How to check chain alignment: Part 5

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Ducati Update 5

That was quite a biggy. In order to reduce rotating masses, I wanted to convert from a 525 to a 520 chain. The way lighter (50% less) sprocket carrier was standing 5mm off center so that I had to add a spacer, and to shape off those 5 on the outside plate, to give the new aluminum axle nut enough ‘meat’ on the axle shaft. The BikeMaster O-ring chain was running smooth as hell after those mods. Now… motorcycle manufacturers now how to make a sales pitch… one of them is the stupid number on the high gloss brochures, and this is ‘top speed’. Who the hell needs 202 mls per hour?! So I use to gear all my bikes for acceleration, cuz’ that’s what you do all the time- especially on the track. I use to go 1 tooth smaller on front- and 1 bigger on the rear… which is massive (fits to most tracks longest straights and is plenty on roads)! But since this Ducati has the torque to roll the Earth quicker in its axle, I decided to only drop a tooth on the front, which also keeps the weight low. BikeMaster has all kinds of sprocket constellations for your bike too! I also replaced the damn cheap looking circus wagon bolt and washer with a Titanium bolt which also allows a safety wire. That funny looking Ducati sprocket cover found a new home too… the trash bin.
Headcoach Can Akkaya

How to reduce rotating masses: Part 4

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The one sided swing arm of the Panigale hosts the rear brake rotor and the sprocket carrier (which gets its own post later). I’ve replaced the rotor with a way lighter one and the brake pads to Bikemaster sinter metal pads. This stuff is affordable and never lets you down. At that point I’ve checked on the wheel alignment to see if the swing arm is bend. That went well so I can move on to center the two sprockets for a flawless chain run (next update)

Headcoach Can Akkaya

How to adjust the ride height on a Ducati: Part 3

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Ducati Update 3

Some stuff around the swing arm and rear sets has been done. A carbon cover for the looks (the tire huger goes soon), and the toe protector makes truly sense. Rear shock pos changed to ‘flat’, and preload adjusted (gotta get familiar with the electronic setting system though). The rear sets journey was interesting. The challenge… to keep the expensive, but hell of smooth Ducati ‘PULL’ quickshifter- BUT use it in a MotoGP shift pattern system. Funny is, that Ducati offers a 4 page long description to just turn this around on the stock rear sets- but doesn’t even mention that a ‘PUSH’ quickshifter would be necessary. Thats about 300 bux extra, and I go… no. So I went to see if there are rear sets which allowing all kinds of constellations in the leverage to keep the pull shifter. I found a nite set in China for 120 bux incl shipping and they work smooth as hell. The pegs are quite short though, so i had to find washers which allow me to adjust their length a bit. What I extremely like with these rear sets is that they are fully adjustable since the stock sets are way to far in the back and making tired real quick. Those going all in the front and up… as I was use to on my prototype race bikes :-)

Headcoach Can Akkaya

How to build your own fender eliminator: part 2

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Ducati Update 2

Unfortunately it needs a license plate to run this bike on some public roads, cuz’ I’ll use it to teach Road Skill 1on1 students. So, since the ugly and way to heavy holder is out… I’ve build my own fender eliminator with a few simple things: The license plate, a piece of Lowes aluminum sheet, and a plate light from BikeMaster Products. The cost… about 10 bux!!!

Headcoach Can Akkaya