sev
Elite Member
Thats the Engrish blitishers for you.
Ducati Multistretta 1098S
- Thread starter millemille
- Start date
millemille
Well-known member
Interestingly, the finished bike appears to be lighter, significantly lighter, than it was in the original guise.
Quoted dry weight for the 1100S is 196kg.
The finished bike weighs around 178kg wet (with about 15 litres of fuel in the tank).
I can only presume that the removal of the catalytic converter in the collector and the Termignoni silencer replacing the boat anchor OEM silencer and the aluminium fuel tank have, in combination, removed a massive chunk of weight and the extra weight of the radiator and coolant is still much less than the saved weight.
Either that, or my scales are on the fritz. It will get weighed as part of the MOT test later this week so we'll see which is right....
Quoted dry weight for the 1100S is 196kg.
The finished bike weighs around 178kg wet (with about 15 litres of fuel in the tank).
I can only presume that the removal of the catalytic converter in the collector and the Termignoni silencer replacing the boat anchor OEM silencer and the aluminium fuel tank have, in combination, removed a massive chunk of weight and the extra weight of the radiator and coolant is still much less than the saved weight.
Either that, or my scales are on the fritz. It will get weighed as part of the MOT test later this week so we'll see which is right....
millemille
Well-known member
My lucky jubilee clamp has been installed in preparation for the MOT.
My lucky jubilee clamp brings me much luck when it comes to MOT's.
Regrettably, the only place I could fit my lucky jubilee clamp on the Multi was on one of the silencer outlets.
Sadly, I fear my lucky jubilee clamp may have obscured some writing around the silencer outlet.
My lucky jubilee clamp brings me much luck when it comes to MOT's.
Regrettably, the only place I could fit my lucky jubilee clamp on the Multi was on one of the silencer outlets.
Sadly, I fear my lucky jubilee clamp may have obscured some writing around the silencer outlet.
millemille
Well-known member
No idea. I can't read it because it's obscured by my lucky jubilee clamp. I do hope the MOT tester won't be too disappointed....
millemille
Well-known member
YES!
Lucky, lucky jubilee clip 
millemille
Well-known member
MOT passed with flying colours.
Came home, taxed it and went out to put some miles on it and took the opportunity to visit some of the people who have been instrumental in completing the bike and without which it wouldn't have been possible...
Our very own @Nelly at Cornerspeed Ducati in Sutton in Ashfield built the engine, supplied all the Ducati parts and has been an invaluable source of advice and knowledge over the last 4 years ...
Martin at F1 Metal Fabrications in Staveley took a random collection of aluminium panels and managed to turn them into the work of wonder that is the fuel tank...
Put about 100 miles on it. Few snags to fix but nothing major, all of them can be done tomorrow morning and then some more miles on tomorrow afternoon visiting other folks who made it all possible.
4 years work and have achieved exactly what I set out to do.
Happy. Celebratory take away and bottle of wine now.
Came home, taxed it and went out to put some miles on it and took the opportunity to visit some of the people who have been instrumental in completing the bike and without which it wouldn't have been possible...
Our very own @Nelly at Cornerspeed Ducati in Sutton in Ashfield built the engine, supplied all the Ducati parts and has been an invaluable source of advice and knowledge over the last 4 years ...
Martin at F1 Metal Fabrications in Staveley took a random collection of aluminium panels and managed to turn them into the work of wonder that is the fuel tank...
Put about 100 miles on it. Few snags to fix but nothing major, all of them can be done tomorrow morning and then some more miles on tomorrow afternoon visiting other folks who made it all possible.
4 years work and have achieved exactly what I set out to do.
Happy. Celebratory take away and bottle of wine now.
Caps doffed, well done that manMOT passed with flying colours.
Came home, taxed it and went out to put some miles on it and took the opportunity to visit some of the people who have been instrumental in completing the bike and without which it wouldn't have been possible...
Our very own @Nelly at Cornerspeed Ducati in Sutton in Ashfield built the engine, supplied all the Ducati parts and has been an invaluable source of advice and knowledge over the last 4 years ...
Martin at F1 Metal Fabrications in Staveley took a random collection of aluminium panels and managed to turn them into the work of wonder that is the fuel tank...
Put about 100 miles on it. Few snags to fix but nothing major, all of them can be done tomorrow morning and then some more miles on tomorrow afternoon visiting other folks who made it all possible.
4 years work and have achieved exactly what I set out to do.
Happy. Celebratory take away and bottle of wine now.
The.dunnster
Well-known member
What a result - a great project and transformation there. Time now to enjoy the hard work.
One question though, did you consider engineering in a later angled multistrada seat? The proper crushed nuts feeling could help limit the amount of miles you will put on it by necessitating frequent coffee stops.
Seriously, though. Well done!
One question though, did you consider engineering in a later angled multistrada seat? The proper crushed nuts feeling could help limit the amount of miles you will put on it by necessitating frequent coffee stops.
Seriously, though. Well done!
millemille
Well-known member
I had to read that twice to make sure I understood it, LOLZ.
I take it the new 'strada seat doesn't suit your Buster Gonad sized testicles?
The.dunnster
Well-known member
No space hoppers to contend with here. Just the seat and the screen seem to be issues on the 1260 (think before also) and despite changing mine for a comfy seat, it’s not what I’d call all day comfort. Looking at your bike I was thinking that the seat looked less angular and proper comfy - by god I’m getting old....
millemille
Well-known member
Yesterday's ride revealed, in no particular order, a lack of weight over the front wheel meaning handling was a little sketchy and didn't inspire confidence, the gear lever was too low so my boot kept on catching it as I tried to hook underneath it causing the quickshifter to chime in when not wanted and the pillion seat pad kept on making a bid for freedom.
The lack of weight over the front wasn't unexpected; I was concerned, during the build, about the clearance between the front wheel and the radiator when the forks were fully compressed so I'd lifted the whole bike up to be taller than it was before. There was no evidence from yesterdays ride of the tyre rubbing under full compression so the forks were pulled up 2 rings - about 8mm - in the yokes.
Gear lever adjusted and the pillion seat lock mechanism was lubricated and adjusted.
Took the bike out for a spin this afternoon and immediately handling was much, much better. Not as good as before, as far as I can remember, so was planning on pulling the forks up another ring. Gear lever was now in the right position and the pillion seat was resolutely staying in place.
Started giving the throttle a bit more of a workout, still nowhere wide open, but enough to develop a Pavlovian reaction that when the throttle is opened my right foot mashes the back brake pedal down to keep the front end down. That's going to be very confusing if anyone follows me, as I rapidly accelerate away from them with the brake light glowing.
The quickshifter is awesome and changes are so smooth and seamless it's difficult to tell sometimes if it's actually gone up a gear. I think a gear indicator might be a wise move, Healtech make one and if it's good as their quickshifter I'll be getting one.
So popped over to Mansfield to see the chaps at Vale Paints who did all the power coating, painting and hydro dipping...
...stopped on the way home to fill up to the brim with Esso's finest 99 RON fuel, and see what kind of fuel consumption I'm getting (130 miles from 16 litres. But the engine's running a bit too cool for my liking, not getting much over 60 degrees, which means the coolant trim table in the ECU will be richening up the fuelling and knackering the mpg. On the to do list is to make up a blanking plate to go over a portion of the radiator and encourage it to run warmer in cooler conditions).
A mile or so up the road an unpleasant noise and vibration started coming from the engine, akin to the noise a large bearing devoid of grease would make if it was being spun. Limped it to Cornerspeed as I was in the vicinity and initial diagnosis - based on @Nelly experience with 1098 engines - is a knackered main bearing.
The problem is 1098's don't have a tip over switch and it is common for a bike that has been on its side in a crash to keep on running and suffer from oil starvation and damage the main bearings. Takes a little while for the damage to get bad enough to be heard.
My engine came from a Cat D write off so it's pretty likely it had been on its side and running.
Had to leave the bike at Cornerspeed as my van is in the bodyshop after a little prang a few weeks ago, once the van's back I'll go and reclaim the Ducati and investigate all the other possible causes (starter gears, water pump, flywheel etc.) before having to commit to getting the engine out and stripped down.
While I was waiting for Helen to spin over in the Smart car to pick me up I started to apply some man thinking and maths to the situation and, if the engine has to be opened up to change the bearings, how I might as well get the crank lightened and balanced and chuck some lighter rods in as well so that the rev limit can be raised and 170 bhp can be achieved.
But that's being ridiculous, given I'm nowhere near using the current power.
I will take the opportunity to wire in a tip over switch to prevent any main bearing damage post crash in future.
The lack of weight over the front wasn't unexpected; I was concerned, during the build, about the clearance between the front wheel and the radiator when the forks were fully compressed so I'd lifted the whole bike up to be taller than it was before. There was no evidence from yesterdays ride of the tyre rubbing under full compression so the forks were pulled up 2 rings - about 8mm - in the yokes.
Gear lever adjusted and the pillion seat lock mechanism was lubricated and adjusted.
Took the bike out for a spin this afternoon and immediately handling was much, much better. Not as good as before, as far as I can remember, so was planning on pulling the forks up another ring. Gear lever was now in the right position and the pillion seat was resolutely staying in place.
Started giving the throttle a bit more of a workout, still nowhere wide open, but enough to develop a Pavlovian reaction that when the throttle is opened my right foot mashes the back brake pedal down to keep the front end down. That's going to be very confusing if anyone follows me, as I rapidly accelerate away from them with the brake light glowing.
The quickshifter is awesome and changes are so smooth and seamless it's difficult to tell sometimes if it's actually gone up a gear. I think a gear indicator might be a wise move, Healtech make one and if it's good as their quickshifter I'll be getting one.
So popped over to Mansfield to see the chaps at Vale Paints who did all the power coating, painting and hydro dipping...
...stopped on the way home to fill up to the brim with Esso's finest 99 RON fuel, and see what kind of fuel consumption I'm getting (130 miles from 16 litres. But the engine's running a bit too cool for my liking, not getting much over 60 degrees, which means the coolant trim table in the ECU will be richening up the fuelling and knackering the mpg. On the to do list is to make up a blanking plate to go over a portion of the radiator and encourage it to run warmer in cooler conditions).
A mile or so up the road an unpleasant noise and vibration started coming from the engine, akin to the noise a large bearing devoid of grease would make if it was being spun. Limped it to Cornerspeed as I was in the vicinity and initial diagnosis - based on @Nelly experience with 1098 engines - is a knackered main bearing.
The problem is 1098's don't have a tip over switch and it is common for a bike that has been on its side in a crash to keep on running and suffer from oil starvation and damage the main bearings. Takes a little while for the damage to get bad enough to be heard.
My engine came from a Cat D write off so it's pretty likely it had been on its side and running.
Had to leave the bike at Cornerspeed as my van is in the bodyshop after a little prang a few weeks ago, once the van's back I'll go and reclaim the Ducati and investigate all the other possible causes (starter gears, water pump, flywheel etc.) before having to commit to getting the engine out and stripped down.
While I was waiting for Helen to spin over in the Smart car to pick me up I started to apply some man thinking and maths to the situation and, if the engine has to be opened up to change the bearings, how I might as well get the crank lightened and balanced and chuck some lighter rods in as well so that the rev limit can be raised and 170 bhp can be achieved.
But that's being ridiculous, given I'm nowhere near using the current power.
I will take the opportunity to wire in a tip over switch to prevent any main bearing damage post crash in future.
Quality....
Fair play to you and your attitude every cloud has a silver lining and all thatYesterday's ride revealed, in no particular order, a lack of weight over the front wheel meaning handling was a little sketchy and didn't inspire confidence, the gear lever was too low so my boot kept on catching it as I tried to hook underneath it causing the quickshifter to chime in when not wanted and the pillion seat pad kept on making a bid for freedom.
The lack of weight over the front wasn't unexpected; I was concerned, during the build, about the clearance between the front wheel and the radiator when the forks were fully compressed so I'd lifted the whole bike up to be taller than it was before. There was no evidence from yesterdays ride of the tyre rubbing under full compression so the forks were pulled up 2 rings - about 8mm - in the yokes.
Gear lever adjusted and the pillion seat lock mechanism was lubricated and adjusted.
Took the bike out for a spin this afternoon and immediately handling was much, much better. Not as good as before, as far as I can remember, so was planning on pulling the forks up another ring. Gear lever was now in the right position and the pillion seat was resolutely staying in place.
Started giving the throttle a bit more of a workout, still nowhere wide open, but enough to develop a Pavlovian reaction that when the throttle is opened my right foot mashes the back brake pedal down to keep the front end down. That's going to be very confusing if anyone follows me, as I rapidly accelerate away from them with the brake light glowing.
The quickshifter is awesome and changes are so smooth and seamless it's difficult to tell sometimes if it's actually gone up a gear. I think a gear indicator might be a wise move, Healtech make one and if it's good as their quickshifter I'll be getting one.
So popped over to Mansfield to see the chaps at Vale Paints who did all the power coating, painting and hydro dipping...
...stopped on the way home to fill up to the brim with Esso's finest 99 RON fuel, and see what kind of fuel consumption I'm getting (130 miles from 16 litres. But the engine's running a bit too cool for my liking, not getting much over 60 degrees, which means the coolant trim table in the ECU will be richening up the fuelling and knackering the mpg. On the to do list is to make up a blanking plate to go over a portion of the radiator and encourage it to run warmer in cooler conditions).
A mile or so up the road an unpleasant noise and vibration started coming from the engine, akin to the noise a large bearing devoid of grease would make if it was being spun. Limped it to Cornerspeed as I was in the vicinity and initial diagnosis - based on @Nelly experience with 1098 engines - is a knackered main bearing.
