Ducati Cam Specs

Latest revision: April 2014

A collection of std cam timing figures as given in the Ducati specifications, plus some aftermarket cam timing for cams from Vee Two and Schrick.  I’ll separate the 2V and 4V (into Desmoquattro and Testastretta), and clarify some of the 4V cam fitments, especially for the Testastretta models.

2V Cams

The corresponding lift for specified timing is given, as generally pre 1997 or so the spec was given at 0.2mm lift.  Later specs are at 1mm clearance (or 1mm lift without any clearance).  Most of the early specs are from Ian Falloon’s book notes, a couple of which seem a bit off.

2V
 CAM LIFT SPEC  I O  I C E O  E C  DURATION CENTRELINE LOBE SEP OVER LAP LIFT VALVES ID MARKS NOTES
IN EXH IN EXH IN EXH IN EXH
Pantah 500, 600, 650 @ 0.1mm 0.1 50 80 75 45 310 300 105 105 105 95     37.5 33.5 O, V  
  1.0 27 61     268   107       9.8          
Pantah 350 @ 0.1mm 0.1 46 65 76 37 291 293 99.5 109.5 104.5 83            
Indiana, Elefant 350 @ 0.2mm 0.2 19 62 53 33 261 266 111.5 100 105.75 52            
F3 350, 400 0.2 40 70 67 43 290 290 105 102 103.5 83            
F3 350, 400 Falloon 0.2 40 80 57 43 300 280 110 97 103.5 83            
Alazzurra 350 (Cagiva Manual) 0.2 46 65 76 37 291 293 99.5 109.5 104.5 83            
Alazzurra 650 (Cagiva manual) 0.2 54 84 82 48 318 310 105 107 106 102         3  
Alazzurra 350, early 650 (Falloon) 0.2 40 70 67 43 290 290 105 102 103.5 83            
F1 (dubious spec) 0.1 29 90 70 48 299 298 120.5 101 110.75 77            
F1, 650 Indiana, Elefant, late Alazzurra 0.2 39 80 80 38 299 298 110.5 111 110.75 77 9.35 8.5     OE, MV 11
F1 Montjuich, etc 0.2 67 99 93 70 346 343 106 101.5 103.75 137         PO, PV  
F1 Montjuich, etc measured 1.0 55 63     298   94       12.3          
Indiana 750 0.2 31 88 72 46 299 298 118.5 103 110.75 77 9.35 8.5        
400, 600, 750, M900 97 - 99 0.2 31 88 72 46 299 298 118.5 103 110.75 77 9.35 8.5     OR, VR 2
400, 600, 750, M900 97 - 99 1.0 12 70 56 25 262 261 119 105.5 112.25 37 9.35 8.5 33.5/41 30/35 OR, VR 2
M600, 750 98-99 (?) 1.0 11 70 50 30 261 260 119.5 100 109.75 41         OR, VR  
620 1.0 12 55 58 24 247 262 111.5 107 109.25 36 9.88 8.9 41 35 O2S, V2S 3
696, 796 1.0 18 60 53 23 258 256 111 105 108 41 11.2 10.8 44 38.5 O8P, V8P 4
400ie, 695, 800 1.0 19 60 57 24 259 261 110.5 106.5 108.5 43 10.8 10.3 43 38 O3X, V3X 3
900 Carb (incorrect spec) 1.0 20 60 58 20 260 258 110 109 109.5 40         OHT, VHT 1
900 Carb (correct) 0.2 43 85 82 46 308 308 111 108 109.5 89         OHT, VHT 1
900 Carb (correct) 1.0 24 70 58 29 274 267 113 104.5 108.75 53 11.75 10.56 43 38 OHT, VHT 1
900ie 1.0 25 75 66 28 280 274 115 109 112 53 11.8 11.4 43 38 O8J, V8J  
ST2 1.0 29 73 71 30 282 281 112 110.5 111.25 59 11.8 11.4 43 38 OHZ, VHZ  
1000, 1100 1.0 15 65 62 19 260 261 115 111.5 113.25 34 11.2 10.8 45 40 O7C, V7C 4
1100 EVO 1.0 14 73 66 25 267 271 119.5 110.5 115 39 11.8 11.2 45 40    
ST3 1.0 14 62 59 20 256 259 114 109.5 111.75 34 10.7 10.4 34 40    
V2-03-210 1.0 25 55 45 5 260 230 105 110 107.5 30 13.1 11.5     210 5
V2-03-211 1.0 31 56 45 11 267 236 102.5 107 104.75 42 13.1 11.5     211  
V2-03-212 1.0 20 65 61 27 265 268 112.5 107 109.75 47 13.1 11.4     212 6
