Wildguzzi.com
General Category => General Discussion => Topic started by: Chuck in Indiana on March 23, 2015, 04:55:07 PM
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The Kid is working on his cafe project (No Roper Content). ;D
It has 1000cc barrels. He said when he tore it down it was really sloppy loose. He's going to call me back with dimensions. He's thinking that everything he has is junk.
As I've mentioned before, I'm no Guzzi mechanic. How should the barrels fit the case?
Edit:
I asked for some dimensions, and he said there was 1/16" slop. There was also a 1/16" shim under the barrels. I *assume* that was to lower compression, for whatever reason. He said the rod bearings were toast, and is wondering if the cause is the barrel to case fit. He's no Guzzi mechanic, either, but he's built a lot of airplane and automotive engines.
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What block, round cyl or square. There is plenty of clearance but not that much.
Once it goes on the studs it shouldn't move.
I have some base shims to lower compression but they are around .025"
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What block, round cyl or square. There is plenty of clearance but not that much.
Once it goes on the studs it shouldn't move.
I have some base shims to lower compression but they are around .025"
It's a Frankenblock, I think. Had a spare convert/oil pan block with it,IIRC. It's been a couple of years, and my memory is about as long as my.. oh, never mind.. ;D
Thanks!
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Chuck,
If it is the bike you got from me, give me a call. I have cylinder spigot measure
ments.
Dave
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Is it possible it has 850 cylinders sleeved and bored to 1000, but with the original 850 spigot diameter placed in a 1000 case? This would give (roughly) .045'' clearance.
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Is it possible it has 850 cylinders sleeved and bored to 1000, but with the original 850 spigot diameter placed in a 1000 case? This would give (roughly) .045'' clearance.
Yeah, that's what it sounds like, or maybe convert cylinders turned down to fit the 850 case and put in a convert block. Looks like he needs some convert cylinders..
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Looks like he needs some convert cylinders..
If that's the case (no pun intended), save the aggravation and buy Gilardonis.
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Cylinder to case clearance is by and large irrelivent unless it's compromised the strength of the cases or cylinder or is too tight. All the engines I have worked on inc Ducatis use locating dowels or sleeves on the case to cylinder interface that locates the two pieces. Clamping forces then transfer the loads.
Some engines may also use shoulders on the base of the cylinder studs from memory Suzuki water bottle engines were this way.
I have my Daytona engine apart at the moment but I can't remember the method it uses and I'm not able to look at it at present but I think it uses sleeves.
The base gasket is used in various thicknesses to set the squish dimension and seal the interface. Ducati engines these days use various thickness metal shims with 3 bond for the purpose. That's the method I'll be using on the Daytona engine when it goes back together. I'll need to make some shims.
Ciao