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The only tool you really need is the flywheel puller. If you're going to disassemble the head, be sure to loosen the cam nut before you remove the head, otherwise you'll need the cam holding tool to get the cam nut off. BTW, this nut and the bevel gear retaining nut on the crankshaft are left hand t...

Ducatis are a good platform for all kinds of customs. The “square style” Monza and Sebring (which yours appears to be) are probably the least appreciated of all the ‘60’ vintage singles so they get customized or made into racers. Nobody’s gonna bust your chops about losing another. It would be unfor...

If you're not interested in originality, the SSI 27D is probably not the way to go. They're expensive, usually worn out and difficult to get tuning parts for. You'd be better off with a round slide Mikuni or a Dellorto VHB or PHM if you want to keep it Italian. There was a recent post on the Motoscr...

The value of your basket case depends on which parts that are specific to the Mach 1 you have and what condition they are in. Does the bike have original rearsets, clipons seat and sheet metal? Is the engine a correct specification M1 engine number? Does it have M. Baruzzo rims in good condition? Th...

The outer spokes should have a bit more than 90 degree bend at the head. Inners should have a little less than 90 degrees. Also, outers would ideally be a little longer than inners. I would expect the front and rear spokes would be different lengths. Ducati parts catalogs identify the lengths so you...

If you look in the motoscrubs.com technical section, there's all the Ducati singles wiring info you might need. Matt

Hey Gary, I've wondered myself about this question. Maybe contact Frank Scurria (you can find his e-mail by searching the bevel heaven site), Seth Doerfler (http://motoitalianony.com), Chris Quinn (I think I gave you his contact info). I also remember a posting on the ducati.ms vintage forum under &...

You'll also need a longer bevel tower shaft and the taller base flange that the tower shaft tube slips into. The tower shaft tubes are the same. As you've already observed, the 350 bore is slightly larger (250=74mm, 350=76mm). Buona avventura!

There was no "Mk 1". There is a "Mach 1", it is a narrowcase motor and the cranks are vastly different than a widecase Mk 3.

There was no "Mk 1". There is a "Mach 1", it is a narrowcase motor and the cranks are vastly different than a widecase Mk 3.

That fitting looks like it would be for a head oil drain. A common race mod was to remove the oil pipe that drains oil from the front and rear valve chambers into the bevel tower. Tubes were added that drained the oil directly into the engine cases. Typically a threaded fitting (such as the one on y...

Yep, bitsa this 'n bitsa that. Ya know though, as it sits, it's a much more valuable bike than a stock original Monza. Really has some nice "bits" and looks great. It is way cool. Must be a blast to ride. In your area, you have a true expert in Ducati singles, one Roy Kidney, moved to Virg...

The chassis appears to be 250 Monza/250 GT or 350 Sebring: horn mount on backbone above engine mounts, regulator mounts, toolbox/airfilter mounts are typical of these models but the boxes are obviously missing. These are not Mk3 toolbox mounts, nor is the rearset hardware present. Also has a Monza/S...

I recall reading in one of Carroll Smith's books a recommendation by Bill Jongbloed that magnesium wheels not be powdercoated because the temperatures employed in baking the coating was high enough to affect the heat treating of the magnesium. Although temperatures in the initial heat are much highe...

The bearing behind the C/S sprocket is a 1-sided sealed type with the seal (obviously) up against the case. Depending on what's in there, its either a rubber seal or a metal plate that clips into grooves in the bearing races. These seals don't really fail the way a conventional rubber oil seal fails...