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Hearty welcome among Ducati fans! Please accept our best compliments for choosing a Ducati motorcycle. We think you will ride your Ducati motorcycle for long journeys as well as short daily trips. Ducati Motor Holding S.p.A. wishes you smooth and enjoyable riding. We are steadily doing our best to improve our “Technical Assistance” service. For this reason, we recommend you to strictly follow the indications given in this manual, especially for motorcycle running-in. In this way, your Ducati motorbike will surely give you unforgettable emotions. For any servicing or suggestions you might need, please contact our authorised service centres. Note Ducati Motor Holding S.p.A. declines any liability whatsoever for any mistakes incurred in drawing up this manual. The information contained herein is valid at the time of going to print. Ducati Motor Holding S.p.A. reserves the right to make any changes required by the future development of the above-mentioned products. E Enjoy your ride! For your safety, as well as to preserve the warranty, reliability and worth of your motorcycle, use original Ducati spare parts only. Warning This manual forms an integral part of the motorcycle and - if the motorcycle is resold - must always be handed over to the new owner. 3 Table of contents RH switch 43 Throttle twistgrip 43 Front brake lever 44 Rear brake pedal 45 Gear change pedal 45 Setting the gear change and rear brake pedals 46 Main components and devices 48 E General 6 Warranty 6 Symbols 6 Useful information for safe riding 7 Carrying the maximum load allowed 8 Identification data 10 Controls 11 Position of motorcycle controls 11 Instrument panel 12 LCD unit functions 14 LCD – Parameter setting/display 16 The immobilizer system 35 Code Card 36 Immobilizer override procedure 37 Duplicate keys 39 Key-operated ignition switch and steering lock 40 LH switch 41 Clutch lever 42 4 Position on the vehicle 48 Fuel tank plug 49 Opening the seat 50 Opening the glove compartment door 51 Side stand 52 Front fork adjusters 53 Rear shock absorber adjusters 55 Rear-view mirror adjustment 56 Changing motorcycle track alignment (1100S) 57 Directions for use 59 Running-in recommendations 59 Pre-ride checks 61 Starting the engine 62 Moving off 64 Braking 64 Stopping the motorcycle 65 Parking 65 Refuelling 66 Tool kit and accessories 67 Main maintenance operations 68 Top-ups 95 Engine 96 Timing system 96 Performance data 97 Spark plugs 97 Fuel system 97 Exhaust system 97 Transmission 98 Brakes 99 Frame 100 Wheels 100 Tyres 100 Suspensions 101 Available colours 101 Electric system 102 Removing the fairing 68 Checking brake and clutch fluid level 70 Checking brake pads for wear 72 Lubricating joints 73 Adjusting throttle control free play 74 Charging the battery 75 Checking drive chain tension 76 Chain lubrication 77 Replacing the headlight bulbs 78 Replacing the rear turn indicator bulbs 80 Replacing the number plate light bulbs 81 Beam setting 82 Tubeless tyres 84 Checking engine oil level 86 Cleaning and replacing the spark plugs 87 Cleaning the motorcycle 88 Storing the bike away 89 Important notes 89 For United States of America version only 107 Maintenance 90 Routine maintenance record 116 E Scheduled maintenance chart: operations to be performed by the dealer 90 Scheduled maintenance chart: operations to be performed by the customer 93 Technical data 94 Overall dimensions (mm) 94 Weights 94
This procedure applies to all Testastretta engines. Ducati motorcycles are beautiful expressions of form and function. Adhering to the maintenance intervals is important to ensure optimum performance. There is an urban legend that Ducati valve adjustment is mysterious and difficult. This guide will dispel that myth and help you understand the ease with which valve clearance measurement and adjustment can be accomplished. There are several methods for taking the measurements of the shims. In much of the written information and on the web forums the terms “Loaded” and “Unloaded” are frequently used. These terms evolved from working on 2-Valve and earlier Desmoquattro (4 Valve) valve trains where access was limited due to the cylinder head design. These methods will give valid results for the Testastretta engines, but are not required. Ducati has made measuring these clearances very easy. If this is your first time measuring and adjusting the desmodromic engines, take your time and enjoy working on your bike. Getting to the cylinder heads is the first step in the process. DISASSEMBLY Secure the bike to a stand or a lift. Take pictures of everything, especially electrical connections and routing of leads, hoses, etc. to aid in reassembly. Use a paint pen or other marking device to make alignment marks (i.e.-oil pressure sensor connection) for reassembly purposes. Remove the side fairings Disconnect the battery (the battery negative terminal is the first removed and the last installed) Remove enough interference to gain access to the cylinder heads. This may include the fuel tank/seat cowling assembly, the air-box, and radiator. Get a picture of cooling fan connections (both sides). Place a catch pan underneath the radiator hoses to catch the fluid during removal Remove coil Remove the spark plugs Remove the rocker cover Remove the timing belt covers: Undo the bolts securing the vertical timing belt cover and remove it from the vertical cylinder assembly. Some finesse may be required as this is a tight fit in the frame. Undo the bolts securing the timing belt cover and remove it from the horizontal cylinder unit. Remove the spark plugs. This is important: the engine will not rotate with the spark plugs installed. The engine will have to be rotated during valve adjustment/belt replacement and is made easier with the removal of the spark plugs.
