What is it with break in crazies?

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craig bush said:
To be clear - I don’t know one way or the other. I’m no expert and I’m not particularly invested in one opinion over the other. Having said that though, given that most vehicles are computer controlled now, it seems it would be awfully easy and inexpensive for all the manufacturers to program a rev limit for the first 600 miles if a break-in period was critical to engine life.
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Doesn't BMW do that?
 
The ECU tracks and stores so much data I wouldn’t be surprised that Ducati know how the bike was broken in. And if this isn’t the case, for those bold enough to not adhere to the manual for break in should upon need of warranty service tell the dealer of their cavalier break-in procedure. Put one’s money where one’s mouth is.
 
The ECU logs engine operating speed and is divided into zones, at least with the device I use that's how it's read. When looking at my log, I have no time in the highest zone, which I presume (really, just flat out guess) is above red line. I haven't done flat out highway pulls because I don't have a blacked out windscreen, but maybe it's the top of 6th.

So in theory, if you had a warranty claim within or just after break-in they could look at the log, but unless it was flat out abused, I doubt it would make much of a difference. There'd typically be other evidence, such as a clear clutch cover.
 
Heat cycles are more important than miles for engine break in. If you ride six 100 mile weekend rides you heat cycle the engine 6 times during break in. A trackday rider will average 7 heat cycles on a given day and may only put 150 miles on the bike or less. As long as you're not banging off the rev limiter that first track day you'll have the same number of heat cycles as a street ride with far less miles. I broke my V2 in at the track and just short shifted by 1500rpm or so.
 
bp_SFV4 said:
The ECU logs engine operating speed and is divided into zones, at least with the device I use that's how it's read. When looking at my log, I have no time in the highest zone, which I presume (really, just flat out guess) is above red line. I haven't done flat out highway pulls because I don't have a blacked out windscreen, but maybe it's the top of 6th.

So in theory, if you had a warranty claim within or just after break-in they could look at the log, but unless it was flat out abused, I doubt it would make much of a difference. There'd typically be other evidence, such as a clear clutch cover.
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It's always a good idea to check your log.
 
The problem is unless you know exactly how and engine is machined and assembled everything is a guess. Honing and plateau honing style, oil retention in the bore, ring material (especially top ring), piston to bore clearance, bearing clearance, crankshaft journal surface finishing condition etc etc all play a part. An engine built for almost immediate racing conditions will be built differently for an engine required to make even similar HP but be used for street duties and expected to return mileage.
 
If you get a chance, read some industry journals with the latest on how to bore and hone cylinders, there is a lot more going that most commentators care to research. If you spend 40k on a motorcycle its probably not a bad idea to RTFM and follow the general break in principles... or you could watch some random youtuber
 
Paul G said:
If you get a chance, read some industry journals with the latest on how to bore and hone cylinders, there is a lot more going that most commentators care to research. If you spend 40k on a motorcycle its probably not a bad idea to RTFM and follow the general break in principles... or you could watch some random youtuber
Click to expand...

If you have valuable info to share, link it here.
 

Mastering the Art of Cylinder Bore Honing 2020-01-2238​

Honing is a stock removal process intended to perfect bore geometry and size by removing a minimal metal layer while generating a finish pattern to provide optimum lubricant retention. The hone process produces extremely tight tolerances in straightness, roundness, size, and surface finish of cylindrical bores. The material removal is effected by abrasive stones of suitable grit and grade that are expanded against the work surface of the cylinder bore under controlled pressure while being rotated and reciprocated at the same time. Combining these motions produces a characteristic crosshatch pattern with a dedicated surface roughness profile essential for the piston/bore tribology, which in its turn affects the engine performance. Multistep honing processes that combine rough honing with peak or plateau honing are increasingly used to produce state-of-the-art surface finishes without compromising productivity. The outcome of the honing process - not only in terms of the GD&T but also the tribology of the finished component - depends on a great number of parameters including the machine type, working conditions, tools, process fluid, and most importantly the operator experience. As the piston/bore tribology is concerned, mechanochemical processes offers significant advantages over conventional mechanical processes. Thus, the mechanochemical finishing of cylinder bores using the Triboconditioning® process allows one to reduce friction mean effective pressure of the piston/bore system by 5 to 15% at the same time significantly reducing piston ring wear, blowby and oil consumption.
Click to expand...

Mastering the Art of Cylinder Bore Honing fill your boots.
 
Imagine relying on warranties…

If only the service center was a true representative of a manufacturer in terms of quality and professionalism 😞

Some are lucky to have access to that…

I only save my warranty cards for my home appliances.
 

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