Aeroflow vs Parabellum Re: BMW: ABS I problem Re: Aeroflow vs Parabellum Re: BMW: ABS I problem RE: Mikuni SQ Slides to Malcolm A. Meyn High compression pistons and 336 Re: High compression pistons and 336 Re: High compression pistons and 336 Re: High compression pistons and 336 Re: High compression pistons and 336 Re: High compression pistons and 336 Re: High compression pistons and 336 high compression BMW: k1 NLAV Re: High compression pistons and 336 Re: High compression pistons and 336 Re: High compression pistons and 336 mikuni square slides (cont) Re: mikuni square slides (cont) Squeeling Clutch R bike carburetion questions
From: Elmendor@uwyo.edu (Richard Elmendorf)
Date: Wed, 03 Apr 1996 11:05:56 -0700
Subject: Aeroflow vs Parabellum
Jonathan Huthchins asked about the Aeroflow windshield vs Parabellum for a
K100RT
Jonathan, I have the Parabellum shield on my 1985 K100RS and have been very
satisfied with it. I have not had the scratching problem mentioned by Mick
(maybe I don't wash it often enough), but it does what it is designed to do,
it has held up very well, and the service from Parabellum has been
first-rate.
Shortly after I bought it, I fell down (rocks from seal-coating) and broke
the shield (only the clear part), since I was about to leave on a trip I
was upset. I called Parabellum, they had a shield in stock, and I had it
within 2 or 3 days. I am very satisfied with dealing with them.
As far as performance is concerned, the shield also works. I can ride with
my face shield up to get some fresh air, and it stays up. Sometimes it is
too hot. Also handling is not affected by cross winds etc. Another good
thing is that when you get into a lot of bugs, those that don't hit the
shield are deflected over your head. The only problem with it is the looks
- I don't think it adds to the looks of the K bike. That, and the fact that
you can't take it off easily, are the drawbacks. The nice thing about the
Aeroflow is the ability to remove it for hot weather, sport riding, etc.
I hope this helps.
Dick Elmendorf
------------------------------
From: mick@westworld.com (Mick McKinnon)
Date: Wed, 3 Apr 1996 12:07:51 -0800
Subject: Re: BMW: ABS I problem
Tom,
I'm a little confused.......when you say below, that the "computer would
still not call up a fault." What exactly do you mean?
fellow Presidents..>ABS. I replaced the battery, but the computer would
still not call up a
>fault. The two little zeros on either side of the big zero on the meter
>never flashed. At the suggestion of the shop I ordered a new switch to
>make the light quit flashing. I doubted that this was the problem, and
>it wasn't.
>
>ABS still doesn't work. Fault light still flashes after both brakes are
>applied. The shop checked the wheel sensors and said that was not the
>problem. What's left? Am I looking at a new box?
>
The shop you reference....is it a BMW shop? When you say the fault light
still flashes after both brakes are applied, does this mean the lights do NOT
flash till us use one or both of the brakes?
Just need some clarifications......
>
Mick,Simi Valley,CA,USA,North America,Earth,Solar System,Milky Way,Universe
__________________________________________________________________
'93 K1100LT....Quick Trips! 3-Flags#76 K11LT_Mick@VNET.IBM.COM
'96 R1100RT.....Twisties! MOA#57053 RA#28302 mick@westworld.com
'83 R100RT 60th Anniv. Edition....Has been adopted by a very nice family in
Berkley
__________________________________________________________________
------------------------------
From: "Jonathan Hutchins" <jhutchins@pop.umkc.edu>
Date: Wed, 3 Apr 1996 18:53:30 -0600
Subject: Re: Aeroflow vs Parabellum
Thanks for your comments on the Parabellum. This is going on an RT,
so being able to remove it easily won't be much of an issue, it'll
replace the stock shield.
I've heard good things from the lists about Parabellum, and I did go
ahead and order this last week. I'm waiting for a call-back now to
see if they can next-day it and get it here this weekend so I have it
installed in time for a ride the 13th (they were a little behind on
production when I ordered). Nice folks for sure.
