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I bought a '92 907ie for very little money as the PO thought the motor was shot. I spoke to the local dealer who had done some work on this bike and their advice was that these were pretty poorly designed and unreliable bikes from new. The rear cylinders run too hot even with the water cooling. The valves tend to be out of adjustment even before the short 3,000 mile recommended intervals.

On this bike they said the valve seats are shot so the bike cannot build compression and no one in British Columbia knows how to properly replace them due to the extreme tolerances required.

So my question is, knowing that this is a biased but experienced group, is a 907ie worth the effort to revive? I only want it if it is reliable. My bikes are chosen as they tend to be a bit unique but quite functional. Of my current stable, the Harley is the worst of the lot for reliability, sophistication and ease of work on the engine. Yet it has been the most used for long distance touring. In theory the 907ie should way outshine the Harley for reliability, fun on the turns and even fuel mileage. But what about in practice. I often will do a trip more than 3,000 miles and I do not want to have stop half way to adjust valve shims.

So what say you lot? Fix it up or part it out?

The largest pars of the subscribers in this forum is in love with Paso's family.
I can't suggest you who can fix your engine, but I can tell you that someone has installed 944 engine from ST2.
Damaging the valve seat might be caused by various events:
incorrect belt timing, very very long interval for shim adjusting (I mean 10,000 miles or more!); wrong fuel (someone of us runs with 90 RON fuel!), but I never seen a stock engine blow because of a 4,000 miles interval


Have a nice job, then

viciouscycle I will be as unbiased as possible.

Put simply and generally the engine is as good as the rider, personally I have found all my Ducati engined bikes have been pretty much bullet proof, as with most machines if you thrash them they will need more work getting them back to prestine condition when you service them.

I personally used to do a fair bit of thrashing but sadly age and road conditions mean my days are spent enjoying the ride or getting from A to B in one piece.

The 907ie is in my opinion the best of the series if you are looking for the least fussy machine amongst them and will also give you long rides spent with a permanaent grin on your face.

The real issues with Ducati's and their checkered reliability history tends to be I believe, mainly due to the nature of their ownership weekend riders who thrash and hack their bikes and then leave them and again thrash ( or throw them) week after week. Then once or twice a season deposit them with a mechanic to sort out all the problems hopefully irrespective of the cost.

I had an early Monster many years ago in almost the same state your 907ie is by the sounds of it, I gave it to a proper, honest and private Ducati enthusiast to check over and give it a good once over - as it was my first Belt driven Ducati. That bike went a further 15,000 UK miles before requireing adjustment. It also gave me my one and only rally award - "The Dirtiest Ducati in need of Attention" It looked like a rat and road like a stallion. My old bevel driven Dukes regularly did in excess of 10,000 plus UK miles commuting every year without issue apart from the expected and easily fixed electrical issues.

Ducati's are agricultural in their nature and like plants often need a good talking too!!!!

Don't spend your time polishing and detailing it with carbon and stainless steel use it, abuse it (with love) and it will give you many trouble free miles spent grinning like a Cheshire cat. ................oh and I nearly forgot make sure the exhaust is loud that way any strange noises won't trouble you until you get home.

They are great bikes mate and you have a unique piece of much misunderstood Ducati history with you now.................enjoy


I nearly forget welcome to the owners club. There are some fantastic, honest and pricipled people on here, who will do everything to make sure you can get that bike of yours running perfectly as quickly and as cost effectively (cheap) as possible for you ........................Just ask.

of course you should fix it. As it was mentioned the bike is reliable if you take care of it and do the maintainance as required. Even if you had to replace the cylinder heads, finding others is not that difficult. Did the dealer you spoke to say the 907ie was unreliable from the start ? My guess is he was talking about the Paso in general meaning the Paso 750 and 906. With these two he may have been right but it takes only some small changes to make them reliable, too. The 907ie showed the evolution of the Paso series and the flaws that were known from the P750 and 906 were eliminated on it except to the regulator/rectifier one should swap with an aftermarket part as the originals are known to make problems.
There are Pasos around with over 100.000km on the clock. They can´t be that bad.

G.

Visciouscycle - fix it and enjoy it. I had (despite what's always said of them) a 750 Paso which ran like a watch and just needed normal servicing. I now have a 907ie and I will use that regularly when it's back on the road.

Once properly set up, and properly maintained it will give you thousands of trouble free, grinning, miles. Which is more than can be said of my professionally re-built and much improved shovelhead!! If you like bike that are looks a little different, sound a little different, handles, "goes" and is a bit unusual you picked a goodie!

On this bike they said the valve seats are shot so the bike cannot build compression and no one in British Columbia knows how to properly replace them due to the extreme tolerances required.

There are lots of shops here in the US that can fix or replace those heads

http://shop.ebay.com/?_from=R40&_trksid ... Categories

http://ducpower.guzzitech.com/

In the end I think you will find the Harley will be spending alot more time sitting in the garage while you take the duc out for a walk again and again

viciouscycle wrote: The valves tend to be out of adjustment even before the short 3,000 mile recommended intervals.

On this bike they said the valve seats are shot so the bike cannot build compression and no one in British Columbia knows how to properly replace them due to the extreme tolerances required.

