Your videos are so clear and straight forward, it gives me total confidence to do this. It seems like the most tedious part of the job is stripping the bike down far enough to get good access. The belts themselves, with the proper tools are a breeze.
@@DesmoWerx hey desmo i got a 2015 m821 stripe and when I rev it past 4K rpm I get engine light and if I rev it pass the safety mode limiter around 5k rpm it turns off could this be my tps acceleration position sensor
Please don't get me wrong, I just really look forward to your videos. Being an ex ASE Master certified automotive mechanic I try to do as much work on my 2007 1098 as possible. I've just been a little leery about doing my own timing belt replacement and valve adjustment.
Hi Nell, I've been following your work for a while on the forum and here so thanks for the great work you're doing. I've got an unrelated issue (potentially) with my 1098 and if possible would like to draw on your expertise. Essentially the problem is, the bike runs and idles perfectly fine, rides fine. Except for one major issue. I can leave it on an idle anywhere from 1 - 5 mimutes and the engine shuts off without warning. Now I have been through every single thing I can think of at this point. I've had the tps and cylinders balanced and set, checked the fuel pump and relays, checked the fuel filter and hose, replaced coils and sparks, taken a look to see if flywheel is loose or issue with the sprag jamming, no luck so far. Belts were done last year and valves were within tolerance though yet to recheck. Now I have noticed a metalic 'ting' sometimes when the engine shuts off suddenly without warning which I indentified as sounding like a broken/warn sprag spring from a video I found. The ONLY thing I have noticrd which I am planning on trying this week is the cam sensor seemed awfully close practically touching the teeth. I managed to only just get a 0.05 feeler gauge in there and have ordered spacers to test the theory. Could the cps be the root cause here? I have noticed when coolant temp is 70-80 trying to restart it if it shuts off does prove a tad difficult but will eventually bite. However it does shut pff on idle even within 2-3 mins when I wouldn't consider the engine to be warm and thus not expanding the metals to affect the cps in my opinion that is. It is also worth noting I had noticed a few more unusual ammount of metal flakes on the sump plug however after pulling the case off have not noticed anything near the sprag despite being told by a seperate ducati specialidt it will 100% be the sprag on the early models wearing.. little bit of swarf but nothing o.t.t in my opinion but maybe early signs of faikure elsewhere?, Ultimatley I can't come to traffic lights or idle the bike for a few minutes without it killing itself, it's been off road for 4 months now and I am tired of taking it to specialists or garages who are unable to resolve the issue. I'm hoping for this crank sensor to be spaced correctly then work. Sorry for the essay but if you have any advice on the matter I would really appreciate it as the bike has seen more time in the garage over the years then on the road. Thanks mate. Dan
Hi Dan, more than likely the crank position sensor. It may be the gap or just breaking down. If you replace it I would use a genuine Ducati one as some aftermarket ones are crap. The gap will likely need resetting with a new sensor.
@@DesmoWerx I hope so. I have used the copper 0.6mm spacer provided from ducati and all ready to start up this week after fluids. Fingers crossed its that. Failing that I have an 848 sensor aswell I could use off the other bike. I will give that a try aswell. Thanks for the reply mate.
Nellie ...... Bloody excellent presentation mate. Merry Xmas & Happy New Year ...... Kris from down the far Sth ....... 👍👍👍👍👍👍 😎( Hokitika Sth Westland NZ)
It’s super helpful to actually see things on just the engine and nothing else distracting in the way. Are there any procedural differences between the standard 848 engine and an 848 EVO or 848 11* engine?
Your vids are so tasteful. Where can I find a set of h n v cam stabilizing tools like you use on that 848 . For a 1200 multistrada . To lock in the correct cam time positions . Do they make those 2 tools for a 1200 multistrada 2012 ????
The tools hold the cams in the factory timing position so they do not need re-timing, this is the whole reason behind the use of these tools whilst you set the belt tension.
Hi Brad, A worthwhile point, during the next 749/999/848/1098/1198 build I will check the valve timing, be interesting to understand what margin of error they might have. 👍😊
In a couple decades of doing them, I've not seen any issues with the tools. When the 1098's came out however, there were some 2007's that had the groove in the end of the cam (where the tool goes) ground 3 degrees off. Bike wouldn't re-start when over 200 degrees. I still run into one every now & then. Typically ones with low miles. Ducati would replace the cams back then.
purchased the cam locking tools. I notice that both tool's (marked H and V) cam positions have the same orientation. With the timing belts still on and the Horizontal cylinder set to Top Dead Center (TDC) the Horizontal would seem to be the correct 'T' orientation for locking. However the Vertical cam shafts will not be in a perfect 'T' alignment. I expected the tool marked 'V' to be orientated differently. 1. With the original belts still on for the first time using the Vertical tool do I need to loosen and adjust the vertical V tool to align with the Vertical cams when Horizontal are ?
Great video. I just purchased a 2008 848 and have a couple of questions. 1. Can the belts be replaced with the engine in the bike? 2. Can the belt tension be set without the frequency monitor, and, were you using the Ducati Diagnostic Computer for that test, or an aftermarket tool? Thanks from the U.S.
Hi Jek, yes belts can be changed in the frame, you can use a phone and guitar tuner to set belts if you have a good phone. I have both a DDA belt tensioner and a Gates belt tool to set the tension. Even these can be bought now for far less than I paid.
11:10 This video is really clear and helpful, thanks! Only one thing I’m confused by, my 2010 848 (non Evo) has different cam positions for the vertical cylinder at horizontal TDC. They actually sit in the same position as an 848 evo or 1198. Did Ducati change the cams/cam locks on the last of the 848s?
Not that I am aware of, the 848 and 1098 had the same timing tool positions throughout its production run as far as I am aware. The 848 Evo and 1198 changed the positioning for the timing tools. Might be worth checking if you have 848 Evo cams fitted.
@@DesmoWerx Thanks, will check in the winter season when I check valve clearances. But this is seriously strange as it’s an otherwise bog standard very low mileage 848 that came from John Hackett (Coventry Ducati). I can’t imagine it would run with the timing that far out if it had standard 848 cams..
Great video. I observed you rotated the engine with no belts. Presumably both cylinders cams were set at tdc compression before you turned the crank. I dont think you mentioned this step in the video or have I totally misunderstood. ?
Due to the design of the desmo gear and closing spring they will always likely move to a position where the valves are closed as that the unloaded position for the cams. As long as the plugs are out the engine can then easily be spun over by hand.
HI ！ Is it normal for a 2017 M821 to not able to move in first gear with clutch fully pulled in? it still not does move much in first gear with clutch fully pulled in. It feels like the clutch is disengaged slightly but still won' t move like it is in neutral. The neutral gear works fine.After warming up, it becomes normal
There are no marks unless you add them before removing your belts. The cams have a T in the end of them and you can see the orientation of the correct positions when the horizontal cylinder is at TDC, this is how the tool I use fits, by using that T cut out.
I use a mix of OEM parts from various alternate sources as well as direct parts supply from Ducati. Interestingly a lot of the Ducati supplied parts are cheapest. The choice is usually based on cost and as they can vary I don't use one particular supplier over another.
I do have the right size ring spanner but think its in my lock up as I could not find it. For the later engines with the different adjustable pulley I have the correct pin tool to rotate to the correct tension.
@@DesmoWerx it is indeed a pain to have to be forced to have these specific tools for such a simple service item. Also it's good you pointed out the use of the cam holders, as it allows for true and accurate tensioning allowing the sprockets to move as the belt gets tensioned. I had honestly not considered that process. Thanks!
What I am just wondering is at what point does the ignition fire ? Is it on every second revolution of the crank at a certain degree before TDC or is it firing on every rotation before XX degree TDC, in this case it ignites the fuel air mixture and in the second rotation it fires into the exhaust stroke ? Could you please help me understand this better ? Thank you for all the great videos. BTW, I got the cam lock tools organized the other day and shipped to the US
At 11:47 you can see the crank position sensor sitting by the axel that drives the cambelts. This axel has half of the speed than the crank. But my old 750 has sensors (pickups) by the flywheel, and I don't know how the electronics know wich stroke to fire at. Where did you by the cam lock tools?
