Cracked Engine case / mount - Page 4 - Ducati.ms - The Ultimate Ducati Forum
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post #31 of 37 (permalink) Old Apr 19th, 2019, 5:46 pm
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I have to disagree, if using the internals from one motor and the cases from another, the crank pre-load will probably be different. The shims are to allow for manufacturing variables in both the cases and the crankshaft sizes.

If you cant fix it with a hammer, its probably electrical.
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post #32 of 37 (permalink) Old Apr 24th, 2019, 6:18 am Thread Starter
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The preload on the bearings is needed for the bearings to operate optimally. It will not change with different cases. If I remember correctly, the factory manual gives an interference number (like .015 mm something) that you use to set the preload. You add shims (thin washers) to achieve your interference. The interference is achieved when you do your final torque on the bolts that clamp the inner cases together.
Oh, so as long as I use the same exact shims from my old case, there shouldn't be an issue since the preload won't change with different cases? Am I understanding that correctly? My new (used obviously) cases just showed up yesterday so hopefully in 2 weeks after a work trip I'll be working on reassembly.

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post #33 of 37 (permalink) Old Apr 24th, 2019, 6:19 am Thread Starter
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I have to disagree, if using the internals from one motor and the cases from another, the crank pre-load will probably be different. The shims are to allow for manufacturing variables in both the cases and the crankshaft sizes.
Just saw this after my last post - perhaps I'll measure everything up just to verify...

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post #34 of 37 (permalink) Old Apr 24th, 2019, 9:06 am
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Just saw this after my last post - perhaps I'll measure everything up just to verify...
My previous comment about preload was misunderstood. After rereading my post I can understand why. The preload must be calculated and adjusted using the crank shims each time new cases or new bearings are used. I misunderstood the question.
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post #35 of 37 (permalink) Old Apr 24th, 2019, 9:49 am
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Not just the crankshaft but transmission and shift drum also are shimmed with different shims, I have 4 different organizers with about 8 or 9 different Id/Od shims for the different shafts.

Bottom line is you need to measure every shaft for end float and gear engagement. Hey at least it is new enough you don't have to shim the layshaft anymore!
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post #36 of 37 (permalink) Old Apr 24th, 2019, 10:49 am Thread Starter
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Not just the crankshaft but transmission and shift drum also are shimmed with different shims, I have 4 different organizers with about 8 or 9 different Id/Od shims for the different shafts.

Bottom line is you need to measure every shaft for end float and gear engagement. Hey at least it is new enough you don't have to shim the layshaft anymore!
Well if I thought I was in over my head before, I'm drowning now! I'm sure it's probably more cost effective to cut my losses and move on, but I like messing around with new stuff and have never been this deep into something mechanical. Even if it doesn't go well, I think I'll accept the challenge. Guess it's time to check the tool inventory and find out what I'll need.

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post #37 of 37 (permalink) Old Apr 24th, 2019, 12:01 pm
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Not much else for tools .
dial indicator.....

keep the right shims the same as they were in the original motor and build from the right engine case with no shims on the left side of the shaft/ reassemble and bolt cases together and then measure end float. Add shims to get the correct end float on the right side of the shafts . this works for all but the crank.
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