The problem is 1098's don't have a tip over switch and it is common for a bike that has been on its side in a crash to keep on running and suffer from oil starvation and damage the main bearings. Takes a little while for the damage to get bad enough to be heard.
My engine came from a Cat D write off so it's pretty likely it had been on its side and running.
Had to leave the bike at Cornerspeed as my van is in the bodyshop after a little prang a few weeks ago, once the van's back I'll go and reclaim the Ducati and investigate all the other possible causes (starter gears, water pump, flywheel etc.) before having to commit to getting the engine out and stripped down.
While I was waiting for Helen to spin over in the Smart car to pick me up I started to apply some man thinking and maths to the situation and, if the engine has to be opened up to change the bearings, how I might as well get the crank lightened and balanced and chuck some lighter rods in as well so that the rev limit can be raised and 170 bhp can be achieved.
But that's being ridiculous, given I'm nowhere near using the current power.
I will take the opportunity to wire in a tip over switch to prevent any main bearing damage post crash in future.
sev
Elite Member
Bloody Hell...
At least you've caught it early and not when you're out on a ride and it grenade underneath you and lock up.
Don't worry about the top end tuning and just concentrate on the bottom end to just make it sweet as.
Might as well throw a set of hi comp pistons in there - as I bet the cost is on part with a set of ducati OEM rings, and if that's the case the billet pistons won't hurt.
Just take off all the sharp edges on the crown and valve pocketing to avoid hotspots, and if you're thinking of lighter rods to make it all spin nice, then you'd really be better off balancing everything.
Andrews Precision are who Louigi moto use for all their balancing work. I can't hurt and it'll make verything just feel really nice.
andrewsprecision.co.uk
At least you've caught it early and not when you're out on a ride and it grenade underneath you and lock up.
Don't worry about the top end tuning and just concentrate on the bottom end to just make it sweet as.
Might as well throw a set of hi comp pistons in there - as I bet the cost is on part with a set of ducati OEM rings, and if that's the case the billet pistons won't hurt.
Just take off all the sharp edges on the crown and valve pocketing to avoid hotspots, and if you're thinking of lighter rods to make it all spin nice, then you'd really be better off balancing everything.
Andrews Precision are who Louigi moto use for all their balancing work. I can't hurt and it'll make verything just feel really nice.
Motorcycle Crankshaft Balancing - AP Balancing Ltd
Motorcycle Crankshaft Balancing Over the last few years AP Balancing has been gaining an enviable reputation as both single cylinder and V-twin crankshaft balancers – all makes catered for. Crankshaft Balancing has been a large part of our business, supplying companies such as CJS and Louigi...
andrewsprecision.co.uk
millemille
Well-known member
Already got pistal hi comp in there...Bloody Hell...
At least you've caught it early and not when you're out on a ride and it grenade underneath you and lock up.
Don't worry about the top end tuning and just concentrate on the bottom end to just make it sweet as.
Might as well throw a set of hi comp pistons in there - as I bet the cost is on part with a set of ducati OEM rings, and if that's the case the billet pistons won't hurt.
Just take off all the sharp edges on the crown and valve pocketing to avoid hotspots, and if you're thinking of lighter rods to make it all spin nice, then you'd really be better off balancing everything.
Andrews Precision are who Louigi moto use for all their balancing work. I can't hurt and it'll make verything just feel really nice.
Motorcycle Crankshaft Balancing - AP Balancing Ltd
Motorcycle Crankshaft Balancing Over the last few years AP Balancing has been gaining an enviable reputation as both single cylinder and V-twin crankshaft balancers – all makes catered for. Crankshaft Balancing has been a large part of our business, supplying companies such as CJS and Louigi...
Did see your bike today, looks good!
millemille
Well-known member
Wait. What. How dat?
Dirty Leeds
Elite Member
It’s on eBay.....(joking)
Not to worry, it’s still where you left it lol
millemille
Well-known member
Anything over £14k and I'll split the difference with you....
millemille
Well-known member
Cool. Didn't know he was open today, that's all.Not to worry, it’s still where you left it lol
Dirty Leeds
Elite Member
He wasn’t
sev
Elite Member
Pfft well there’s your reliability man maths right there.
the bottom end is balance for the oem components and the higher compression pistons and the resulting reciprocal flundulations will call premature and unnecessary harmonic wear, which could easily be avoided in the future if its addressed now. Not to mention the oil blocking jet falangy thing that obviously comes undone under flungdulation vibrations...
And thats why I need to just get it sorted...luv.