Projects start in all kinds of stages. Some bikes you buy, hoist them up on a trailer, some you just ride home and some projects start in the back of a van. A couple of years ago Arthur ran in to a Parallel twin with a lot of extra spares which is quite normal being a notorious bike for having “issues”…
Recently I recieved some pictures from Phil Hitchcock of Road and Race in Australia. Phil told me that Epicycle Racing made a wonderfull 720cc racer whitch I would like to present to you. Phil allso has some Parallel Twin parts in stock so if you’re interested just give him a call. As the points ignition is beginning to be a hard to find part Phil has found a source that is willing to manufacture electronic ignition if there is enough interest.
Last weekend I have been working on a 500 GTL. Bringing the bike to it’s (almost) orriginal state can be quite a job. Especially if the wiring has been worked on before. I think everyone working on these bikes will have to best intentions to get things right. From time to time the “best intentions” isn’t the right way. On this 500 GTL the electrical wiring has been fiddled with, connectors where in very bad shape and some even so bad I had to cut them out. The Parallel Twins do not have a good reputation for there electrics and if some electrical jobs are done bad it will get worse. On the junctionbox of this GTL the wiring was pretty bad …… the main pos (+) wire from the ignition was cut and just twisted together with a way to thin other wire. When the lights were on the connection was getting hot !!
When you are working on the electrics of the Parallel Twins please take care of good wiring and connections. Worse case scenario is your bike catching fire while you are riding !
We have all heard the tails and maybe seen a broken magesium wheel but here is how it actually looks like. On the GTV models you can find the magnesium 5-spoke Speedlines. They might appeal to you but be very aware of what can happen if you actually use them. Last summer I came across some parts and amongst the parts where 1977 magnesium Speedlines. I was exited to find them because I think they look wonderfull. I knew there was a risc in using them. Some Ducati enthousiasts warned me about the deterioration of magesium and discouraged me to use these 35 year old wheels and just use them as decoration. So I did …… sadly to say. Until I came upon a picture handed me from Tony Hannagan from Melbourne Australia. In this picture there is a magnesium Campagnolo from the same time eara which is obviously not in orriginal state. What you see here is what actually can happen !!!! I am convinced now not to use the old magnesium wheels I found.
Please be warned when using old magnesium wheels. Let them be examined, X-rayed or any way that tells you that the wheel is in good condition ……. or just buy new ones, cost a lot but atleast when you apply the brakes the wheel won’t break into pieces.
Celebrate your success. Wise words from a friend of mine . Last week I checked my visitors counter and I discovered that we passed the 10.000 visitors. It might seem like a small number but as for a small group of enthusiasts it is a compliment. I would like to thank you all for your interest in Panigaletwins and please keep us inspired. We will go on doing the unexpected with the black sheep of the family and keep these bikes on the road.
Lately I have had many requests for ignition parts as the old parts aren’t there any more. I have been working on building an ignition but progress is slow. We had a discussion which ignition can be used and has been used already. Ian Dobson from the UK showed my that Pazon already manufactures the Pazon Sure-Fire ignition system which is Plug and Play. It is actually an ignition designed for a Honda 450 but can be used for the Ducati Paralleltwinas well. For details you can contact Kirby Rowbotham at firstname.lastname@example.org
In the past decade the press and the rest of the world have been looking at the Paralleltwins as if they where from another planet. Negative comments have been written about it’s durability and the bad reputation of any part breaking down. Exactly this is what keeps us going !! Proving the rest of the world wrong and let anybody know that the Paralleltwin is just as good as any other Ducati is one of our main goals. Ian Dobson from the UK is helping us a lot with that. Ian took his 500 SD to the ultimate test ……. the Motogiro d’Italia. He finished this glorious event in 2011 and just to show you it isn’t all talk and no show here are some picturs. Thanks Ian for proving everybody wrong …..
Now you can follow my adventures and projects on Facebook, just follow the link below and “like” my page.
This site will keep on beïng the main place of Panigaletwins.
<!– Facebook Badge START –><a href=”http://www.facebook.com/Panigaletwins” target=”_TOP” style=”font-family: "lucida grande",tahoma,verdana,arial,sans-serif; font-size: 11px; font-variant: normal; font-style: normal; font-weight: normal; color: #3B5998; text-decoration: none;” title=”Panigaletwins”>Panigaletwins</a><br/><a href=”http://www.facebook.com/Panigaletwins” target=”_TOP” title=”Panigaletwins”><img src=”http://badge.facebook.com/badge/393144500770963.1713.831330025.png” style=”border: 0px;” /></a><br/><a href=”https://nl-nl.facebook.com/advertising” target=”_TOP” style=”font-family: "lucida grande",tahoma,verdana,arial,sans-serif; font-size: 11px; font-variant: normal; font-style: normal; font-weight: normal; color: #3B5998; text-decoration: none;” title=”Maak je eigen badge!”>Promoot jouw pagina ook</a><!– Facebook Badge END –>
Still working on a electronic ignition but in order to get it right I need to figure out what the correct timing is. With this engine nothing is straightforward, so why should this be ……. at this point the ignition is compared with the one from a Jawa !!! I wonder where this is going ! Just took a timing disc and a set of Fiat dashboard lights, pretty basic but it did the job.
Sometimes you stumble upon new information. Just as I did some weeks ago when I visited Rob Klootwijk who used to be in charge of the Ducati Club Nederland archive. We found our selves talking about Parallel Twins and Rob told me he should have something nice somewhere. Of course I was interested right away and just some days later he came up with the following copy of a brochure. According to his story this was a pre-production 500 Parallel Twin for the French market. As Gerald from paralleltwins.com told us this folder is of the 1965 prototype which unfortunately never got in to production. The 500 engine even used push-rods to operate the valves. Originally Ducati designed it for the French market but it never got there so they tried to sell the idea to the Italian police-army administration allso without succes
I wanted to try to see how a 2-1 exhaust system would work and would look. I my garage I found some parts lying around and made in some hours a system. And this how it looks like. Not only just for fun but as well as an experiment for our racing Parallel Twin which could be finished this autumn or this winter. Took the bike out today for a test and it really revs a lot easier and sounds great as wel, not too loud and not to quite either.
When Mototrans took over part of the production from Ducati they must obviously have known about the technical imperfections that Ducati decided not to perform. Mototrans actually did a good job by looking at the engine design and focused on the problems at hand. One of the issues is oil supply and temperature to the cylinder head. There will be bearing wear at some point and if that happens oil supply to the cylinder head is brought back to a minimum so the cams will start to wear after a while and you’ll finally break down. The other issue is temperature. The plain main-bearing heat up the oil a lot higher and faster than roller-bearings do. The oil which reaches the cylinder head is is way to hot to get a smooth oil film and will burn especially when you’ll push the bike, let alone start racing with it.
Mototrans brought a solution to the table and implemted an oil cooler and re routed the oilways. The oil isn’t internally distributed but simpley brought to the outside of the engine. Thinking I’ll never find an engine like that I just happen to stumbel in to a Mototrans 500 Desmo which are quite rare. I will find out how they really did it. On the outside of the engine it’s clear but I wonder how the inside has been adapted. Soon more about the Mototrans.
If someone has more information about these Motortrans Ducati’s I’d be happy to hear from you!