No need to drain oil for the top end work, you may lose a small amount of oil from the horizontal head cover when taken off but not a large amount as its slow to drain back.
The DVT engines are slightly different to change the belts on as they have a different ratio between the timing shaft and the camshafts. There is a good video uploaded by Brad the Bike Boy who talks through the challenge of changing the DVT belts and how they differ. I have not changed any as I focus on the superbike engines more.
Hi Nell, I have a 848 SF '12. When the horizontal cylindre is at TDC, the tail of 'T"s of the camshaft are pointing to the right, which is normal. In that same "home" position, the tail of the "T"s of the vertical cylinder camshafts are pointing straight to the sky. On your video, the "T"s are pointing roughly 45° to the right under the horizontal axis. Is that something you also noticed ? Do you have any explaination ? Cheers Sir, thank you very much for all your videos.
Hi Paul, Ducati made a change with the slots in the cams when the 1198 models came out, this meant that you could use one tool setting for both cams when timing. Brad makes notes about the change impacting the 1198 models specifically, this was the same for the SF models as they were later than the original 1098/848, see here. bikeboy.org/duccamspec.html Is also worth noting that the 848 EVO has a different timing tool requirement that covers the SF models You can get the correct tool from here: www.ducati-kaemna.com/nockenwellenzentrierwerkzeug-1198-848evo.html Hope that helps :)
Why fuss with all the special tools and just mark the old belts and cam, and match to new, mark and just put them on and tension? Seems easier than how you do it.
When you do it without the tools you would have to carry out a timing check after fitting, the belt being tensioned can alter the timing of the cams as each belt will be manufactured within a tolerance. The aim of the tool is for repeatability and consistency. Your right you can do your way and I have but usually that's on an engine I am going to time afterwards anyway so the tools are not of any use to me. 😊
Hi Darrell, all is good, just a few weeks off for Christmas and now sorting garage out of all the boxes and rubbish so I can get back to work on the bikes and other projects for this year 😎
How difficult is it to get parts for the 848 evo engine? And apart from the dealer, what are the other good places to get parts like the belt + shim kit? Asking because at times the ducati dealer can be slow to order parts here.
hi nlpx, no because the cam tools I use are locking the cams so the wheels position is irrelevant, you just need the engine in Horizontal TDC and to make sure you retighten the cam wheels before removing the tools.
it MUST be some sort of an american thing.. your intro.. sound track ISN'T a desmo of ANY sort.. its a Harley Davidson twin .. WHY !!!!!.. & yes I know you're not a yank, but !
Never said it was a Ducati sound, it was a Generic Twin Motorcycle engine noise from a sound library. Was a reasonable fit for intro. Might be a HD or something similar 🤔
This is the best ducati mechanical content on youtube hands down, can't wait for more videos hope all is well
Thanks Robert, glad you enjoy the videos 🙂
Miss your content. Hope everything is good with you. Looking forward to. More Ducati and Mini projects. Cheers.
Your videos are so clear and straight forward, it gives me total confidence to do this. It seems like the most tedious part of the job is stripping the bike down far enough to get good access. The belts themselves, with the proper tools are a breeze.
Glad they are helpful, yes most of the work is in getting down to the belts.
Where have you been man? Need to watch more of your videos.
Great video, allways wondered how you did this with the adjustment on the wheels! Fantastic! See you soon hopefully for my engine buddy 👍
Thank LCR 👍😎 looking forward to putting your lovely painted engine back together 😊
@@DesmoWerx hey desmo i got a 2015 m821 stripe and when I rev it past 4K rpm I get engine light and if I rev it pass the safety mode limiter around 5k rpm it turns off could this be my tps acceleration position sensor
Nice to see another posting it's been too long
Yeah I know, been really hectic with lots on at the moment and waiting on parts to come in to finish work, hoping to have a lot more on soon 😎
Please don't get me wrong, I just really look forward to your videos. Being an ex ASE Master certified automotive mechanic I try to do as much work on my 2007 1098 as possible. I've just been a little leery about doing my own timing belt replacement and valve adjustment.
your like the Ant Anstead of the bike world , chuffing luv your content and knowledge .. cheers 👍
Thanks Sean, if only I got paid as much 🤣🤣👍
Looking forward to more!