V2-03-213 1.0 32 66 66 29 278 275 107 108.5 107.75 61 11.5 11.3     213  
V2-03-300, DS 1000 1.0 36 65 63 22 281 265 104.5 110.5 107.5 58 13 11.4     300 7
DA06090 1.0 25 55 45 5 260 230 105 110 107.5 30 13.1 11.6     GMO9, GMV9? 5
DP DS 1000 1.0 25 72 72 22 277 274 113.5 115 114.25 47           8
DA06R49 0.2 62 92 95 60 334 335 105 107.5 106.25 122           10
NCR7 1.0 50 75 75 50 305 305 102.5 102.5 103 100 11.3 10.4     NCR O 7, NCR V 7 9
  1. Although some people allege the 900 Carb cams specs changed for the ’97 and FE models, all the part numbers are the same.  The listed specs are just different.  The specs for the earlier 900 Carb models are 20/60, 58/20, which are not correct.  These cams were also fitted to the 906 and 907ie.
  2. The small valve 900M engines – used in non ‘Special’ carb models from ’96 sometime until ’99 – used the 600/750 cam, along with 750 valve sizes.  See the “900 2V ENGINES: NOT ALL CREATED EQUAL” report.
  3. Not all cams are interchangeable.  The 1000 DS (and now 696 and 796) cams are unique, running in the head itself without ball bearings.  The 620/800 cams run in ball bearings like the earlier cams, but have two supporting bearings instead of three, and the location of these is different to the earlier cams.  You could make them fit if you really wanted to.  All others are physically interchangeable.
  4. The 696 seems to run the same lobes as the 1000 DS cams, but with the inlet advanced 4 degrees and the exhaust retarded 9.5 degrees, giving less lobe separation / more overlap.
  5. ‘06090’ is the Ducati Performance 900 cam.  It is the same as the Vee Two 210 grind, and is now found under the part number 964034AAA.  See the “900SS CARB WITH SOME VEE TWO CAMS” report for results with this cam.
  6. The Vee Two 210 grind is referred to as a “torque” grind, whereas the Vee Two dyno graphs show the 212 grind to be a strong “top end” grind.  My ST2 had these cams fitted before I got to it, so I have no before/after experience with them.   In my experience the 212 grind is a little bigger than the specs indicate.  The last couple have had 27/72 inlet timing, giving 14 degrees more duration than the specs show.
  7. The Vee Two 300 grind is to fit the 1000 DS engine.
  8. DP DS1000 is the Ducati Performance cam to suit the 1000 and 1100DS engines.  There are two versions of this cam, due to the fact they are physically different at the LH end.  The later engines have a thinner journal here, which can lead to them being noisy if the belts are too tight, but also different end caps.  So if you fit aftermarket end caps, make sure the inner step length, which locates the cam, is the same length.
  9. NCR7 is an NCR grind, also available from Megacycle (USA) to suit the old Pantah style engine, 750F1, TT1, TT2, etc.  Very old school. Megacycle do a modified version to, with tighter lobe separation from memory.
  10. DA06R49 is the DP “750” grind, to suit ‘85 on Paso style engines.  Never seen one.  They have about 10 degrees less duration at 0.2mm lift than the NCR7.
  11. The cams from the 750 F1 and Bimota DB1 are marked OE and MV.  No idea why they are different (not OE and VE or OM and VM), but that’s how they are.