Those comments don't sound quite right. How does the dealer know the valve seats are shot - did he take the bike apart? Much more likely is that the exhaust guide(s) wore out and need(s) to be replaced - this is a very common issue on all 2 valve Ducati twins, but there seems to be some particularly bad guides on the 907s. Unfortunately, the probability is that the valves are damaged because of the the worn guides, and very possibly the seats too, though I'd have a decent machine shop make that assessment. This is an expensive job - probably over $2,000.00 to pull the heads, and rebuild them. You might bring that down to 1k by doing all the teardown/reassembly work yourself. Regardless, find a different shop, or send your heads to a specialist. Putting a different engine in there sounds cheaper but it won't be by the time you're done.

The good news is that once repaired properly this will no longer be a problem at all - the guide issue has been mostly eliminated with newer guide material. If you really want to bring the valve adjustment interval up put MBP collets in:

http://www.mbpducati.com/2v/approach.htm


IMO, the 907ie is a very well designed bike that suffers from poor quality control. You may have ongoing problems with electrical connections, etc but once stuff is put right it tends to stay right. If you like everything else about the bike, keep it, it's worth the effort.

Sam

[quote="viciouscycle"] The valves tend to be out of adjustment even before the short 3,000 mile recommended intervals.

This may be the case on the first adjustment, but it is my understanding that as the valve train seats itself adjustments are much less frequent.

I have 3 907s, two working ones and one in bits.
So, I'm the wrong person who can tell you she are lemons...
They are very nice bikes, as the friends told, I have experienced only a broken rectifier. No more...
Fix yours and enjoy her
Ciao

Hi Viciouscycle,

the only mechanical week parts are exhaust valve guides.
replace them by a set of good ones, your valves and seats grinded, and the valve clearance properly set. especially the closers to near zero, and she will run forever.
once you pulled the heads, pull the front cylinder too, to check the plugs in the cranckshaft for seating.
all other bits and pieces are on the outside of the bike and are easily accesseble.

bertus

Much more likely is that the exhaust guide(s) wore out and need(s) to be replaced - this is a very common issue on all 2 valve Ducati twins, but there seems to be some particularly bad guides on the 907s. Unfortunately, the probability is that the valves are damaged because of the the worn guides, and very possibly the seats too, though I'd have a decent machine shop make that assessment. This is an expensive job - probably over $2,000.00 to pull the heads, and rebuild them.

+1, the story when I bought mine.
Exhaust guides too weak-worn out, both e valves crooked.

I bought ST2 heads w valves & good guides (exhaust is much thicker), machined the seats & made a tunnel f rev counter.
Around 400$ total cost, seats & tunnel made in shop, rest by me.
907 is labourintensive so expensive if you let a shop do all work.

Many thanks to all. With the feedback and suggestions this bike will be back on the road. I have located what should be a good set of 907 heads from a low mileage bike, with valves but no rockers, cams, etc. Once I have them I will check out the valves and get them worked on if necessary, replace the guides and install my rockers and cams. While I am at it, as suggested I will pull the cylinders, check them and the crank plugs (whatever they are) and rings. Put it all back together and have me some fun.

There is a Ducati rally in July I want this bike at. Then later in July my brother and I are planning a trip to California. If anyone wants a truly fantastic ride and time, forget all the hype about the Napa Valley and head over to Eldorado County in the foothills with great paved two (and one) lane, tree draped roads snaking from one cottage winery to the next...and no traffic!

I bought this bike (apart from the no brainer price tag) because I am intrigued by the desmo concept (so why do other four strokes still have valve springs?). I used to tour on a 750 Ninja but somehow I got old and acquired the Harley to ensure I kept getting older. The concept of a sport touring bike like a Concours or VFR made a lot of sense to me...unfortunately my bike buying seldom includes sense (at least according to the Mrs), so the 907ie should fit the bill perfectly. Warnings of Italian electrics are a laugh (I am a recovering classic Jaguar addict). After twenty years even the clock still works! I am betting you guys are right and that this bike will be on the road by summer and stay there!

Tell the missus you go by your heart w bikes, just like you 2 ended up....

Replacing the guides is not a difficult job if you are inclined,only requirement is a hot plate or oven and the correct size driver.
Any decent automotive machine works can also do it affordably.
Most"dealers" auto or motorcycle don't have the knowledge or tooling to do the job and send them out anyway. Go to the source and save at least 50% if not more. should not cost more than a few hundred dollars even with a valve job, the parts would of course be additional

crank plugs (whatever they are

The cranks are drilled for the oil to pass to the bearing surfaces,
after drilling caps are screwed into seal them off,they have on occasion backed out resulting in a sudden lose of oil pressure
Poof there go your engine, turned into a paperweight

Randy.
You are not alone.
I have a 907ie, which is fantastic and I rode the tires off it all the way to Monteray for Laguna Seca two years ago (and back without even thinking about problems), and I have a 750 Paso too, which I always fall back on when the other steeds in the garage are failing me (not the 907 though).
And I'm in Victoria, BC. FYI.
I believe there are two other 907s, a 906, and another 750 on the road here on the island- and who knows what others languishing in people's garages.
The 907 is a great bike that I would ride anywhere without thought. Valve adjustments are easy if you take it slowly, and I find they last much longer than the talkers suggest. Unless you thrash the bike against redline continuously, I don't see why it wouldnt be good for a couple of back to back trips to Cali and a summer ripping around the lower mainland.
Sheldon