Hi Nell,
I've been following your work for a while on the forum and here so thanks for the great work you're doing.
I've got an unrelated issue (potentially) with my 1098 and if possible would like to draw on your expertise.
Essentially the problem is, the bike runs and idles perfectly fine, rides fine. Except for one major issue. I can leave it on an idle anywhere from 1 - 5 mimutes and the engine shuts off without warning. Now I have been through every single thing I can think of at this point. I've had the tps and cylinders balanced and set, checked the fuel pump and relays, checked the fuel filter and hose, replaced coils and sparks, taken a look to see if flywheel is loose or issue with the sprag jamming, no luck so far. Belts were done last year and valves were within tolerance though yet to recheck. Now I have noticed a metalic 'ting' sometimes when the engine shuts off suddenly without warning which I indentified as sounding like a broken/warn sprag spring from a video I found. The ONLY thing I have noticrd which I am planning on trying this week is the cam sensor seemed awfully close practically touching the teeth. I managed to only just get a 0.05 feeler gauge in there and have ordered spacers to test the theory. Could the cps be the root cause here? I have noticed when coolant temp is 70-80 trying to restart it if it shuts off does prove a tad difficult but will eventually bite. However it does shut pff on idle even within 2-3 mins when I wouldn't consider the engine to be warm and thus not expanding the metals to affect the cps in my opinion that is. It is also worth noting I had noticed a few more unusual ammount of metal flakes on the sump plug however after pulling the case off have not noticed anything near the sprag despite being told by a seperate ducati specialidt it will 100% be the sprag on the early models wearing.. little bit of swarf but nothing o.t.t in my opinion but maybe early signs of faikure elsewhere?,
Ultimatley I can't come to traffic lights or idle the bike for a few minutes without it killing itself, it's been off road for 4 months now and I am tired of taking it to specialists or garages who are unable to resolve the issue. I'm hoping for this crank sensor to be spaced correctly then work.
Sorry for the essay but if you have any advice on the matter I would really appreciate it as the bike has seen more time in the garage over the years then on the road.
Thanks mate.
Dan
Hi Nell, any idea for this unlucky chap ?
Hi Dan, more than likely the crank position sensor. It may be the gap or just breaking down. If you replace it I would use a genuine Ducati one as some aftermarket ones are crap. The gap will likely need resetting with a new sensor.
@@DesmoWerx I hope so. I have used the copper 0.6mm spacer provided from ducati and all ready to start up this week after fluids. Fingers crossed its that. Failing that I have an 848 sensor aswell I could use off the other bike. I will give that a try aswell. Thanks for the reply mate.
Nellie ...... Bloody excellent presentation mate. Merry Xmas & Happy New Year ...... Kris from down the far Sth ....... 👍👍👍👍👍👍 😎( Hokitika Sth Westland NZ)
It’s super helpful to actually see things on just the engine and nothing else distracting in the way. Are there any procedural differences between the standard 848 engine and an 848 EVO or 848 11* engine?
Hi Justin, the 848 and 1198 engine need a different cam locking tool as their timing position is different, other than that the process is the same 😊
@@DesmoWerx thank you for the reply. Keep up the good work, your channel was the push I needed to start doing my own maintenance beyond fluid changes.
Hi Justin, glad the channel and videos have been of use to you, thanks for watching 👍😊
Your vids are so tasteful. Where can I find a set of h n v cam stabilizing tools like you use on that 848 . For a 1200 multistrada . To lock in the correct cam time positions . Do they make those 2 tools for a 1200 multistrada 2012 ????
Hope all is well, haven’t seen anything new an a while.
Hi Chris, On my way back to bikes. Real life and the house has been in the way 😊
Loosening the three screws on the wheel is altering the cam timing or degreeing. After you loosen them you should degree the cams.