4V Cams 

Again, all timing is given at 1mm clearance (or 1mm lift without any clearance).  Although listed like the 2V cams, the 4V have separate inlet and exhaust cams, as in DOHC.  They are just listed with reference to engines for convenience.

DESMOQUATTRO
 CAM  I O  I C  E O  E C DURATION CENTRELINE LOBE SEP OVER LAP LIFT VALVES NOTES
IN EXH IN EXH IN EXH IN EXH IN EXH
4V STD 11 70 62 18 261 260 119.5 112 116 29 9.6 8.75 32/33/36 28/29/30 A1/A1R A1 1
S4/ST4S 11 60 62 18 251 260 114.5 112 113 29 9.6 8.75 33/36 29/30 1L, 3K 3H 2
996 SPS 14 73 57 23 267 260 119.5 107 113 37 10.8 9.8 36 30 T1 T1 3
748 SPS 44 72 74 44 296 298 104 105 105 88 10.85 9 33 29 U1 A 6
SP A/A 44 73 77 42 297 299 104.5 107.5 106 86 9.9 8.9 33 29 A A 4
SP G/G 53 71 71 45 304 296 99 103 101 98 11 10.5 34 30 G G 5, 8
748 R 20 60 62 38 260 280 110 102 106 58 12.5 10.5 36 30 0F 0F  
748 RS 30 62 74 38 272 292 106 108 107 68 12.5 10.5 36 30 506    
CORS431 36 72     288 180 108 12 431   7, 8
V2-03-601 41 69 68 42 290 290 104 103 104 83 10.7 10.5         9
V2-03-602 34 72 68 42 286 290 109 103 106 76 12 10.5         9
V2-03-603 60 65     305   92.5       12.4           9
V2-03-604 11 70 53 20 261 253 119.5 106.5 113 31 10.8 9.8         9
V2-03-607 18 58 60 36 256 276 110 102 106 54 12.3 10.3         9
CIRCOLO         304 294     10.75 8.75             10
SPORTIVO         304 288     10.75 10.1             10
FORZA         303 288     12.1 10.1             10
SCHRICK 32 60 54 26 272 260 104 104 104 58 12 12         11

Notes for the 4V Desmoquattro cams

  1. ‘Std’ means all Strada models, 748S and USA 996S. 32/28 valves in ’88 – ’91 851. 33/29 valves in 748, all 851SP, ’92 851, 888, 916 and ST4. 36/30 valves in 996.
  2. ‘S4/ST4S’ have a different inlet cam with less duration, the exhaust is the same part as the Strada models. The S4R uses these cams also. 33/29 valves in S4. 36/30 valves in ST4S, S4R. The 2003 onwards motors with the adjustable pullies run the 3K/3H cams. The profile is still the same as the earlier 1L/A1.
  3. ‘996SPS’ cams were also fitted to the Euro spec ’01 996S, which has an SPS spec engine.
  4. ‘SP A/A’ are the cams fitted to the 851 Tri-colour Kit Race, 851 Corsa (?) and 851/888 SP2/3/4 models.
  5. ‘SP G/G’ are the cams that were fitted to the 888/916 Corsa bikes. The G inlet cam was fitted to the 888SP5 and 916SP models, with an A exhaust cam. The only road model the G exhaust was fitted to was the 1992 888SPS, which was an SP4 with carbon bodywork and tank and the G exhaust cam.
  6. ‘748SPS’ have the A exhaust cam, just with slightly different listed specs. The inlet has similar timing to the A inlet, but 1mm more lift.
  7. ‘CORSA 431’ is the inlet cam introduced in the factory Corsa bikes around ’96 (along with the 996 capacity?). This was superseded a couple of times before the Testastretta engine was introduced by the 450 and 458 among others. The Corsa models still used the G exhaust to the end as far as I know.
  8. The “996 Racing” cams that are (used to be?) listed in the DP catalogue are the ‘431’ inlet and ‘G’ exhaust.
  9. The Vee Two cams are listed as sets. The profiles are similar to some Ducati profiles: 601 – 748SPS inlet, G exhaust; 602 – 431 inlet, G exhaust; 604 – 996SPS inlet & exhaust; 607 – 748R inlet & exhaust.
  10. The ‘Circolo, Sportivo and Forza cams are made by Pete Smith at Epicycle. They have no set timing/centreline specification, but would come with recommendations as to where to set them.
  11. The Schrick cams are also available from MSD, an Italian company. Both list cams with identical specs for the 4V Ducati (and BMW).
TESTASTRETTA
 CAM  I O  I C  E O  E C DURATION CENTRELINE LOBE SEP OVER LAP LIFT VALVES NOTES
IN EXH IN EXH IN EXH IN EXH IN EXH
998 4 56 53 11 240 244 116 111 114 15 10.15 9.1 40 33 2D 2D 1
998S 16 60 60 18 256 258 112 111 112 34 11.71 10.13 40 33 3M 1C 2
749 15 46 53 11 241 244 105.5 111 108 26 10.1 9.1 37 30.5 3G 3G 4
749S '04 23 55 62 24 258 266 106 109 108 47 11.4 10.21 38 30.5     3, 4
REVISED 21 57 66 20 258 266 108 113 111 41 11.4 10.21         3, 4
749R 21 53 60 20 254 260 106 110 108 41 13 11.5 39.5 32     3, 4
848 20 51 60 20 251 260 105.5 110 108 40 11.6 10.7 39.5 32      
05 999R 21 53 60 20 254 260 106 110 108 41 13 11.5 42 33     5
1098 15 58 60 20 253 260 111.5 110 111 35 11.8 10.6 42 34 7M4 7M4 6
1098R 17 62 58 21 259 259 112.5 109 111 38 14 12 44.3 36.2 8R3 8R3  
1098RS                             9R1 9R1  
SF1098 15 58 60 20 253 260 111.5 110 111 35 11.8 10.6 42 34 9M1 9M1 7
1198 18 58 58 23 256 261 110 108 109 41 13 11.5 43.5 35.5 90 90 7
1198R                             9R 9R 7
MTS1200, DIAVEL 4 58 58 7 242 245 117 116 116 11 12.2 11.2 43.5 35.5 1001 1001 7