Jonathan Hutchins
University Libraries Computer Support,
University of Missouri at Kansas City
'85 K100 BMW, '81 GS850G Suzuki
Motorcycles, Computers, Guitars ...
http://cctr.umkc.edu/user/jhutchins/
------------------------------
From: "Thomas E. Haynes" <thaynes@frank.mtsu.edu>
Date: Wed, 3 Apr 1996 21:06:23 -0600 (CST)
Subject: Re: BMW: ABS I problem
On Wed, 3 Apr 1996, Mick McKinnon wrote:
> Tom,
> I'm a little confused.......when you say below, that the "computer would
> still not call up a fault." What exactly do you mean?
>
> The shop you reference....is it a BMW shop? When you say the fault
light
> still flashes after both brakes are applied, does this mean the lights do NOT
> flash till us use one or both of the brakes?
>
> Just need some clarifications......
Mick, et al.
Perhaps I didn't explain this very well.
The shop in question is a BMW shop.
They have the computer code reader, and I watched but didn't really
understand the process very well. On the reader there is a big zero and a
little zero. They are supposed to cycle through the fault codes and stop
on the one that identifies the reson for the flashing idiot light on the
dash. Mine wouldn't call up a fault.
The light on the dash still flashes a fault once both the brakes have
been applied. The sensors seem to be good on the wheels, and the mechanic
seemed to think that the brake sensors for the system were good.
Thanks for any help.
Regards... Tom
------------------------------
From: JLadd10686@aol.com
Date: Tue, 2 Apr 1996 13:32:46 -0500
Subject: RE: Mikuni SQ Slides to Malcolm A. Meyn
My bike is a '78 R100S
Balanced heads, lightend wrist pins.
everything else stock. 7000 miles on head since work.
I talked to Matt and he says the pilots are too small.
I can get the bike to run so so with the mixtures set down around 1 turn and
then turning the slide stops in to bring up the revs. Big bog at 2300 rpm
though. On stand, from idle to a quick rev up to maybe 4000 rpm - moderate
black smoke, with bogging as mentioned. needle is set to second notch down.
I am going out now and pull apart a carb and write down all gets and air
correctors. Stay tuned.
Thanks,
Jon Ladd (904) 389-5805
------------------------------
From: fridman@cpsc.ucalgary.ca (Robert Fridman)
Date: Thu, 4 Apr 1996 11:04:35 -0700
Subject: High compression pistons and 336
Since the 336 cam has increased overlap, does anyone know by how much
the static compression is reduced? I'm a bit concerned that my 8.2:1
engine will loose quite a bit of bottom end with the 336.
Furthermore, has anyone tried BMW's 10.5 (or is it 10.8) pistons with a 336? Will
such a setup with double plugged heads be able to run on low octane fuel?
RF.
- -------------------------------------------------------------------------
83 R100 (HOT ROD to be) DoD 749 Robert Fridman
84 320i fridman@cpsc.ucalgary.ca
------------------------------
From: tchilder@sybase.com (Tom Childers)
Date: Thu, 4 Apr 1996 11:10:30 -0800
Subject: Re: High compression pistons and 336
Robert Fridman asks:
>Since the 336 cam has increased overlap, does anyone know by how much
>the static compression is reduced? I'm a bit concerned that my 8.2:1
>engine will loose quite a bit of bottom end with the 336.
>
>Furthermore, has anyone tried BMW's 10.5 (or is it 10.8) pistons with a
>336? Will
>such a setup with double plugged heads be able to run on low octane fuel?
Well, I'm in the middle of doing this. My impression is that the 336 cam
will lower effective compression about 0.2-0.4. Folks tell me that there
is a noticable loss of torque at the bottom end.
I'm pushing my compression from 9.5 stock to 9.8 by milling the heads, and
adding dual plugs. You could simply push your compression to 8.5 or 9.0,
and probably run just fine without dual plugs.
If your bike has the thick cylinder base gasket, this may be as easy as
switching to a thin base gasket.
- -tdc
------------------------------
From: prose@ccmpo-b.draper.com
Date: Thu, 04 Apr 1996 14:19:00 EST
Subject: Re: High compression pistons and 336
Text item: Body.822
Robert,
I think 9.5:1 is the highest compression OEM piston
available for your machine.
Cheers, Phactory Phil aka Phil Rose prose@draper.com
______________________________ Reply Separator _________________________________
Furthermore, has anyone tried BMW's 10.5 (or is it 10.8) pistons with a 336?
Will
such a setup with double plugged heads be able to run on low octane fuel?
RF.
