DUCATI Engine Comparison 999S + '06 WSBK 

Thats legendary. Thanks Toine!!

Toine you are a legend...please move to Melbourne Australia. We need you to restore my factory race bikes. Andy keep this Biggelaar collab going its brilliant. Will subscribe to your patron thingy.

If there is enough interest I would gladly do that topic.. but dont want to force it on to viewers.

@@toinevandenbiggelaar6083 I doubt force would be necessary no matter what topic you choose to do on any part of these Ducatis, just about anything from the design, manufacture, durability etc of any part of these bikes, i.e. wheels, frame, forks, brakes swingarm, etc. newer and earlier models even going back to the bevel drives (I believe the real Ducati's and the most beautiful pieces of art to look at and ride especially the round case V-Twins) though I know you appear to concentrate on race and performance. Anything Ducati will always draw great interest.

Then you need to check my Facebook page regularly as I do live streams regularly since shortly.. its usually in the evening my time and most are afterwards available to look when it suits you best ..

See my other post Haha Andy is my RU-vid man and here we make detailed coverage of certain topics . On my Facebook page I do regularly live streaming when I work on a interesting subject without to much explanation or detailed coverage

Just don't get the rev limiter to high and your good, 748RS in full race mode was around 12.8 k I think just limit it at around 11.8 and it will last if build correctly 😇

15W50 Motul 300V is what we use

That is something for the near future, it will be on my Facebook stream probably next week but not with in depth information or explanation

The factory parts shown are parts over there service/replace intervals, if these parts would ever be used again it would take a fortune to get them back to working spec .. basically its scrap metal in the condition they are now .. remember before making assumptions better know the full details..

We have build own even before Ducati did, 1985 my dad build the first belt based supermono with horizontal cylinder . I have a engine I build 3 years ago to make a project wich for sure is way more powerful then the original one, and have rest 4 homemade versions

And my business companion has a original one, he also owns the 1993 888 corse championship winning bike from Fogarty and he has the 1998 BSB 996RS Bayliss championship bike in his living room

@@toinevandenbiggelaar6083 videos on those singles including your dad's engines would be very interesting.

5mm allankey between fixed roller and belt that must go trough it with a bit of force

This is a video of me fitting the belts on my 900 ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-mq4l2Yr9egM.html

@@ANDY5 Thanks Andy.

You mean the way I handled these parts that are mostly over there usable limit in millage or need to be restored before they could ever be used again ? like the heads that would new valve seats before you could use them again ? and also the valve seats that endure a beating at 14000 rpm of a 44 MM valve banging in to it with incredible forces ? is that what you mean, the clanking etc that these parts now endured by me touching them ? these parts that where designed to withstand stress and forces we can hardly wrap our heads around how much that is, I think that is what you mean ? Sarcastic mode off, The heads are a set of similar ones as the Bayliss ones wich are fully assembled in my RS and Factory vault, similar to the cylinders and pistons, the Rods both road and the Factory ones need to be crack checked and refurbished at both small and biggend side on size and roundness and the small end site need to be fitted with new bushes also, the valves are officially over there running time, but as those also did not come from the Bayliss engine but out of a stock of used parts I bought that had parts that could be used again but also parts that where probally not wise to use them again. Did you really think I would strip 2 engines just to make a video for you and others to watch ? while I have a used parts inventory wich is so big I could build maybe 50 engine`s and even 10 Factory or RS engines just from the parts ? instead of enjoying and appreciating the time and effort Andy and me put in to this to share information and things with his viewers you seem to have a little tendency to comment in a negative manner like your response on the cost of the 900 SS rebuild . Wich is also your right to do as its a public platform to respond as you like dont get me wrong sir, but this tells me also a bit about you . No hard feelings I am not easy offended specially when I know more about how this video was made and what I used, so in my eyes your response was based on incomplete information ..Maybe next time first try to get the full details before you form your opinion ? anyway no hard feelings and I hope you will enjoy our next False Neutral topic . best regards Toine aka Crashingbiggel that guy strangely enough that guy that builds Factory engines and even did GP engines for collectors etc all over the world .. must be my good looks then they come for

