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It had done about 17000miles but I wanted to do it because it also spent some time running on its side after a crash at Jerez in Spain and for peace of mind I wanted to see if any damage had been done so I gave it a refresh of wear items such as piston rings, big end shells and valve guides! I have since done a further 3000 track miles on the engine since rebuild and it’s still running great but I have panigale R engine I’m currently rebuilding and will go through the process of assembly and making a video of that shortly!

The manual doesn’t explain it very well but you have to time one cylinder first then the other. I usually time the vertical cylinder first by putting the piston at TDC and then making sure one of the camshaft idle gears teeth lines up with the nib on the cylinder head. And then install the cams with the flats on the cams lined up (IE valves closed) then I rotate the engine in the correct direction 450 degrees and then you should be able to install the cams on the horizontal cylinder in the same way you did for the vertical cylinder head.

It’s almost the same engine! The only difference is the generator is a larger capacity one for the XR with a larger flywheel and coils with an oil jet to cool it down

@@Alphamikeleeper ah nice! Yes I mixed it up in different groups as my brother was doing his first track day so I joined him in novice 1 for most of the day and then did ADVANCED/INTERS for the final session!

I wouldn’t imagine it’s possible because the engine cases hold the cylinders in such a way that they grip both cylinders from each side and won’t clear them unless they are pulled upwards by about 60mm. It may be possible but I’m not sure how to do it without damaging them.

@@serialgolfer Thanks I did not think so, I am having a hard time finding the tool for sale anywhere in the US.

@@Danscraigslist65 yes I think I ordered mine from my local ducati dealer which ordered it from Italy!!

Hi I am on instagram, if you want to message directly ‘serialgolfer89’.

Hmm sad to hear that! If it’s definitely a rod knock, it could have more damage done to it than is economic to repair. It could end up having damaged the crankshaft and conrods Which will have to be replaced. You can possibly diagnose what’s wrong without taking the engine apart by taking the spark plugs out and have some tool That’s long enough to reach down the spark plug hole and by rotating the engine round so that the piston is just on its way down after TDC and pushing on the top of it. If the piston moves then there is excessive bearing clearance if not, than it could be something else. Do that for each piston. But if there is that much clearance it’s likely to have damaged the rods and crank which will need replacing and ducati prices are horrifically expensive. You could find a used crank and rod’s potentially. The engine needs a few ducati specific tools to take it apart as they have quite a unique design.

I agree, I only made the video using an iPhone editor app and don’t have much skill making videos haha but I am just about to start a project rebuilding panigale R engine with the titanium connecting rods so I will try and film it better and add commentary!

I bought it directly from ducati tbh! They have a part number for it on the parts catalogue! to keep the cams in place is just the normal cam caps. But ducati sell a special tool to measure the cam timing and that’s quite useful to have if you are running different timing from stock timing.

It’s possible, the problem is you will have to modify the wiring harness as the s1000rr airbox has variable intake stacks that require an extra connector. The other issue is the generator on the s1000xr is bigger and has an oil jet to cool it down which is blocked off on the s1000rr and I’m not sure if there would be issues with the generator burning out or electrical issues. With mine I removed the cylinder head, bought the valves, cams and springs and retainers new as I wanted it fresh and gave the engine a full rebuild to refresh it as it had already done 30000miles as a standard XR.

Yeah it’s a weapon tbh! Thanks! :)

Yeah it was quite a job to do! It’s a very unique engine compared to other bikes say an s1000rr or GSXR. I have just recently built an s1000rr hybrid engine for my s1000xr and that was mega simple compared and needed Hardly any special tools relative to this. The ducati tools all have a part number given in the manual or the parts diagram and you can order them from most ducati dealerships. There are some tools you can probably get away with not having. But there are others which are essential such as the tool to pull the cylinder liners out which you can’t split the engine cases without. They aren’t cheap tools by any means but because I track the bike, the engine will be coming apart fairly often so the investment of the tools is not such a bad one compared to the cost of multiple rebuilds at a ducati specialist. And you can sell them afterwards for good money as they generally hold their value and become quite sought after the rarer they become. I also bought the ducati engine stand which is probably not needed but it makes the job very easy otherwise.

Thanks!! 😃 never going to sell it now! 😂😂

Would RR engine fit into XR OR DIFFERENT?

@@andrewbmws1krr817 it would fit but the generator wouldn’t have enough juice to power the electrics of the XR so would risk burning the stator out. The XR has a bigger generator rotor and an oil jet that comes from one of the main galleries the sprays oil onto the stator to cool it down. On the RR cases that part is plugged up with a permanent press in plug that has to be drilled out. You can only really do that with the engine disassembled to clean out the metal shavings from the oil gallery!

@@serialgolfer thank you

@@serialgolfer Hey man, props for the build. How do you know al this info? Can i ask what your background is? what did you study or are you a technician? Kind regards

Haha it was a learning process 😂😂 tbf it hasn’t blown up yet 1500miles later 😂😂🙏🙏

Thanks! I had a variety of dial bore gauges and micrometers made by mitutoyo which are fairly pricey but I have them for a business investment for a future operation. You can probably get away with cheaper alternatives even from mitutoyo! But generally most of the specs are in the service manual. I also used plastigauge for measuring the rod bearing clearances. I haven’t got a copy of the 1199 service manual but they are out there on the Internet and I would imagine the service specs are pretty similar to the 1299 apart from obviously the different Bore sizes.

@@serialgolfer that's really helpful. So for measurements was planning on bore, rod, and all bearings clearences like you mentioned. Did you end up changing anything as the bearings selection from Ducatibis limilted...?

@@serialgolfer and were you able to check valve to piston clearence on this or did you do anything else to the heads other the disassemble, clean, and reassemble? Really appreciate the responses!

@@sethvogel2444 yeah I replaced all the bearings fit the rods and the main bearings. And when I was inspecting the valve guides the exhaust ones were worn so had to replace those too, but I took the cylinder heads to a specialist to have some guides made and fitted.

@@serialgolfer how's it run and ride now? Did you do this because of miles or another reason? I ask as my casing has a small crack so going to swap it all into another casing...

It took me about a month in total as I was off work at the time and had plenty of time for myself! The specialist ducati tools aren’t very cheap tbh. I would say you can do it for around £1000 for the minimum ducati tools you would need like the puller and insertion tools for the liners and various other bits that would be needed