Iv just rebuilt a tlr engine and fitted it in to my 748 frame. I removed all the scissor gears from the cams and primary gear that saved about 500 grams and took about 600 grams off the flywheel. Spins up nice and fast now.:smile: Iv got the specs for the flywheel if you are interested?
Well I've got a spare one so wouldn't hurt to have a go. Modifying bikes is dangerous teritory for me though because I don't stop once I start. When a bike of mine has to come appart I hate putting it back together without improvments but I have to keep reminding myself the TL is just my road bike, and I flat broke. It would end up a lightened and balanced 1188 otherwise. Right now though I've even got the standard exhuast and that's kind of how I want to keep it. Ring it's neck and it's plenty fast enough for road use.
it costs nothing to remove the scissor gears. also its a good idea to have the clutch center welded up to stop any clutch slip in the future, Sam can help you with this from TL ZONE.
mmmm I thought the point of the scissor gears was to remove backlash in the gear train, reducing wear and noise?
I like your thinking jay thanks for the pics. When you ride a Ducati drive train noise is part of the territory so i wouldn't worry about that with the TL, but it's my daily ride so as Duke says I can't risk the extra wear removing the scissor gears. Are you using manual cam chain tensioners or the standard ones?
Woo hoo. A day off :smile:. So lets start work . I've already stripped it appart, oiled the bearings and sealed it all together so today I'm starting with this. I drop the cam drive chain shaft in first along with the vertical chain, and secure it the other side by fitting the woodruff key, horitontal cam chain drive and chain, then the washer and nut. Next was the thrust washer, woodruff key, primary gear, washer and nice big nut. Remembering to line it up as it was when I stripped it, having this thread certainly helped. While it's impossible to forget when doing it up, it's important to make a mental note that this is a left hand thread. Oil pump drive gear went on next, before returning to the left side and fitting the flywheel. Next, thinking I should've done it sooner, I decide to stop the pistons flopping about and put on the horitontal and vertical barrels, leaving me this :smile:. It's right now I realize I've been a bit premature (no comment from the misses). You see I've not tightend the primary drive gear nut, or the flywheel nut. Both of which need to be really tight and my usual method is to lock the crank by putting a big allen key through the small end bearing and rotate the crank until the allen key jams against the cases. Not a big deal, but sighs I'm thinking o fmy belly more than my work. DINNER TIME :smile::smile::smile:
