Chapter 1 ST2
Here we go again!!!
I had already taken the standard 2 valve 900 Lucky Explorer out to 944cc by using a big bore kit......but the workmanship and dubious clearance issues, resulted in continual overheating and niggling snagging problems!! Hello........3 oil coolers...........the two standard LE units, in their usual place, with a third hidden in the side panel glove box keeping the Gauloises at above room temp!
I eventually stripped that engine and machined the pistons to achieve a more stable compression ratio, of approx 10:2>1 rather than the 12:5 steriod version that some muppet had recommended and assured me would work.
Whilst hanging around for the 888 fant to come back from the electricians.....a chance telephone call from the South Coast made me think..............
The caller had just....as in 2 years ago....imported a 2001 1420 mile ST2 from the States, where the bike had parted company with both its rider and its front end.
The steering tube or head had SHEARED off and some of the bike, tried to mate with an on-coming truck, whilst the rest ran off and hid!!
The original and standard, non big bore, 900cc Lucky Explorer barrels and pistons, were retro fitted and both me and it set off for the Slovenian Elefant treffen in June 2005. On my return the 900cc engine was taken out and sold to Michiel and Chantel in Holland.....to fund the actual ST2 purchase.
My calculations are based on using the early, GT and LE frames, which incorporate the aluminiun engine rear cradle ....so...BEWARE .....the modifications done here relate to THAT type of frame only.......I don't want you, coming up to me in a pub and complaining that your "engine is hanging down, out of the frame, like a dog .....full of worms ........dragging its' rear end around!"
So, we start with basically stripping down a perfectly good reliable bike and getting it ready !
I always drop the engine out of the frame by lifting the frame up and over the engine and bottom cradle.......
The swinging arm is ALWAYS a tight fit and needs some special care when being re assembled as you have to shim it, to the frame and engine gapsl
Cagiva always supply the spacers that have to be machined down to fit ......so expect to grind the spacers to fit if you mix up the spacers!
Bearing in mind that I was turked by a Ducati “famous in his own lunchtime” factory mechanic …. whilst trying to extract more power from the 1992 Lucky Explorer Elefant …..by….simply, bolting on a 944 cc Big Bore kit…..big mistake…big pain
I planned to do the job right and prove to myself and those muppets masquerading as Ducati mechanics how this job should have been done.
After two failed attempts, I finally ended up with a more stable 10.2 to 1, compression ratio along with a bore clearance that did not try to scrape the plating off the bore, and used only two oil coolers.
This final version, served me well and stayed on the 944 Lucky Explorer fant, right through a three year period taking in Italy(twice), Austria, Germany, and France(numerous times) all in its stride with no hint of over-heating or severe oil usage.
However the self loathing still haunted me……how could I have been so stupid as to have been mugged ….the bill was over £1100!!......and left with something less that satisfactory
So there was nothing for it but to try and put the record straight. I had completed the 888, 4 valve engine transfer and a big bore modification to the other elefant was proving as tempting as a unguarded bag full of money at a Gypsy wedding!
The basic idea was to try and create a modern, up to date 2002 elefant, using the latest components from Ducati and mix them within the original 1992 concept of the Cagiva Elefant. A Cagiva 900 Fuel Injected Lucky Explorer would be the donor bike, as that what I had…….no expense spared there, then….. with an American spec 2002 Ducati ST2 supplying the engine, wiring loom, fuel injection system, electrical components, 16M ECU and all switch gear.
The ST2 was a badly smashed American based bike that covered less than 1420 miles before it entered a head butting contest with a MACK truck….there was only ever going to be one winner…and the frame sheared at the head stock via the fright of it all!
The complete ST2 bike, was purchased for £900 minus what the original 1992 Lucky Explorer engine, electrics, starter motor, switchgear and P7 ECU fetched….£900…….so in real terms, by the time the wheeling and dealing was done I was actually ahead….or so I thought!
The actual dismantling of the ST2, took place over the Xmas break of 2005 and by the New Year the engine had been dry fitted into the elefant frame! It is only when you have both bikes side by side, that you realise just how well built the original Cagiva was. The modern Ducati use far cheaper fasteners, fixings and you can see, all the cost cutting that has taken place since the old Ducati/Cagiva days prior the involvement of the Investment Bankers….I hope I spelt that right! Although from an outright engineering point of view, it is, a step backwards !!
The ST2 engine required the absolute minimum of alterations, mainly the machining of the swinging arm bushes (off) and the grinding (down) of the bottom left hand engine mounts situated on the sprocket side. The standard ST2 engine needed 25mm off one side of the bushes and 11mm of the other….all easily done with a mini grinder and some cutting discs. This bought the standard engine width down from 184mm to a elefant frame fitting 139mm.
The 2 main engine bolts on the later year 2000 plus ST2 were 12mm in diameter instead of the standard 10mm as fitted to the early ST2 and indeed the Lucky Strike engines. The 12mm bolts, were not long enough to pass through the elefant frame and the ST2 engine, therefore the rear, top frame bolt would be left as a 10mm and the engine hole shimmed using “toolmakers 40 thou” shim.
With the middle engine bolt mount (between the cylinders)….the one, with the two, aluminium struts coming down from the frame….. is to use the new 12mm bolts from the ST2…
….the elefant aluminium struts could be easily drilled 12.5mm. The swinging arm hole, once it had been machined to an overall width of 139mm. actually came up 25mm in diameter, allowing the elefant swinging arm pivot bolt to easily pass through the hole.
The other minor modification, was that of the rear water outlet connection on the left hand side of the cylinder head/barrel assembly. Nothing that pivoting it round on its axis...... will not cure!
It means that the outlet will face downwards, but at least the engine brackets will fit!!
The injection system located so easily you would have thought that someone designed it that way!
In fact the airbox from the standard 900ie elefant locates straight onto the injectors from the ST2.
Enabling the utilization of the sensors and the standard Cagiva air filter although the top of the airbox and the two snorkels will be modified by a scalpel and mini grinder.
STAY TUNED.......................next installment FEB 2006
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Chapter Index
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