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Lucky Phil

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Lucky Phil last won the day on June 22

Lucky Phil had the most liked content!

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About Lucky Phil

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    Forum Flooder :)

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  • My bikes
    v11 sport,GSXR1000 K7,Ducati1198s, Ducati1000ss,DucatiST2.
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  1. I think I covered the benefits of Joes pump adequately. Ciao
  2. How about one of these. Year model 2003 1000ss Dual Spark Or in this guise. Ciao
  3. I thought before I get too far into this gearbox stripping and painting I'd better check that the mounts weren't cracked. First step break out the dye check kit. Clean down the mount area and apply the dye. Wait for 15 minutes. Clean it off again with solvent and apply the developer. All good thankfully. Its not hard to see why they can crack here. There is not genuine radius from the vertical machined face to the horizontal area. its just the edge created by the face cutter. I'll create a radius here by hand as there's a decent amount of material and what you loose will be more than compensated for by the removal of the stress raiser from the machining. Ciao
  4. Nut side, not that its going to make much of a difference. Ciao
  5. The original pump isn't going to fail but as has been mentioned the pump from Joe is better quality and addresses some issues. Most of the answers you are looking for are in the images. The pressed in steel support for the idler gear means the gear runs on a hardened steel shaft and not a gear supported on an integral shaft running in an alloy housing. The gear is better supported and the housing wear is eliminated as shown in the images. Some of the internal housing wear can be due to the minimal support of the original gear and a combination of wear between the shaft and the housing bore allowing the gear teeth faces to contact the housing internally causing damage which reduces oil pressure. Having the shaft rotate in the housing also means you lose oil pressure through the clearance between the shaft and the housing bore. Joes pump will last longer than the std pump and will pump slightly more oil due to less losses. Joes pump I believe also uses the later Daytona/Centauro/MGS-01 21mm wide pump gears as apposed to the 16mm V11 gears which means it has the highest volume oil pump of all the big block engines. So better, quality, higher volume, less losses and better durability probably sums it. I guess at the end of the day most people fall into 2 camps, those that think quality has value for its own sake and those that dont. Its a bit like people that pay big money for a beautiful original looking custom paint job without any orange peel etc. It has no practical value and is going to cop damage etc from road use but they still want and appreciate the quality. Individual value systems. Ciao
  6. No I fitted the gears to my old pump but Joes new version is far superior to anything else out there I believe. His pump has the idler gear running on a steel shaft like a Ducati pump instead of the shaft being incorporated in the gear and it running in the alloy pump housing. The whole upgrade is about quality improvements as Mikko outlined and that's exactly how I feel about most mods I undertake. Its an opportunity to correct the cost cutting and quality short cuts of a mass produced piece of engineering. It will never equal a factory race bike of course but its an interesting and satisfying engineering path to go down all the same. Of course you could always start with something truly horrid in design and engineering terms like a Norton Commando or a Triumph twin but lets face it nobody wants to waste that much time:) Ciao
  7. I covered this in my Joe Caruso timing gear install thread. Dont bother checking it just fit a new one. Tip....you can buy the old version much cheaper than the updated version and simply die grind the oil feed slots yourself in about 5 minutes. Ciao
  8. I think the days of gears were over once accountants and not engineers started running businesses. Ciao
  9. The noise from gear drives varies depending on many factors including engine harmonics but also mesh clearance cold and hot. I've had engines that wine when cold and have a slight clatter when hot. As the alloy crankcases heat up and the bearing centers that support the gears move away from each other the whine caused by tight clearances dissipates and is replaced by gear backlash noise. depending on many many variables is the volume of noise in hot and cold conditions. I was in the pits back in 1988 at Oran park round of the WSB talking to Robert Dunlop who was riding a Honda RC30 that year as a privateer and hung around to hear it start up before the first race. That was the first time I'd heard an RC30 with the backlash gears removed and it was quite noticeable. Although Honda would have run a decent amount of tooth clearance and relied on the backlash gears a fair amount as it was a production engine system. I owned an RC30 at the time so was interested in what modifications he was running in WSB. The list of engines that have used cam gear drives is like a who's who of brilliant engineering. Manx Norton, bevel drive Ducati, Guzzi V8, ahem...the Guzzi big block V twin and of course the venerable Rolls Royce Merlin. If anyone needs any more convincing after reading that list I cant help you Hears some engineering art to ponder. Ducati Desmosedici V4RR Ferrari V12 Ciao
  10. The Daytona I've just assembled and just about every engine I've worked on over the years including Ducati race engines has used round section wire retainers. Button retainers that I've seen were generally used on drag racing engines. Ciao
  11. Looks fine docc. Fit up the new stuff as you said. Ciao
  12. Grind or rat tail file some notches on one end of the new one docc so you can get a narrow ended drift on the inner race. Even with the collars you can usually get enough radial movement on the spacer to help get the drift on the inner race. After you install one of the bearings drop the spacer in and check how it levels up with the bore end face on the other side. Remember the bearing will have a little lateral play to take into consideration. Ciao
  13. I'd keep the the collars as you have found the spacer drops down and axle fitment is a pain. Some spacers have a notch ground on the face of one end so you can get a drift down the bore from the opposite end and get some purchase on the inner race for removal. I forget if the Guzzi has this or not but when I have them out I always grind another notch opposite the original if it has one or grind 2 notches for ease of bearing removal in the future. My rear spacer had a collar standard. Some spacers only have 1 collar and you can then lever the spacer over a little on the non collar end and get a better purchase on the inner race for drifting as well. Ciao
  14. The collars on the spacer? Ciao
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