Hydraulic Clutch Fluid Issue

[Ron1000]

I’ve just this now put it on stands and covered it over I’ll leave it alone until i hear from Oberon. If they reckon the slave was manufactured correctly then I’ll look at other options.

Pressure plate bearing seems reasonable as i reckon it happened within 1 to 2 miles from home and that would have been when i was sitting in traffic with the clutch pulled in for a good 2/3 minutes before i turned off the engine. Nothing I haven’t done a million times before tho.

[rollo22]

Ron,

For the chain to hit the ally bit it will be travelling a long way off the front sprocket.( dont be mean to me) but it is the correct sprocket for the fitted chain.

[Ron1000]

100% rollo. The chain is a 525 renthal type complete with 525 front and rear sprockets also from renthal…15 tooth same as standard Ducati fitment and have been on for 8000 miles or so without issue.

Have you seen that the ally inner part rotated? It’s not a big distance mm’s even when sitting in the machined groove. When the inner ally part moved all the distance vanishes.

[Luddite]

Well, although I'd never come across the failure of a pressure plate bearing in a wet clutch Ducati, a bit of Googling threw up this example of a 50,000 mile Monster, (600 I think), which needed a new one following problems with the slave cylinder.

http://twoslow.com/2012/09/ducati-mo...owout-bearing/

So it can happen.

[Luddite]

And the same Googling session came up with this thread from ducati.org where a 1098 suffered exactly the same problem as you.

https://www.ducati.org/threads/chain...h-slave.81922/

(That's with a dry clutch though of course.)

[rollo22]

Maybe Oberon should make the ally part using an opposite thread assuming the push rod rotation is unscrewing it.

[Ron1000]

Hi guys,

I’m still waiting to hear back from Oberon…they have the slave with them now.

However I’m just going to buy a different make now, i prefer the cnc racing ones that have a fully circular inner. Does anybody know it’s 28mm or 30mm diameter
? They list both for the 1100 evo.

[Dukedesmo]

Slight deviation from the topic but I have an 'Evoluzione' slave cylinder on my 916 and it has a bearing in the piston assembly so that, if the rod spins then it spins in the bearing, at least that's the claim.

To my knowledge, it's never spun but the slave is well over 20 years old and never given me any bother, as an aside the clutch fluid doesn't discolour either unlike my M900 that has an Oberon and the fluid is black in short order (as with OEM slaves).

I understand Evoluzione is no longer in business which is a shame as I would definitely recommend them.

[Luddite]

Originally Posted by Ron1000

Hi guys,

I’m still waiting to hear back from Oberon…they have the slave with them now.

However I’m just going to buy a different make now, i prefer the cnc racing ones that have a fully circular inner. Does anybody know it’s 28mm or 30mm diameter
? They list both for the 1100 evo.

Either one will fit, Ron, it depends on what 'feel' you're after. The 28mm will be about 25% lighter than standard and the 30mm 35%. Be aware though that the larger the piston, the lower the lift, so you might experience more drag with a 30mm.

For comparison, the Oberon is 29mm and I think the OE is 26mm.

[Ron1000]

Thanks lud. I’ll order a 28mm

[Dukedesmo]

Originally Posted by Ron1000

Thanks lud. I’ll order a 28mm

Probably the best option, I recall when I bought the Evo slave there was a choice of 28.5mm or 30mm and the general consensus was that 30mm might cause issues with clutch drag due to insufficient movement/plate separation.

I doubt there's much between a 28 and 29 in terms of clutch weight, though my M900 clutch is noticeably lighter than the 916 with only 0.5mm difference but that maybe mostly down to the master cylinder size?

[Ron1000]

the saga rolls on.

So I’m almost certainly going to take the casing off and replace the clutch pressure plate bearing.

Is it worth doing anything else associated with? From the exploded diagram I’ve targeted other stuff i think is worth doing.

Pressure plate springs 3off.
Thrust washers 3off.
Lock washer behind the clutch control pin and ccp nut? 1off

What about clutch plates? Replace when I’m in there or leave alone? They are bloody expensive from Ducati.

[Luddite]

How many miles have you done, Ron? Being a wet clutch, I'm not expecting any problems from mine before 50,000 miles but wear will, of course, depend on use, (and abuse!), and you've taken it on track if I remember correctly?

Before you start ordering parts willy-nilly, wait until you get inside and check the relevant clearances against new.

Between the friction plate tangs and clutch basket there should be 0.6mm max.

The friction plates themselves should be no thinner than 2.6mm and show no signs of burning, discolouration or grooving.

Check for warping on a flat surface - any gap under 0.2mm is acceptable.

Total height of the complete clutch pack should be no more than 46.1mm.

Check free spring length - it should be no less than 41mm.

Let us know what the bearing is actually like when you get in there.

Good luck!

[Luddite]

PS if you do need to replace the friction plates, don't forget to pre-oil them before reassembly.

[Luddite]

If you do find you need new clutch plates, Surflex do suitable alternatives and you can just buy the friction plates rather than the complete pack, which is what Ducati sells.

The friction plate pack appears to be S2444/B, which, at around £60 is a lot more palatable than the £300+ that Ducati are asking for a full kit.

Note that the standard Evo clutch pack is the same as, amongst others, the 1200 Monster, some of the more recent 821 models and the 1200 Multistrada.



https://www.carpimoto.it/en-GB/Bike_...trada-1200.htm