Yep, it’s your good looks for sure bro, but also your great sense of humour. ;)) Okay, perhaps I didn’t have sufficient information about your project and the sources of the parts you used. But no I didn’t imagine you’d stripped the engines just for our benefit or your ego either. We have Matt at the workshop for that. However, we all have insufficient information about most things don’t we? Currently we are all sheltering in place because we’ve been told that there’s a deadly virus trying to kill us...! But unless we are virologists, perhaps we are easily duped by the powers that shouldn’t be and the their propaganda department: the mainstream media. But I digress. My background is in experimental aero engineering, and I own and work on all my 12 bikes, so not only can I imagine the forces involved, I’m also aware of the origins of most mechanical failures under great stress. They are often those (mostly invisible to the naked eye) blemishes to the surfaces of machined parts, caused by impact by the sharp edges of other, hard steel parts. If you bump up a sharp edge against the smooth shaft of a machined component, with no more force than the weight of either component dropped just 50mm, that sharp edge WILL cause damage which is visible through a microscope. If that component is then subjected to destructive testing, the likelihood that it will fail is increased exponentially, and such failure is most likely to occur at the point of impact. One of the most common causes of component failure not ascribed to impact damage, is the use of cutting tools with too sharp a radius on the leading edge. Most companies subcontract the manufacture of their components. The subcontractor is looking to make the most out of the deal which he’s won via competitive tendering. Therefore he will use the fastest cutting methods in order to reduce his costs in machining and operator man hours. The smaller the radius on the leading edge of the tool, the less friction, and therefore the less heat and in turn the most efficient cutting process. But also, the smaller the radius on the leading edge of the tool, the rougher the machined surface. These are also potential fail points of components under stress. For all these reasons, I am intimately aware of the inherent risks of even getting into the habit of allowing components to clang together. Hence my comment. I’m literally allergic to the sound of machined metal components coming together in any fashion other than the gods of internal combustion intended. I used to be popular for my looks too. But now I’m mostly admired for my great wisdom ;) Peace

@@G58 no worries m8 and glad you liked my sence of humor, I am aware of most things related to my beloved brand, I dont have a degree in engineering but I have 30 years of hands on experience under my belt with Ducati. And my love and interest in for the brand and my twisted mind to create things that are sometimes deemed impossible by others have brought me where I am now, I will not claim that I am the best in the world far from it, but as it seems there are not a lot of people with my experience that take the time and effort to share this with other Ducati lunatics. Also I am not easily offend or buthurt when I get criticism as this could also be a learning moment for me as I learn new things every day . But it seems I am doing some things right as more and more people find there way to my shop for these kind of special projects and restorations for these unique engines. Also my interest for the mechanical side keeps me willing and motivated to keep on learning and gathering knowledge to get a little bit better and smarter every day .. cheers

Toine van den biggelaar Thank you. Great response. I’ve watched the rest of your vid now, so I’m up to speed on your experience. Huge respect mate. The numbers alone are enough to tell me you’re a bit special. I’ve always been interested in Ducati bikes, ever since I saw my first 250 Desmo, just stunningly beautiful. I’d like to own a 450 Desmo just for Keira Knightly to come around and sit on... clothes optional ;) My main interests are in Hondas, Bultaco trials, and BMW’s Rotax engined bikes. I’m currently researching a dual sport custom based upon a 1998 CCM Dakar entry (traditional chrome molly frame) with a mildly tuned water cooled BMW F650 Dakar engine, but converted to single Mikuni carb for maximum simplicity and tuneability without electronics. This is the sort of bike that’s impossible to buy today. Getting the tank (probably off a Yamaha Tenere) back where it belongs will improve the balance. 21” front wheel will improve off road efficiency. The effects of my bike smashes when I was much younger have left me with spinal issues. So what I want is a lightweight 650 with decent range and respectable off road ability. I can still pick up any bike I might drop, but all adventure bikes today are far heavier than they need to be IMO. I’m not really impressed by the Himalayan power to weight ratio, even though it’s very cheap. Thank you again for sharing your experience here. I will probably watch again to process the awesome data dump you imparted. That bit about the piston crowns going soft really alarmed me. And I’m struggling to figure out why they use such thin bearing shells. Is being Italian sufficient explanation? Ride safe

@@G58 the shells in the Corse engines are already much thicker then road ones, compared to say Japanese bikes even the road Ducati engines are at the top range of thickness. Also the Corse types are different in material compared to road ones, we have found a alternative shell for the road generation which are similar to the Corse types in materials and then are officially designed for 4 cylinder 2 liter car engine in stage 2 turbo tune that reach around 500 HP .. the crow deformation is to be expected with a compression ratio from 15,7 to 1 for a gasoline engine.. its close to early generation diesel compression values haha 😄