Ducati ’03 ST4s Timing Belt Adjustment This instruction on cam belt adjustment starts after you remove the fairing pieces. Plan on an hour to remove these. Since you are performing your own service, buying Ducati belts may not be that expensive. There may be another belt source, but I have not confirmed this for the 996 engine of the 02-03 ST4s. Fig 1 – ST4s ready for belt adj./ repl. Fig 2 – Crank tool installed. See dwg. 1) Ensure maximum of ½ tank of gas. Fuel will leak into the charcoal canister, then onto the floor if the tank is over half full and the tank is tilted up on its hinge. So put the tank up on its hinge. 2) Remove spark plugs. Cover sparkplug wells with boots or rags. This is a great time to toss out those Champions for a set of NGK DCPR8E’s. 3) Remove the front shield from the horizontal cylinder head. 4) Remove crankshaft cover on Riders LH side and insert crank tool. A crank tool can be made by following the drawing at the end of this document. See Fig 2 above. The flat head screws used are kind of soft so beware on their removal. 5) Remove oil pressure sending unit cable and remove oil sending unit. No oil should pour out. 6) Remove battery and remove bolts fastening battery box to engine/frame. You can let the battery box dangle or partially support it via a bungee cord. Be careful of the cable on the ground of the ECU. By dangling the battery box excess stress could be placed on this cables connector and you don’t want to troubleshoot an intermittent electrical issue. 7) Remove cam belt covers. The two covers over the cams are real easy. The center piece is removed by pulling it down. You may have to move some hoses and cables out Timing belt adj.doc 1 of the way because it is a tight fit. Removing the oil pressure sending unit gave clearance for the removal. Fig 1 shows bike ready to be worked on. On the Rider’s LH is a window on the case cover. Using a flashlight to illuminate the area, marks can be rotated into view using the engine turning tool. There are two marks denoting the TDC of each of the cylinders. When a mark in the window aligns with the pointer, look at the crank driving pulley on the Rider’s RH of the engine. If the driving pulley’s mark is aligned with the pointer on the engine case, you are at TDC horizontal cylinder. If the pulley mark and the pointer on the engine do not align, rotate the engine until the mark in the window on the Rider’s LH side case cover aligns as well as the pulley’s mark and the engine’s pointer. Fig 3 shows the engine pulley and pointer. You can check that the horizontal piston is at TDC by inserting a welding rod into the spark plug well and touch the top of the piston with it to sense its position.
Summary Objective: The purpose of this study was to investigate the changes in the humoral and cellular immunity of patients with chronic tonsillitis before and 1 month after tonsillectomy. Patients and methods: 37 patients scheduled for tonsillectomy were enrolled in this study. The levels of CD3+ , CD4+ , CD8+ , CD19+ , CD25+ and CD16+ +56+ were measured for cellular immunity, and levels of IgG, IgA, IgM, C3 and C4 were measured for humoral immunity in blood samples taken from these patients before and 1 month after the operation. Results: The levels of CD3+ , CD8+ and CD19+ were reduced in post-operative period as compared to pre-operative period but this was not statistically signiﬁcant (P > 0.05). However it was found that the level of CD4+ was signiﬁcantly increased while the level of CD25+ was reduced (P < 0.05) in the post-operative period. There were statistically signiﬁcant differences between pre- and post-operative levels of immunoglobulins, C3 and C4, which were decreased after tonsillectomy (P < 0.05), but these levels were comparable with those of the control group. Conclusion: The results from the present study indicate that humoral and cellular immunity of patients undergoing tonsillectomy were decreased in the early period and came to normal later. The cellular and humoral immune responses are stimulated in patients with tonsillitis, and tonsillectomy removes this stimulus without negatively affecting the patient’s immune functions. © 2003 Elsevier Ireland Ltd. All rights reserved.
