Birth of the Yellow Shed Since I started riding on the road in 1990 I had always wanted a 916 type bike. Fast forward a few years (17 in fact) and numerous road and race bikes and new found freedom I decided to buy a 748. I hadn’t ridden for a couple of years, so thought a baby one would be just right. I bought the first one I saw, a yellow 1997 748sp shed. I paid too much for it then road it home from wet n windy Blackpool to Sunny Cheshire there and then. It lasted two weeks before it spat its dummy out at me.......... The crankshaft outrider bearing in the alternator crankcase threw its hand. Calling around Ducati dealers resulted in responses to split the motor because the crankshaft would be bent. Hmmm, think I will have a look myself. Whipping the crankcase off and putting a clock (DTI) on the end of the crank saw a 2mm run-out. I took the generator off using a 18v impact driver and then the secondary gear. Half a spacing washer fell out, some clever person had trapped it offset behind the alternator, eventually it had split leaving half behind under compression which in turn deflected the end of the crank. New spacer and new washer, reassemble and jobs a good un. The motor lasted another 7k miles then sucked in a stone via a hole (!) in the plastic airbox. Lots of steam and smoke as the top end of the motor crunched itself to death. I had also had a bit of SMIDSY with an elderly lady. The payout for the broken ribs, peeing blood and a few days in hospital was going to come in useful. I also bought the bike back from the insurers for £700.... It needed a new fairing. Track action was now the way to go. I had also suffered a bout of stupidity and gotten myself a three month ban for speeding. Hmmm, best stick to the track. I happened upon a new independent Ducati in the Wrexham area, and after a chat over cups of tea during my lunch hour, decided that an 853 motor would be fun. I found one for sale, and it was an R spec that had had the heads and barrels removed and came with 916 barrels and even another spare of R heads and Valves, no pistons though. Deal done, time to throw it in the sp chassis. The engine was built by Tony at Motorcorse in Wrexham. R spec Pistal 853 pistons, R heads, 45-50-54 exhaust system and little dyno time saw 107rwbhp.A little treat for myself was installing a Translogic quickshifter, this is so much fun on track. The chassis was treated to Maxton fork rework and K-Tech rear shock re-work. Last but not least, aset of Marvic magnesium wheel (6” rear) plus a new race bodykit with a race paint job by Mike at Rage Designs in Warrington. The motor was a lot more peppy, with 65ft/lb of torque to utilise. Chassis wise, the suspension re-work and running Dunlop motorsport slicks was a nice package, though I did tend to run the back end a little high for most people’s tastes (I used the famous Section 8 916/996 set up specs as a base line). During this period of trackday monkeying I also added a sigma ball and ramp slipper clutch, an aftermarket clutch slave cylinder, Brembo 19/20 brake master cylinder and ran Performance Friction 07 compound pads. I was also amassing a selection of other bits to go in the motor....................... I did a couple of rounds of the Maxxis Ducati Corse series, and won them. Hold on, I better make it clear. No one else entered (or they crashed out in practice). I had a few trophies to show. Just like someone else hey Mr F****r? I was by now racing in DD in class B, not too much success coz I big lump ‘o lard. DD racing certainly increase my confidence on the 853, so if you want to run faster on your superbike a season in DD is a wonderful place to learn. Winter 2011 cam and I decided to get the motor using the parts I had collected together. Lightweight flywheel, twin injector throttle bodies, Corse RS big valve heads, Aluminium belt pulley wheels, corse airtubes. The crank was this time sent away for rebalancing (I had on the first build due to time constraints), new shells where needed as the originals were not far off total failure (because I didn’t get the crank balanced 1st time). I spent a few hours with a dremel, dressing the internal welds on the bitsa 45/50/54 exhaust system. Whilst doing the dressing evidence of hot spots on the carbon sleeves of the end cans was apparent, so I split them and refilled with accoustafil material. The wheels were crack tested and given a nice satin black coating. Spit n polish clean up of the frame, with a paint touch up on cruddy bits. Getting it all back together was the usual affair trolley jack under the motor and axle stands supporting the bike, i’m getting quite adept at it now. Fun time on the dyno next. The barrels had been deglazed during the rebuild, and with the crank rebalanced, new big ends, new mains, new heads (gas flowed and ported to suit twin injector throttle bodies) and nice big RS valves (37mm inlet, 31 exh) the motor had to run in. Two hours later I had ran it in. Yes, ME. On the dyno. It was nervewckacking as I had nevewr ran a bike on a dyno myself. But it sure was a fun Saturday afternoon. I got of the bike after running it in and handed over to Tony (him of motorcorse again). Late that Saturday eve we had 127rwbhp and 72ft/lb. A result I reckon, though I dare not think of how much this has all cost me to date. This year, I have ran the bike in Classic Superbike class with Hottrax motorsport. Happyish with my results in the dry (must try harder) and embarrassed by my wet runs, pussy is the pleasant description. Now that damn shelf in the workshop is filling up with more bits. Harris triple clamps to suit ohlins R&T forks (not got those yet), 999 throttle bodies and shower heads, 5bar fuel pressure reg, oversize carbon airbox, lightweight race spec generator, new set of surface discharge plugs, corse oil catch tank. Thats all so far, still 4 months till the start of the winter rebuild though. Oh, and the frame. I will be prepping the spare one I have - cutting the cross members to allow use of the 999 throttles bodies and paint black. I think I have ordered a CRC bodykit too, a new paint job I reckon then. Please don’t anyone mention magnesium swingarms either, though I have a plan to lengthen the existing............. Mike. Trying to rebuild my Class A DD bike motor.
