Hi everybody, I want to change the timing belts on my Ducati 916. I am removing a cover to see if I'll be able to do so, after seeing I think yes, but ... My questions are: Is there a blockage anticipated not to shift the engine? In the picture we see holes in the serrated pinions may be to block the engine, yes? or not? The offset adjuster looks to tighten manually, yes? or not? Once the new belt climb, How to adjust the tension? trick or technique Thank you for the response a person who know.
When you go to remove the straps actually gables of AAC will turn and put dasn a position of equilibrium. Because of the spring tension, and compression cylinders. But this is not serious. Before testifying, take pictures or make a scheme to rate the relative positions of the belts relative to sprockets, and gears from the crankcase. To identify the belts, you take a product such typpex, and you mark a line on a tooth belt and the sprocket teeth of AAC in which it meshes. Then you do the same thing with the central gable (binds to Vilo). And you count your teeth into your insights. Make careful to note if you count the holes or bumps! If you want you can even put a speed and turn the wheel back to get the gears in the position you prefer, for example through the landmark of the sprocket against the benchmark housing. For this you can dismount the candles is much easier. Demonte Do nothing until you have noted these insights. Once everything is found, notes on paper clearly, you can disassemble the straps. You relax already the turnbuckles. You can use the opportunity for a clean shot with a dry product. Then you make a copy and paste your insights to Tippex the old belt to new (re-counts the number of teeth 3 times if necessary, it sounds stupid but it is not at all). And you lay the new belt making insights throughout the match and making sure your gears are not turning. You then remount your stretchers and you adjust the tension. EDIT tension will rule with the aircraft of your choice or meca frequency in Hz The adjuster will rule in his hand. Before closing the housings, you audited again your insights (pending verification of the opening cycle as a function of piston travel), the tightening of the turnbuckles. In general I'm running 5 minutes like that, and I re-verified the tension before closing the housings. If I have not been clear enough, too much clutter, I think that by doing some research you can fall on the explanation of good Foggy211 another topic. Or on the forum Planet Ducati. I remember that I've never been on a D4. The difference is that there are 2 gears of AAC (which does nothing to change the manip), after the D2 there is a roller (which is actually quite simply bunk 2 bearings) tensioner, roller and a madman (a rotation in roll form) in the middle strand of the belt, and EDIT on the D4 crazy roller and tensioner are just under the gables of AAC, and tension is not resolved in the same manner.

For info: The method of the allen key does not work on a D4 The DM16 (160

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