The tools hold the cams in the factory timing position so they do not need re-timing, this is the whole reason behind the use of these tools whilst you set the belt tension.
Cracking good job mate, even a welder can do it...
Good to hear David 👍🙂
be interesting to check the timing and see how accurate the tools are.
Hi Brad, A worthwhile point, during the next 749/999/848/1098/1198 build I will check the valve timing, be interesting to understand what margin of error they might have. 👍😊
In a couple decades of doing them, I've not seen any issues with the tools. When the 1098's came out however, there were some 2007's that had the groove in the end of the cam (where the tool goes) ground 3 degrees off. Bike wouldn't re-start when over 200 degrees. I still run into one every now & then. Typically ones with low miles. Ducati would replace the cams back then.
Hi thank you for detailed information. Though is it the same process for 821 2013? If there is a place where to purchase spare parts. Much appreciated
do you have a link for the cam locking tools and engine turnover tool for 848 EVO ?
purchased the cam locking tools.
I notice that both tool's (marked H and V) cam positions have the same orientation.
With the timing belts still on and the Horizontal cylinder set to Top Dead Center (TDC) the Horizontal would seem to be the correct 'T' orientation for locking. However the Vertical cam shafts will not be in a perfect 'T' alignment. I expected the tool marked 'V' to be orientated differently.
1. With the original belts still on for the first time using the Vertical tool do I need to loosen and adjust the vertical V tool to align with the Vertical cams when Horizontal are ?
They are different on the 848/1098 to the 848EVO/1198, make sure you have the right ones otherwise you will be timed wrongly.
Great video. I just purchased a 2008 848 and have a couple of questions. 1. Can the belts be replaced with the engine in the bike? 2. Can the belt tension be set without the frequency monitor, and, were you using the Ducati Diagnostic Computer for that test, or an aftermarket tool? Thanks from the U.S.
Hi Jek, yes belts can be changed in the frame, you can use a phone and guitar tuner to set belts if you have a good phone. I have both a DDA belt tensioner and a Gates belt tool to set the tension. Even these can be bought now for far less than I paid.
11:10 This video is really clear and helpful, thanks!
Only one thing I’m confused by, my 2010
848 (non Evo) has different cam positions for the vertical cylinder at horizontal TDC. They actually sit in the same position as an 848 evo or 1198.
Did Ducati change the cams/cam locks on the last of the 848s?
Not that I am aware of, the 848 and 1098 had the same timing tool positions throughout its production run as far as I am aware.
The 848 Evo and 1198 changed the positioning for the timing tools.
Might be worth checking if you have 848 Evo cams fitted.
@@DesmoWerx Thanks, will check in the winter season when I check valve clearances. But this is seriously strange as it’s an otherwise bog standard very low mileage 848 that came from John Hackett (Coventry Ducati).
I can’t imagine it would run with the timing that far out if it had standard 848 cams..
Would you use any blue locktie on any of the pully bolts ?
Great video. I observed you rotated the engine with no belts. Presumably both cylinders cams were set at tdc compression before you turned the crank. I dont think you mentioned this step in the video or have I totally misunderstood. ?
Due to the design of the desmo gear and closing spring they will always likely move to a position where the valves are closed as that the unloaded position for the cams. As long as the plugs are out the engine can then easily be spun over by hand.
What diag tool will you recommend for a 2020 Monster 821?
where did you get the cam locking tools, I need a set. great video
I got them Kaemna Ducati in Germany. Thanks for watching 😎
@DesmoWerx, do you have a part number for those?
HI ！
Is it normal for a 2017 M821 to not able to move in first gear with clutch fully pulled in? it still not does move much in first gear with clutch fully pulled in. It feels like the clutch is disengaged slightly but still won' t move like it is in neutral. The neutral gear works fine.After warming up, it becomes normal
Super
Thanks, glad you enjoyed it 😎
Hello dear. Nice video.
I have a sf and a sbk. I don't have the camtool but what is the mark and position of vertical cylinder cams at TDC.?
There are no marks unless you add them before removing your belts. The cams have a T in the end of them and you can see the orientation of the correct positions when the horizontal cylinder is at TDC, this is how the tool I use fits, by using that T cut out.
Where did you get your fork tube holder/ mesh drainer from very near design I'd like one :)
It came from a motocross dealer, its a Motion Pro service vice
Where did you source the timing tools for this job?
I use Ducati Kamna in Germany for most of my factory type tools
Mind posting a parts source? Do you use a ducati dealer in your area to order parts or do you source them yourself?
I use a mix of OEM parts from various alternate sources as well as direct parts supply from Ducati. Interestingly a lot of the Ducati supplied parts are cheapest.
The choice is usually based on cost and as they can vary I don't use one particular supplier over another.
Good job 👍👍
👏👏
Thank you so much 😀
@@DesmoWerx Thank you very much, I have to watch this video at least three times
Thanks for the repeat viewings 👍😎
Use a pin vice instead of the shifter. I t has better engagement on the hex than the shifter. Plus it allows full access. Cheers!
I do have the right size ring spanner but think its in my lock up as I could not find it. For the later engines with the different adjustable pulley I have the correct pin tool to rotate to the correct tension.
@@DesmoWerx it is indeed a pain to have to be forced to have these specific tools for such a simple service item.
Also it's good you pointed out the use of the cam holders, as it allows for true and accurate tensioning allowing the sprockets to move as the belt gets tensioned. I had honestly not considered that process. Thanks!
No problem, they were worth buying in my case because I do so many engine builds. Thanks for watching 😊👍
What tool did you use to measure belt tension ? Thanks, love your videos.
Hi Peter, its a Clavis belt tensioning tool. The Ducati DDS system can also do belt tension but takes a while to set up.
What I am just wondering is at what point does the ignition fire ? Is it on every second revolution of the crank at a certain degree before TDC or is it firing on every rotation before XX degree TDC, in this case it ignites the fuel air mixture and in the second rotation it fires into the exhaust stroke ? Could you please help me understand this better ? Thank you for all the great videos. BTW, I got the cam lock tools organized the other day and shipped to the US
At 11:47 you can see the crank position sensor sitting by the axel that drives the cambelts. This axel has half of the speed than the crank.
But my old 750 has sensors (pickups) by the flywheel, and I don't know how the electronics know wich stroke to fire at.
Where did you by the cam lock tools?
Question, how do you know when the cams are in the correct location when the red dots do not line up?
There is a special tool to use for these engines that makes it easy.
When doing the valves on the 1200 testastretta engine,do you have to drain the oil?
No need to drain oil for the top end work, you may lose a small amount of oil from the horizontal head cover when taken off but not a large amount as its slow to drain back.
Where are the red dots on the cam pulleys for? And. What the average lifespan for those belts thanks, great video!
They should be replaced every 7500 miles, the belts
Can the belt tension on a vertical belt be measured from the tension roller side as on the horizontal side?
The manual states the positions I use, I believe its the belt length in those areas is the same so it gives a consistent reading.
Hi! The 2015 1200 dvt engine (multistrada) is required any other attention or same like this? Thanks!
The DVT engines are slightly different to change the belts on as they have a different ratio between the timing shaft and the camshafts. There is a good video uploaded by Brad the Bike Boy who talks through the challenge of changing the DVT belts and how they differ. I have not changed any as I focus on the superbike engines more.
Can this procedure be transferred to a 999 with 136 hp if I get the correct cam locking tool?
Is this procedure the same for the 2017 Monster 1200?
Where can i buy the lock out tool?
Ducati Kamna @ www.ducati-kaemna.de/
How are you doing lately? Just wondering if you’re working on a new project?
Hi Peter, back at it soon. Just had real life a house work getting in the way of playing with bikes 😊
First things first, your house is offcourse more important then an bike engine 👍🏻
Do you know when the cams changed that both cams fit the same tool? I have a 2011 1098 SF.
It was for the 1198 onwards
How much typically will a rebuild cost for one these v-twins engines
Depends on the condition and type of work needed. Typically you will need circa 1500 GBP for parts alone for a basic full engine build.
Does anyone know if this channel is still active? What happened to the creator?
