Ummmm yes, but not by a huge degree? The gasket is only a very thin alloy thing. Used a base gasket AND threebond when I rebuilt mine, should last...
Same here. Gasket alone lasted 100 miles before oil leak so 2nd time round threbond style stuff and gasket.
Yep its the stuff for mating japanese crankcases together where no gaskets are used ooh er:smile: got a couple of tubes although one half gone now This is what I use (although mine is the slightly earlier vesrion 1104 which still contains lead) ThreeBond 1194 GREY is a semidrying liquid gasket whose major component is special synthetic rubber. After it is applied and dried, it will form a rubber-like elastic body. Since it excels in padding property, it shows a high sealing effect on bonded surfaces that have poor flatness and large clearance. In addition, it has excellent resistance to water, oil and gasoline. High padding property It shows an excellent sealing effect not only on normal bonded surfaces, but also on onded surfaces with large clearance. Excellent resistance to vibration and impact After applied and dried, it will form a rubber-like elastic body and exhibit excellent esistance to vibration and impact. Excellent resistance to high and low temperatures It keeps stable rubber elasticity in a wide temperature range from -40°C to 150°C. Excellent resistance to water and oil Effective in preventing leak from threaded portions Sealing of flange surfaces and threaded portions Applicable to sealing of flange surfaces having large clearance For sealing other coolants.
I have fully blueprinted my 904cc SL as many of the old ducatisti will know. 2 thinks i highly recomend are the ignigitec ignition in conjunction with a 234g flywheel. £300 well spent.
Had Arais (From Baines) on my bike about 5years ago and the pistons gave up the ghost, which led to a 944 rebuild . Which then led to a ST3 build Which will probably led to a big bore conversion
Quite right, the o ring does sit in a recess im the gasket and the block/ casing. the later models dont use an o ring just glue, and if you are worried about doing that its only the same as the front barrel, no ring! if you are unhappy about the lack of gaskets get the barreles shortened in a lathe the thickness of the gasket, easy fix on single cylinders. as for the fcr issue, i would rethink the 41's and look at the 39's , gas speed is higher and they seem to give more power than the 41's on the long manifolds. of course if you go short manifolds then its a different story. (I saw 2 bhp more on 39's , same engine same day) i do agree with 470four though about looking at the crank first, even if it looks ok take the bung out. there is all sorts of crud builds up in there and if some dislodges or it fills up it results in bearing oil starvation then game over. so maybe save the pennies till you know you are out of the woods. as for the rods, that looks like a stock unbalanced rod, however if you spin the crank you will find the drillings from balancing, the std ones stick out from the later ones when you have seen a few, balancing i think is one of the most important issues with these engines and is worth the money in extra hp. i know some readers of this will dissagree but hey ho, always balance to be sure, it beats a disaster later. the arias pistons were prone to cracking but i have only seen it on older race bikes. but of course this is an older bike, how old are they?
i had a load of the silver ones break, just a pile of shite, the black or dark ones are ok until the rust worm gets on to the surface then they snap. i keep mine clean and have had no problems, even at high comps. but keep them checked, dunno if its worth painting them though.
No Not going to bother, spoken to a few people , who do tuning etc and all think not much cop for road use, so its back on with the Mikunis with the Dynojet Stage 2, I'll see what the bikes like once its finished. I can allways go down the FCR route later.
Personally i have run FCR's on the road since 2001 and have had no problems apart from minor icing in the french alps, and it was cool out. the big question if you do decide to go that route, and i have said it before, decide which manifolds you are going to use first. the malossi ones are always out of stock which leaves no choice apart from make some or use the std long ones. When sorted you will not be dissapointed. like riding a missile.
l have been down the fcr road and good as they are if were to do it all again l would go fuel injection Steve B
Good shout - we talked about this earlier? Benefits would be a smarter fuel system, would think as it worked for a better fuel/air mix etc... shorter manifolds... less pricking around with carbs... Would need a complete setup from an ST2 or similar methinks?? Throttle bodies, manifolds, loom, ecu, crank pickups & holes made in the ss cover blanks. Hmmm...
I dont think it would be smarter, or should i say, it would only be as smart as the programmer! to get a stock system to run anywere near right (not strangled by bureaucracy) you would have to look at a performance ecu or a power commander, its starting to get messy already, then the pump and fuel pressure reg that sits in the tank, mmmmm, i did think long and hard about this and still feel the FCR route is better, and more powerful. there is a system that is made by Silent hektik, this has bigger throttle bodies and different control software but i imagine it would cost a fortune. As for holes in the cover blanks, i have just located an S2R alt cover for mine, i am going to try to get it to run the ignition with a cam wheel trigger to pep up the ignition side of things, so the trigger bit is easy, just the rest of it. go FCR. At least with a carburettor youn can have the wrong mixture at EVERY rpm.
Because his bike fitted with FCR's backfired, burst into flames and was destroyed. Not a pretty sight, eh Steve! WW
the injection pump is a direct fit in a carby tank as the carb and ie share the same tank bottom pressing imho FI allows big throttle bores for top end but can meter fuel better so you still have good low end power ecu and mapping relativly inexpensive now in comparison to fcr carbs lot of good expertise out there cjs etc ecu s micro squirt cheap Steve
Chris found over 100bhp from a efi 900ss with a bit of mild head work with perfect fueling. I await to see what cjs will get out of my 944cc stroked 851/916 engined 851 unless it shakes itself to bits :wink:
