R1100s models, repair information and related

[kbasa]

The Boxer Cup version (code X393A?) also had a torque arm (at the rear suspension) that was 20 mm shorter, for quicker handling.

That was also available with the Sport Package, which included the shorter torque arm, a 5.5" rear wheel and taller shocks, if memory serves. I had a '99R11S and it was a very capable motorcycle. It was also more sensitive to tire pressure and tire wear than any other motorcycle I've ever owned.

I had my S and a VFR at the same time. The S was nice, but I still have the VFR as it approaches its 25th anniversary.

[Pauls1150]

Ha! I also had each in my garage at the same time - the S belonged to a great friend and the VFR belonged to his wife. The VFR was horribly under-sprung for me (his wife was a wee thing), but I thoroughly enjoyed them both!

[BC1100S]

Which means companies like Cylmer could make good $$$ if they play their cards right.

https://fortnine.ca/en/haynes-repair...led-twins-6281

[jammess]

Anton Lagladier (spelling?) has a really good write up on causes of spline failures on the 5 speed versus six speed transmissions. Chris Harris seems to put the blame on introduction of the hydraulic clutch. I don't think the hydraulic clutch has anything to do with spline failures. BMW simply introduced the hydraulic clutch when they replaced the 5 speed transmission with the new 6 speed trans. Had the input shaft fully engaged the clutch splines like on the 5 speed spline failures would not have increased in frequency with introduction of the 6 speed transmission with or without the hydraulic clutch. There is also a design change with the shape of the splines as well which maybe played a roll in spine failure I don't know. I think Anton is saying that without full spline engagement clutch to engine alignment issues become critical and can lead to spline failure. Full spline engagement will minimize spine failure. If, with the 6, speed trans no misalignment is present then odds are no spline failure even without full spline engagement. Hope I'm making sense here. I've long found this spline failure issue with oilheads most intriguing. Check out Anton's website.

[skibum69]

I love my '99 1100 S and my new to me R100 RS is should be showing up today. I liked the videos, a few good nuggets of info in there.

[fbt80]

For what it matters, I did order a new friction disc to have on hand, it has a 6mm longer splined collar to "increase engagement". When I have to put a new disc in I'll measure the setup and check wear.

Another Chris Harris point for unusual spline wear was a rider error. Cruising the bike in too high a gear. His thought was too high a gear without acceleration or high revs would not apply significate pressure on the disc and would /could allow the disc to wonder down the spline to create more wear at the outer part of the shaft...

[jammess]

For what it matters, I did order a new friction disc to have on hand, it has a 6mm longer splined collar to "increase engagement". When I have to put a new disc in I'll measure the setup and check wear.

Another Chris Harris point for unusual spline wear was a rider error. Cruising the bike in too high a gear. His thought was too high a gear without acceleration or high revs would not apply significate pressure on the disc and would /could allow the disc to wonder down the spline to create more wear at the outer part of the shaft...

Yes, when I had my 6 speed R1150RT I never rode in 6th gear because all my riding is on secondary roads and always avoid freeways like the plague. I live 60 miles from the closest interstate. Now with the R1100RSL with its M93 transmission I pretty much stay in 4th. Just no place to cruise at high speed which is OK with me.

Yesterday afternoon I removed the starter motor and looked at the exposed input shaft splines and it looked to be a bit less than on my departed R1150 but I can't really tell how much engagement there is without transmission removal and I'm not bored enough to bother. The splines on my '93 closely resemble the splines on the airhead Beemers and from what I remember the spline area of the input shaft is longer than on the 6 speed. I noted this when I did a spline lube when I got the bike in 2012 when the bike actually had one mile on the ODO like they all had on the ODO when new and not ridden at the time. I'm sure Anton is correct when he says the 5 speed has full spline engagement with the clutch hub.

At only about 13K original miles I'm not really concerned and if the worst should happen I'll most likely part it out anyway better yet just sell it as is. Not much riding time left for me, be 80 this year.

[jrogers]

My dealer who is a good friend of ours has always said the spline failure has been over emphasized especially on the internet and is a very small percentage. The shop only experienced a few spline failures and had many more final drive bearing and drive shaft problems. We have taken down one of our R1100S apart at 60,000 and found no noticeable wear on the spline or driveshaft but the bearing was going bad. Replaced the disc with the longer one anyway and fitted a new bearing.

[jammess]

I think your dealer is absolutely positively correct especially when it comes to the internet in so many ways. That said BMW could have done a little better when it comes to input shaft spline engagement and if they absolutely had to go with the single sided swing arm then do it better. Also, if the shim is critical in the final drive then make darn sure it is done correctly. BMW and their quality control is lacking no doubt about it. Then we have not one but two U-joints on the drive shaft, huh! BMW could have learned a few things from companies like Yamaha some years ago. Nothing like fine fine German engineering, thank heavens. lol..lol..

If I were younger and thinking of a new motorcycle I don't know what I would buy but I know one brand I would shy away from. Can you guess which one?

[BC1100S]

Just out of curiosity, I'm wondering how many times we have to beat this dead horse.

[jammess]

Just out of curiosity, I'm wondering how many times we have to beat this dead horse.

That's easy...'till it's dead. more lol..lol..

I'm done.

[PGlaves]

The short spline engagement with the 6 speed transmissions is not always fatal even though it is a goofy design. My 2003 R1150R had 189,000 miles on the original transmission and clutch when I sold it. The clutch splines were cleaned and lubed at 67,000 miles and 129,000 miles. My shop notes from that 129K work were, "clutch splines look very good." The lubricant I used at 67K was my 50-50 mix of Honda Moly 60 and a very sticky green grease. At 129K I used Guard Dog Moly Lubricants 525 moly grease. Both of these are very sticky, waterproof, thick grease with 25 to 30 percent moly by volume.

I think proper lubrication is critical and I think transmission to engine alignment is critical. So is flywheel runout critical in my opinion.

[fbt80]

Since there really is no answer that is definitive, I move to flog the weep hole controversy. weep hole.png To drill or not to drill a weep hole.

[GIARCG]

I feel your pain.

What pain?

He was whining about an issue that he never experienced. That must put him in a whole new category....

[PGlaves]

Since there really is no answer that is definitive, I move to flog the weep hole controversy. weep hole.png To drill or not to drill a weep hole.

It is easier to file a small "V" notch where the slave cylinder meets the case - if you are replacing the slave cylinder. It is hard to get a drill into the right position with the transmission in place.