly's"


"Head rework is fairly substantial on the 800cc with new inlet track at a steeper angle, oval 55mm throttle bodies (999r) and our titanium valves.
The whole lot would cost about $3500 per pair. We also make carbon airboxes to suit.

There is more development to go on the 696 motor which is doing a reliable 86 hp. and has more conventional head .

The standard 696 stud configuration is larger at 74mm x 94mm and the cases are alot stronger in this area than early models.
So we needed to find 6mm in diameter.   3mm radius, 1.5mm off  the internal of the cases and the same off the OD of the barrels which we also shortened to match the 696 stroke of 57.2mm.
Pistons are CP to our spec as the pin is lower than a 1000 ds, weight is the same as a stock 88mm and we also set them for 48mm inlet which we have  run on this motor as part of the development program. Currently running 45mm as that's all that was required with the improved port flow.
The rev limiter is a bit shy at 10250 rpm  we'll run 11200 rpm on the track, this is still well within piston speed and acceleration limits.
We have also developed a cam manufacturing process and have lift profiles in mind but the maths is killing me!!!!
Cams can be alot more like 4V motors as the heads breath so well , we don't need as much duration and could even have shorter lobe separation.
This is why I've stuck with the stock 696 cam, although with the new inlets additional lift would help. From flow testing of the standards and ported stock inlet it's obvious that lift is no real advantage as they flow so poorly over 9mm (see attached)."

i was going to put it on my blog with some dyno charts and photos, just haven't got to it.

 

Quote from: Raux on December 22, 2012, 12:56:31 AM

+1!

Much more air and fuel in, a little easier exhaust escape, MUCH higher compression, short stroke and very high revs   Sounds like fun, but this engine shouldn't follow the usual service intervals

It's like Cloner says: "An engine is like a bar of soap. The harder you rub it, the faster it's gonna wear out. And dropping one is never a good thing."

Quote from: Buckethead on December 25, 2012, 01:06:46 PM
It's like Cloner says: "An engine is like a bar of soap. The harder you rub it, the faster it's gonna wear out. And dropping one is never a good thing."

And trying to pick it back up is the tricky part.

mozzone 05

Quote from: ducatiz on December 26, 2012, 06:40:46 AM
mozzone 05

Thanks for sharing, I enjoyed seeing the "old" factory in action!  

Just finished this for a customer.

Very cool video of the Ducati factory. It looks like early 80's.

What is that?  I mean... frame.. tank... seat?

Not an F1.. is that the endurance seat?

Quote from: Moto Motivo on December 26, 2012, 07:10:38 AM
Just finished this for a customer.

1993 750SS frame
F1 Endurance seat with "quick remove" battery in seat
Tank is custom. Combination of 89 750SS and 93 750SS

Quote from: Moto Motivo on December 26, 2012, 10:08:37 AM
1993 750SS frame
F1 Endurance seat with "quick remove" battery in seat
Tank is custom. Combination of 89 750SS and 93 750SS

pegged the seat -- you'd think an "endurance" seat would have a little more padding... lol..  it's amazing that preparation H wasn't a racing sponsor.

front discs are too big, out of proportion with the era/look.  front mudguard too.

how did the sport tank go on the ss frame?  i have just bought a cheap 400ss, and this, a thread on ducati ms by a fellow in somewhere lower eastern europe and the series 1 cafe racer dvd i got for xmas are making me think i could keep it and make something of it.  after i bought a good original tank from germany, of course.

ian gowanloch has new, unpainted sport tanks or grey ones, but i figure it'd need some mods underneath to make it pivot and to mount at the front.  the sport frame is higher at the sides too?

looking up falloon's book and motociclismo it seems they're fairly similar.  sport tank is definitely more retro.  and i've always liked the sport tail.  i thought the 1990 900ss with the big white stripe was just the best looking thing ever.  well, after this: http://www.philaphoto.com/imageLibrary/displayimage.php?album=955&pos=5

moto: were there issues with clearance under the sport tank?  or were you just using the front of the correct tank to make it fit the frame?  is the seat unit off the shelf?

just need some 16" marvics to really make it work.

or just buy this: http://raidermotorsport.com.au/products-page/bikes-for-sale/ducati/ducati-belt-2-valve/400-ss-30816/  these late sport style little 400 were actually quite high spec, made at the request of the japanese importer in 1990.  first ducati with mikuni carbs.

it just occured to me how retro the black numberplate with white # is.  i like that.