History and Pathophysiology Acute infectious mononucleosis (IM) is a common illness that presents to urgent care facilities. The presenting symptoms of acute IM can range from the obvious, such as persistent exudative tonsillitis and marked cervical lymphadenopathy, to the more vague symptoms of fatigue and malaise. Although most cases of acute IM are either subclinical or require only supportive care, some cases can have severe and life-threatening complications. Arrival at the correct diagnosis can be complicated by the timing of the patient’s presentation, since the sensitivities and specificities of the various laboratory and diagnostic tests change as the illness evolves. Even those patients without any complications can have prolonged symptoms and difficulty returning to school, work, or physical activities. Infectious mononucleosis was first described in the 19th century as Drüsenfieber, or “glandular fever,” owing to its clinical presentation of fever with lymphadenopathy and splenomegaly. Later, in the 1920s it was found to be associated with a “mononuclear leukocytosis” by Sprunt and Evans. However, it was not until the 1960s that the link between infectious mononucleosis (IM) and Epstein-Barr virus (EBV), a human herpes type 4 virus, was established.1,2
TCDS No.: IM.A.205 Issue 02 Boeing 757 Page 4 of 19 30 April 2012 SECTION 1: 757-200 I. General 1. Type/ Model/ Variant 757-200 2. Performance Class A 3. Certifying Authority Federal Aviation Administration (FAA) Seattle Aircraft Certification Office 1601 Lind Avenue S.W. Seattle, Washington 98055-4056 United States of America 4. Manufacturer The Boeing Company P.O. Box 3707 Seattle, Washington 98124-2207 United States of America 5. FAA Certification Application Date 28 February 1978 6. EASA Validation Application Date In accordance with Regulation (EC) 1702/2003 7. FAA Type Certification Date 21 December 1982 8. EASA Type Validation Date 03 February 1984 II. Certification Basis 1. Reference Date for determining the applicable requirements In accordance with Regulation (EC) 1702/2003 2. FAA Type Certification Data Sheet No. Refer to FAA TCDS A2NM 3. FAA Certification Basis Refer to FAA TCDS A2NM 4. EASA Airworthiness Requirements In accordance with Regulation (EC) 1702/2003. FAA Certification Basis Refer to FAA TCDS A2NM 5. Special Conditions H-01 Enhanced Airworthiness Programme for Aeroplane Systems - ICA on EWIS Adopted FAA Special Conditions see FAA TCDS A2NM ...
Review of management and administration in the United Nations World Tourism Organization (UNWTO) JIU/REP/2009/1 This “Review of management and administration in the United Nations World Tourism Organization (UNWTO)” is one of a series of reviews of management and administration of participating organizations undertaken by the Joint Inspection Unit (JIU). The objective of the review is to identify areas for the improvement in the management and administration practices in UNWTO. Its focus is on structure and governance, strategic planning and budgeting, human resources management, central support services, oversight and cooperation with other United Nations entities and private sector entities. Recommendations 2, 6, 9, 10, 12, 13, 15-18, 20, 21 and 24 are addressed to the Secretary-General for his action. Recommendations for consideration by the UNWTO General Assembly and Executive Council are listed below. As UNWTO joined the United Nations system in 2003, the Organization is still in the process of harmonizing its rules and procedures to comply with those of the United Nations. While undertaking this review, the Inspector is of the view that future requests for admittance in the United Nations system should be subject to, inter-alia, an external and independent qualification process. Hence, recommendation 25 is directed to the SecretaryGeneral of the United Nations. Recommendations for consideration by legislative bodies Recommendation 1 The practice of appointing the Executive Director of Affiliate Members by a single Member State should be discontinued. The position may be financed from extrabudgetary sources, but the selection process has to be done according to an open, competitive and transparent recruitment process. Recommendation 3 The Executive Council may wish to revisit its practice of holding its meetings outside Headquarters, in the light of the potential associated benefits and drawbacks. Recommendation 4 The UNWTO General Assembly may wish to revisit its practice of holding its meetings outside Headquarters in the light of the potential associated benefits and drawbacks, and establish, as part of the Statutes of the Organization, an article regulating the conditions for exceptions. Recommendation 5 The UNWTO General Assembly may wish to revisit its current decision-making process at all legislative levels to ensure that sufficient dialogue and negotiations among the parties take place, in order to reach clear decisions as a prerequisite to properly guide, direct and oversee the operations of the Organization, thus releasing the secretariat from the responsibility to provide the basis for its decisions.
