Ducati Monster Forum

I posted this in CAM, but figured most of you don't look in there.  Recently had my bike in for 7500 mile service at Richmond Superbike.  They snapped some pretty neat pictures throughout the process.

(http://i.imgur.com/WCtOJbO.jpg)
(http://i.imgur.com/UkWB3w3.jpg)
(http://i.imgur.com/XkbnN2A.jpg)
(http://i.imgur.com/YTaX93U.jpg)
(http://i.imgur.com/UrUDtcR.jpg)
(http://i.imgur.com/uriHrED.jpg)
(http://i.imgur.com/ktppypc.jpg)
(http://i.imgur.com/FZ4Vci9.jpg)

Pretty awesome little shim chart they have there.

  Nice!

I've always been a bit of a skeptic about my services without
actually being there to inspect the work myself.

I know what I'll be asking for next time  I drop it off for servicing,
"plenty of pics" please.

I was seriously confused there for a minute as my 7500 mile service was an oil change, a couple of service bulletins for the anti-freeze and rear brake and a chain lube and adjustment.

Then I remembered that the 7500 mile for the 9XX engines is way more intensive. The 1198 motor doesn't need valves checked til 15k.
 ;D

Haha yeah.  They dig pretty deep.  I was weary about spending 1k+ to get my bike serviced but the pictures at least give me some comfort they did what they said they would.

-Jim

Thanks for posting the pictures; it is cool to see how the bike it put together.  

Really nice access to the shims.  Would anyone say it would be easier to shim than a 2V?

Generally 4v valve jobs are not as easy due to the extra labor involved as there is twice as many valves to do.

This method may be "easier" but it would be more time consuming tearing the heads down that far removing the cams.

The more modern 4v heads have nice access, as the whole top lifts off. The Desmoquattro - like the S4 are giant pains in the ass.

2v access is pretty generous - not hard to get in there at all

Oh hell no.



Yes, the TestaStretta access *looks* nice.
Once you take the radiator off (which you don't have to do on a DesmoQuattro).
Reassembly is a lot more labor intensive as all the sealing surfaces of the valve cover gasket and where the cam caps and cam shaft seals and end cap seals have to be cleaned thoroughly.
Then the cam caps have to be gooped up (but not too much!) and you've got to watch the cam shaft seals that they go in straight, and also the end caps, which are virtually inaccessible behind the electronics package on an SBK, at least the horizontal.
And the valve cover has to be gooped up a bit too (but not too much!).
Then you hope it doesn't leak oil after it's *all* reassembled.

SBK?
You've got to take 19 fasteners off just to get the fairing lowers off a 848/1098/1198.
And you've got to take *all* of the bodywork off too, well, except the tail.

Here's all the stuff that has to come off, except the airbox, this was a special case:

(http://farm9.staticflickr.com/8117/8981571426_401b7aaecd_o.jpg) (http://www.flickr.com/photos/79721557@N02/8981571426/)

Sorry, rant over.
Carry on.

You techs are allus pregnant dogin'  ;D

I think I'll stick to my 2V old school monsters and the like

 This is one big reason why I went with the M1100S!

 edit: plus I examined what I really wanted/needed in a bike!

rant away big fella.

what he said.  testa give me the shits, and all the cleaning just drives me nuts.  at least 1098 only have caps on the rh side.  nothing like trying the get the collets back onto the horiz inlet valves on a testa to make you work a little blue.

you can pull the 1098 rad out to the lh to save taking it all out, like an 888, but do you have to remove the air runners to get to the mounts?  I forget now.  and there's always a good reason to pull an 848/1098/1198 airbox off: to shake all the dirt out of it.

altho, doing the cam timing on a testa is easy, esp with the factory lift tool.  it's way cool.

desmoquattro are much easier to work on, even if the vertical exhaust access is a little tight on the drop cam ones. 

I generally find 2v a little therapeutic.  except when I have to get medieval removing shims.

The last 4-valvers I've done have been 749S, and 2 of 999R.
All with the 6mm valve stems.
IMO, the peak of maintenance unfriendly.

Tho the 848/1098/1198 shock removal makes up for whatever they made slightly easier on the motor.  [roll]

The factory has 3-D CAD modeling, and if you're paying attention, you can make it easy and quick to assemble on the line, *and* easy to maintain and service.

I don't have any of the tools to do the 6mm valve stem heads.  I have one 749s that will need it done next time, heads will go to Sydney so shaun can do them.

why do you remove the 1098 shock.  oh, you mean removing it in general for whatever reason?  yes, I've not had to do that.  watched the old boss do it once, I recall it being quite amusing.

I had the tank off when I did my exhaust but didn't snap any pics of it like that.  It is fun seeing what makes these bikes tick.  I helped my friend adjust his valves and he just changed his belts too.  We're going to do mine this summer at some point whenever I hit 15,000 miles.  I'm less than 3k away from that mark.  Should be fun doing those belts with the way the exhaust is routed on my bike...

(http://s16.postimg.org/f90wtgtol/IMG_8972.jpg) (http://postimg.org/image/d4gjsds1t/full/)

Thanks Speeddog and Brad for the information on the 4V.  I haven't ever had the chance to work on one or really take a close look at how they are put together.  I have been thinking about picking one up to tinker with but I thought the new ones would be easier to work on.  Perhaps, the ol' 900ie is enough. [beer]