- -------------------------------------------------------------------------
83 R100 (HOT ROD to be) DoD 749 Robert Fridman
84 320i fridman@cpsc.ucalgary.ca
Text item: Header.822
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Subject: High compression pistons and 336
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------------------------------
From: fridman@cpsc.ucalgary.ca (Robert Fridman)
Date: Thu, 4 Apr 1996 13:47:56 -0700
Subject: Re: High compression pistons and 336
> Text item: Body.822
> Robert,
>
> I think 9.5:1 is the highest compression OEM piston
> available for your machine.
>
> Cheers, Phactory Phil aka Phil Rose prose@draper.com
>
Capital cycle lists 10.5 pistons for the Nickasil 1000cc models. Are
you say these are not OEM?
RF.
- -------------------------------------------------------------------------
83 R100 DoD 749 Robert Fridman
84 320i fridman@cpsc.ucalgary.ca
------------------------------
From: fridman@cpsc.ucalgary.ca (Robert Fridman)
Date: Thu, 4 Apr 1996 13:52:57 -0700
Subject: Re: High compression pistons and 336
> Robert Fridman asks:
> >Since the 336 cam has increased overlap, does anyone know by how much
> >the static compression is reduced? I'm a bit concerned that my 8.2:1
> >engine will loose quite a bit of bottom end with the 336.
> >
> >Furthermore, has anyone tried BMW's 10.5 (or is it 10.8) pistons with a
> >336? Will
> >such a setup with double plugged heads be able to run on low octane fuel?
>
> Well, I'm in the middle of doing this. My impression is that the 336 cam
> will lower effective compression about 0.2-0.4. Folks tell me that there
> is a noticable loss of torque at the bottom end.
Were measurment made or is this a guestimate?
> I'm pushing my compression from 9.5 stock to 9.8 by milling the heads, and
> adding dual plugs. You could simply push your compression to 8.5 or 9.0,
> and probably run just fine without dual plugs.
>
> If your bike has the thick cylinder base gasket, this may be as easy as
> switching to a thin base gasket.
> -tdc
No base gasket. But I could use a thiner (.020") copper head gasket.
Thanks for the info Tom.
RF.
- -------------------------------------------------------------------------
83 R100 DoD 749 Robert Fridman
84 320i fridman@cpsc.ucalgary.ca
------------------------------
From: Harvey Loucks <hloucks@hpsidle.sid.hp.com>
Date: Thu, 4 Apr 96 13:42:19 PST
Subject: Re: High compression pistons and 336
Robert Fridman wrote:
> Since the 336 cam has increased overlap, does anyone know by how much
> the static compression is reduced? I'm a bit concerned that my 8.2:1
> engine will loose quite a bit of bottom end with the 336.
>
> Furthermore, has anyone tried BMW's 10.5 (or is it 10.8) pistons with a 336? Will
> such a setup with double plugged heads be able to run on low octane fuel?
>
>
I have had experience with two bikes fitted with the factory 336RS cam and
dual plugs. The first was '74 based R90S with 1000cc conversion, 8.2 to 1
compression, dual plugs, and Luftmeister turbocharger. No pinging under any
conditions with premium gas, some with regular when lugging at around 2000
rpm. The second bike was a '77RS with 9.5 to 1 compression, dual plugs and
336 cam. No pinging on 89 octane under any conditions until it started to
carbon up at around 20k after installing the cam. The guides were loose
and after replacing them and decarbonizing the heads, the bike ran great
again without pinging on regular.
I don't recommend the turbo for any of the airheads, BTW. Too much turbo
lag, too many mods to the rest of the drivetrain required, and even then
the frame is too flimsy for the torque produced by the turbo. I wasted a
lot of time and $$ on that project without much reward.
Keep 'em upright,
Harvey Loucks
------------------------------
From: tchilder@sybase.com (Tom Childers)
Date: Thu, 4 Apr 1996 13:36:23 -0800
Subject: Re: High compression pistons and 336
At 13:52 4/4/96, Robert Fridman wrote:
>> Robert Fridman asks:
>> >Since the 336 cam has increased overlap, does anyone know by how much
>> >the static compression is reduced? I'm a bit concerned that my 8.2:1
>> >engine will loose quite a bit of bottom end with the 336.
>> >
>> >Furthermore, has anyone tried BMW's 10.5 (or is it 10.8) pistons with a
>> >336? Will
>> >such a setup with double plugged heads be able to run on low octane fuel?
>>
>> Well, I'm in the middle of doing this. My impression is that the 336 cam
>> will lower effective compression about 0.2-0.4. Folks tell me that there
>> is a noticable loss of torque at the bottom end.
>
>Were measurment made or is this a guestimate?
This is definitely a guesstimate!!! YCMV :-)
- -tdc
------------------------------
From: robert frasier <o9790174@wsunix.wsu.edu>
Date: Thu, 4 Apr 1996 13:45:12 -0800 (PST)
Subject: high compression
Of course, you could just get rid of all of the cylinder/head gaskets all
together. e-beam weld the heads to the barrels, and have mega
compression. And no chance of blown head gaskets or pulled cylinder studs!
Offenhouser had one piec cylinder/heads in the 1930's, so it aint new tech.
Bob F.
------------------------------
From: steveb@falcon.kla.com (Steven Buchholz)
Date: Thu, 4 Apr 1996 12:49:50 -0800
Subject: BMW: k1 NLAV
Well, it's taken almost 20 years of street riding, but last night I had my
first physical interaction with a cage while on a motorcycle. :( My lovely
blue 1992 k1 is No Longer A Virgin. As such interactions go I must admit
that I consider myself to be quite lucky that it was a low speed collision
where I was rear ended. I was physically unaffected, and it appears that
most of the damage to the bike is cosmetic. (in this case I'me pretty sure
that the fairing was responsible for the lack of injuries in this case).
I do have a couple of related tech questions:
1 - The rear wheel appears to have received the brunt of the impact. It
appears that there is a slight tweak in the bead of the rim. I can
tell that the wheel is out of balance, but it isn't really noticible
when riding. BMW's policy is to replace the wheel, which is fine
with me! My question is, is there any other portion of the drive
train that I should have scrutinized? Are there any tests that I
could do? Are there any mechanisms that might appear to be OK, but
develop long term problems?
2 - This may not be true "tech" but I'm wondering what options I have
for having the work done. Are the body panels available with the
appliques already apliqued? Is there a source for BMW parts at lower
than retail prices? ... just trying to reduce my loss by having to
pay the deductable ...
Thanks for any info/advice!
Steve Buchholz
s_buchho@kla.com
'92 k1 (K1DRBAR)
------------------------------
From: Harvey Loucks <hloucks@hpsidle.sid.hp.com>
Date: Thu, 4 Apr 96 13:56:53 PST
Subject: Re: High compression pistons and 336
> Text item: Body.822
> Robert,
>
> I think 9.5:1 is the highest compression OEM piston
> available for your machine.
>
> Cheers, Phactory Phil aka Phil Rose prose@draper.com
>
>
> ______________________________ Reply Separator _________________________________
>
> Furthermore, has anyone tried BMW's 10.5 (or is it 10.8) pistons with a 336?
> Will
> such a setup with double plugged heads be able to run on low octane fuel?
>
Guys:
I have been buying piston sets from Venolia for around $260 per set including
rings & pins. Just put a set of 1050 pistons into a R80G/S and the cost
was $289 plus shipping & tax. They have different compression rations
available above 9.5 to 1 also. Call Bob @ Venolia 213-636-9329.
Harvey Loucks
------------------------------
From: fridman@cpsc.ucalgary.ca (Robert Fridman)
Date: Thu, 4 Apr 1996 16:08:25 -0700
Subject: Re: High compression pistons and 336
> I have had experience with two bikes fitted with the factory 336RS cam and
> dual plugs. The first was '74 based R90S with 1000cc conversion, 8.2 to 1
> compression, dual plugs, and Luftmeister turbocharger. No pinging under any
> conditions with premium gas, some with regular when lugging at around 2000
> rpm. The second bike was a '77RS with 9.5 to 1 compression, dual plugs and
> 336 cam. No pinging on 89 octane under any conditions until it started to
> carbon up at around 20k after installing the cam. The guides were loose
> and after replacing them and decarbonizing the heads, the bike ran great
> again without pinging on regular.
A mormal 77RS with dual plugs will run happily on cheap gas. I need
more info about high compression setups like over 9.5:1 or even above 10.5:1.
> I don't recommend the turbo for any of the airheads, BTW. Too much turbo
> lag, too many mods to the rest of the drivetrain required, and even then
> the frame is too flimsy for the torque produced by the turbo. I wasted a
> lot of time and $$ on that project without much reward.
That is what I keep hearing.
RF.
- -------------------------------------------------------------------------
83 R100 DoD 749 Robert Fridman
84 320i fridman@cpsc.ucalgary.ca
------------------------------
From: fridman@cpsc.ucalgary.ca (Robert Fridman)
Date: Thu, 4 Apr 1996 16:09:18 -0700
Subject: Re: High compression pistons and 336
> >> Well, I'm in the middle of doing this. My impression is that the 336 cam
> >> will lower effective compression about 0.2-0.4. Folks tell me that there
> >> is a noticable loss of torque at the bottom end.
> >
> >Were measurment made or is this a guestimate?
>
> This is definitely a guesstimate!!! YCMV :-)
> -tdc
When you finish yours, please post the static compression numbers.
RF.
------------------------------
From: JLadd10686@aol.com
Date: Thu, 4 Apr 1996 22:07:45 -0500
Subject: mikuni square slides (cont)
More carb news:
I called Kurt Mund at CC Products and gave him a list of jets, needles, and
slide sizes I have. He is going to send me their set-up. What a guy. I have
been real happy with Kurt in the past and should have bought the carbs from
him in the first place.
When I called Matt Capri at Luftmeister (where I bought the carbs) back he
just wanted to send me larger pilots and then go from there. I don't think he
even opened the carbs up. He buys them from Sudco and ships em out. I
question Luftmeister's dealings more each day. I guess there new bag is
Triumphs. You'd think that after all the years they've been doin this they
would know what works on a stock setup.
I will post all the jetting sizes Kurt sends me.
Jon Ladd
------------------------------
From: dstephens@usa.pipeline.com (dstephens)
Date: Fri, 5 Apr 1996 11:43:42 GMT
Subject: Re: mikuni square slides (cont)
Jon.........would you e-mail CC Products number. Thanks
Dan Stephens
74R90/6
88R100GS
------------------------------
From: nimi@d2.com (Nathan Ives)
Date: Mon, 8 Apr 1996 08:08:05 -0800
Subject: Squeeling Clutch
Howdy,
I recently had the flywheel in my R90/6 balanced to cure an
annoying vibration. While it fixed the vibration, I now have a clutch
problem (if it is not one thing it is another). When riding at low speed,
or (particularly) when the bike is in neutral the clutch lets out a high
pitched whine. If I pull the clutch in slightly, the whine goes away.
When I put the clutch back together, I lubed all of the appropriat spots
with the BMW grease. Any ideas? Thanks in advance.
Nathan Ives
******************************************************************************
"....as long as people know when the bus is leaving and where it is going."
-Bret Goldhorn
****************************************************************************
**
------------------------------
From: Scott_H._Baxter@notes.up.com (Scott H. Baxter)
Date: Mon, 08 Apr 1996 13:29:58 -0500
Subject: R bike carburetion questions
I have an '81 R100 with Luftmeister straight through exhausts (way too loud),
otherwise stock. Just had a top end job with new rings. I'm getting a
complex over my carburetion, though. Here's why.
I bought new Bosch plugs, gapped and installed them, then rode 20 miles at
42-4500 RPM. I stopped by hitting the kill switch, pulling the clutch, etc.
and pulled the plugs. They were white as a sheet. No speckles, just white.
Took the plugs to my BMW shop and the service manager said they looked perfect.
The bike pops a lot on deceleration, particularly when I am turning ~ 4000+
rpm and cut the throttle.
I still have a dry, black shiny stripe on the porcelain insulator facing the
intake valve (I think it may be a result of crankcase vent oil) -- time for
a new vent valve.
I'm really afraid that I'm running lean as hell. I've mostly ridden British
bikes, and always tuned them for the light tan porcelain insulator color. The
principles of internal combustion should be much the same as they were 20
years ago. If the prior statement is true, why is the BMW service manager
telling me that a white plug is a good plug, and why does he not seem to be
concerned with the exhaust popping? His shop sold me the bike, and he has had
the bike apart and should know all about it.
Before I lose all confidence in my shop, buy jets, carb stix, colortune plug,
two full rebuild kits and do it myself I would like to hear from others. If
white is right I'll try to live with it and leave well enough alone. I sure
could do with getting rid of the popping, though.
BTW, does anybody have any objective data on what a K&N filter will do for/to
an airhead, assuming optimal maintenance?
------------------------------
End of bmw-tech-digest V1 #9
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