moog R-SERIES™ control arms for value-driven repairs Total undercar solutions When it comes to undercar solutions, MOOG® offers the complete steering and suspension package. MOOG provides advanced engineering, problemsolving innovation, industry-leading technical expertise, superior products and the broadest range of foreign and domestic coverage that today’s technicians need. That is why MOOG is the choice of professional technicians and top NASCAR® Crew Chiefs. Upper Strut Mount Upper Control Arm Coil Spring Control Arm Bushing Upper Ball Joint For the cost-conscious consumer, the new R-Series™ line of control arms is the right choice. With a broad range of applications, and with the quality construction and design you expect from MOOG, R-Series provides technicians the perfect solution for the value-driven repair. INDUSTRY EXPERTISE Technical Training & Support Today’s vehicle technologies create new challenges for technicians. That’s why Federal-Mogul offers an array of industry-leading training and support options: • Technical Education Center • ASE-certified call center • In-market seminars • Live webinars • 24/7 parts lookup • Technical web-based library It’s superior training and support you only get with MOOG. ww PR B w.m OB oo Ba LE to ll joi M: inf nt eri fai gp ro w Ball em w w so lv er U LL ET Years 19971999- 2003 1990- 2003 1995- 2002 1996- 1998 1999 disin Pla tegr stic ated bea uPP ring er R O B .m LE : 21 10 02 ll fa join t il ure Ac ys Hon ura se da CL LU y, Ac MO TI Isuz co & TL Lo OG ON we ® K9 : u Oard , r Ba 64 To ensu & ll Jo3 Fro catas re sis parts troph depe int nt whic like ic ndab failur MOO stren h le Od SO oo M IN Ba .com featu G.® e, it is operation • The gth MOO impo and re a quali and powdMOO endu ty G chasrtant grea force ered G all-m rance forge sis to insta tly • To d hous parts s and -met etal . ll redu Fr redu al “gus desig matebette ing inclu quali ce the and de ty, the rial r hand cing her” n even go ont Probname risk of a meta • Prec mate for its le high stres bear ly Intru ing su lem bran ing trans l-on- Solve d • Supe ise rial andhous loadss. cau sion and fers ov sp chas Ow heatmeta sed of can ings. , MOO into vehic r ball sis rior er en l desig nois rust con ners the pullo treating test Larg joints le G Make bu sio well er, less spec hous loads ing tam n for spe e inanof the
2013 Jetta Sportwagen Technical Specifications Jetta Sportwagen 2.5 Jetta Sportwagen TDI Type 2.5L inline five cylinder, 20V, MPFI Bore Stroke Displacement Compression Ratio Horsepower (SAE) @ rpm Maximum torque, lb-ft @ rpm Fuel Requirement 3.25 in 3.65 in 151 cu in 9.5:1 170 hp @ 5700 177 lb-ft @ 4250 Regular unleaded 2.0L inline four cylinder, 16V, turbocharged/intercooled, DI 3.19 in 81.0 mm 3.76 in 95.5 mm 120 cu in 1968 cc 16.5:1 140 hp @ 4000 (103 kW @ 4000) 236 lb-ft @ 1750 (320 Nm @ 1750) Diesel ENGINE 82.5 mm 92.5 mm 2480 cc (125 kW @5700) (240 Nm @ 4250) ENGINE DESIGN Arrangement Cylinder block Crankshaft Cylinder head Valvetrain Front mounted, transverse Cast iron Cast iron, six main bearings Aluminum alloy, crossflow Double overhead camshaft, chain driven with automatic tensioner, four valves per cylinder, maintenance-free hydraulic lifters, variable intake timing Front mounted, transverse Cast iron Forged steel, five main bearings Aluminum alloy, crossflow Double overhead camshaft, spur belt driven, four valves per cylinder, maintenance-free hydraulic lifters Front-wheel drive Manual Front-wheel drive Manual NFP 1st 3.77 2nd 1.96 3rd 1.26 4th 0.87 5th 0.86 6th 0.72 Reverse 4.55 Final I 3.45 Final II 2.76 Automatic NJK 3.46 2.05 1.30 0.90 0.91 0.76 3.99 4.12 3.04 14.5 gal 55 L DRIVETRAIN Driven wheels Transmission Code: (may vary) Transmission Gear Ratios: 1st 2nd 3rd 4th 5th 6th Reverse Final 3.78 2.12 1.27 0.87 0.66 -3.60 3.39 Automatic 4.04 2.37 1.56 1.16 0.85 0.67 3.19 3.87 CAPACITIES Fuel Tank 14.5 gal 55 L STEERING Type Turns (lock to lock) Turning Circle (curb to curb) Ratio