The cam position tool, is it aftermarket or orignal Ducati tool? Where can I get it from?
Hi Gal, I got mine from Kaemna Ducati, their website is www.ducati-kaemna.de/
@@DesmoWerx TY
Hi Nell, I have a 848 SF '12. When the horizontal cylindre is at TDC, the tail of 'T"s of the camshaft are pointing to the right, which is normal. In that same "home" position, the tail of the "T"s of the vertical cylinder camshafts are pointing straight to the sky. On your video, the "T"s are pointing roughly 45° to the right under the horizontal axis. Is that something you also noticed ? Do you have any explaination ? Cheers Sir, thank you very much for all your videos.
Hi Paul, Ducati made a change with the slots in the cams when the 1198 models came out, this meant that you could use one tool setting for both cams when timing.
Brad makes notes about the change impacting the 1198 models specifically, this was the same for the SF models as they were later than the original 1098/848, see here.
bikeboy.org/duccamspec.html
Is also worth noting that the 848 EVO has a different timing tool requirement that covers the SF models
You can get the correct tool from here:
www.ducati-kaemna.com/nockenwellenzentrierwerkzeug-1198-848evo.html
Hope that helps :)
@@DesmoWerx Thank you very much for your precise answer, you know your field ! Thank you !
where do you get your tools from ?for your ducati?
A few different places, Ducati for some, Kaemna Ducati for others and then good old ebay for second hand offers 😊
@@DesmoWerx 😊
😮@@DesmoWerx
Could you please give me dimensions of cradle box for 848 engine.thank you keith h
What is the part number and model of the timing belt?
When’s you next video coming out
Hi Adam, coming soon now my garage is not being used to store kitchen parts and building materials 😎
Why fuss with all the special tools and just mark the old belts and cam, and match to new, mark and just put them on and tension? Seems easier than how you do it.
When you do it without the tools you would have to carry out a timing check after fitting, the belt being tensioned can alter the timing of the cams as each belt will be manufactured within a tolerance. The aim of the tool is for repeatability and consistency. Your right you can do your way and I have but usually that's on an engine I am going to time afterwards anyway so the tools are not of any use to me. 😊
@@DesmoWerx TY! Makes sense!
Is everything ok?
Hi Darrell, all is good, just a few weeks off for Christmas and now sorting garage out of all the boxes and rubbish so I can get back to work on the bikes and other projects for this year 😎
Hi what price am I looking at for a belt change ?
HI Vikki, It depends on where you go to get the work done. Prices for belts vary depending on whether you use OEM or after market. 😊
Doing this with the bike in the way has to make it almost impossible
Can anyone help me with where to pickup these cam locking tools? I have a 2012 streetfighter 848, I would appreciate the help
I get mine from here:
www.ducati-kaemna.de
How difficult is it to get parts for the 848 evo engine? And apart from the dealer, what are the other good places to get parts like the belt + shim kit? Asking because at times the ducati dealer can be slow to order parts here.
Motowheels for the shim kit. Youll need the “EMS LATER DUCATI 4V-7MM SHIM KIT” and its usually in stock. For the belts i did a belt kit off ebay
Just this. There are a few alternate suppliers available. However I quite often find the Ducati parts are not bad cost wise for engine internals etc.
How can I get the tool
I got mine from Kamna Ducati
www.ducati-kaemna.de/
Isn‘t loosening the cam timing screws messing up, well, the timings?
hi nlpx, no because the cam tools I use are locking the cams so the wheels position is irrelevant, you just need the engine in Horizontal TDC and to make sure you retighten the cam wheels before removing the tools.
Same process for 1198?
Roughly the same.
Is there any compatible timing belt of car for this engine?
Not that I have found for the 848
the torque list?
it MUST be some sort of an american thing.. your intro.. sound track ISN'T a desmo of ANY sort.. its a Harley Davidson twin .. WHY !!!!!.. & yes I know you're not a yank, but !
Never said it was a Ducati sound, it was a Generic Twin Motorcycle engine noise from a sound library. Was a reasonable fit for intro. Might be a HD or something similar 🤔
What is the part number and model of the timing belt?