Notes for the 4V Testastretta cams

  1. 998 refers to base model 998 and 999.
  2. ‘998S’ refers to the Euro spec 998S.  The USA spec 998S has the base model 998 engine.  These cams are also fitted to the 996R, 998R, 999S (both Euro and USA) and the ’03 999R.  The ’05 and ’06 999 with the deep sump also has these cams.
  3. “REVISED” refers to the revised cam timing specs for 749S ’04 models as detailed in service information re: stalling at idle.  Simply changing the centreline settings for the cams to reduce overlap and try to build some cylinder pressure.  The real issue is lack of ignition advance, but I couldn’t do anything about that in 2004.  A few of the 749S we had stalling issues with responded well to retarding the inlets another 5 degrees to 113 centreline.  These ’04 749S cams are the longest duration of any of the Testastretta cams.  These cams also have unique rocker arms, which have a different profile to change the effective rocker ratio.  AFAIK the 749R also uses these rocker arms.
  4. The 749 and 749S share the same valve spacing, which is different to the 998/999 valve spacing.  I believe the ’05 999R may also have unique valve spacing, as does the 749R.  Therefore the cams do not swap between all models.
  5. 749R and ’05 999R use the same profiles.
  6. The 1098 was originally supplied with 7M3 cams, which we replaced with 7M4 cams due to the timing tool slots being machined incorrectly.  They are otherwise the same, and the 7M3 are fine if you check and set the timing with a degree wheel, etc.
  7. The slots in the ends of the cams changed with the 1198.  Previously, the T shaped slots had the bottom leg pointing toward the rocker cover at TDC firing of the respective cylinder.  For example, on the vertical cylinder this gives an upside down T at TDC firing.  From 1198 onward, the legs both point toward the rocker cover at horizontal TDC firing, or when you’re meant to use the tools to line them all up.  This way, the one locking tool can be used for both cylinders.  Previously the vertical cylinder legs would be pointing to half past 4 with the engine at horizontal TDC firing.  When you rotated the engine 270 degrees (counter clockwise on the timing shaft and cams) the timing shaft and cams would turn 135 degrees, or from 4:30 up to 12 o’clock.  So, before you pull the belts off, take note.

Below are some graphs showing the profiles of some of the std Ducati cams.  I put it together using info from Doug Lofgren – who has a cam doctor, lucky fellow – and Duane Mitchell – who has his own cam measuring jig.  The three charts are inlet, exhausts and combined.  You can very obviously see the greater duration and overlap the A/G cams have, making the Strada cams look positively tiny.  Even the 996SPS inlet cam looks fairly small in comparison. Also of interest is the shape of the 996SPS exhaust profile.  This is short duration, but once open has nearly as much under curve area as the much bigger exhaust cams.  There are no 748R or ST4S inlet cams on these charts.

In the combined chart, the curves on the left are exhaust – as the exhaust valve opens immediately before the inlet in the 4 stroke cycle.

For some more charts and info on the 4V Desmoquattro cam profiles, check out Doug’s cam report at:
http://www.visi.com/~moperfserv/duc_cams.htm

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