I made a short video summarizing the procedure that you will find here.
I will replace the crankshaft sprocket, nose bearing, chain tensioner, rubbing block and the internal components of the oil high pressure relief valve. I will post a separate write-up showing how I do that.
I am going to replace the timing chain, crankshaft sprocket, crankshaft nose bearing, and the front main seal. I’m also going to pull the crankshaft to inspect the main bearings.
But first, I have to remove the electrical components and wiring inside the front engine cover that includes the diode board, alternator and ignition sensor, aka, the “bean can”, aka, the “electronic points”. I plan to upgrade the alternator and diode board to a 400 watt system. I also plan on opening the bean can to lube the advance mechanism and replace the Hall effect sensors.
Here is the before and after pictures.
Diode Board, Alternator, Ignition Sensor Are Inside Front Engine Cover
And, I shot a video of this work which is a bit long at 20 mins.
VIDEO: 1983 BMW R100RS Remove Diode Board, Alternator and Ignition Sensor
My goal in the video is to explain more about what the wiring under the front engine cover does and how it’s routed, as well as show how to remove all the components, so that added to the length. I’ll try to keep future videos shorter.
The inside of the bell housing as well as the shelf under the transmission showed oil leaks, so one, or all, of these are the likely culprits.
Grunge Inside the Bell Housing Suggests O-rings and/or Rear Main Seal Leaks
Oil & Grudge On The Shelf Under The Transmission
When I opened up the oil pump to take measurements and do a visual inspection, I decided that I had to replace the oil pump due to a lot of wear and tear to the rotors inside the pump. You can see how I removed and measured the oil pump here:
When I first got the bike, in debugging a low oil pressure light that came on, I discovered that the oil filter high pressure bypass valve was hanging by a thread. So, unfiltered oil was circulating, but I didn’t know for how long. Based on the condition of the oil pump and the scores I found in the rod bearings, I think unfiltered oil circulated for while. Not what I wanted, but I’m glad I took a look at the pump.
And, you can see a short video that summarizes the work here:
Due to what I found with the oil pump, I’m making a detour on the project. I’m going to pull the crankshaft to inspect the main bearings. I suspect I won’t like what I find there either, but it makes sense to take a look.
This is the last OTRA blog I plan to post. Tomorrow I should be back home again.
This morning it looked like I would get to test out how well the waterproofing of my nearly 15 year old Aerostitch riding suit is holding up. The parking lot at the hotel in Jefferson, MO, was wet as it had rained and the sky was full of low grey clouds. But the upside was cleaning bug goo off Gonzo was quickly done. I added a 1/4 Qt of oil to the motor and let a bit of air out of the front tire to compensate for the higher elevation.
After I finished breakfast and headed out to load the last pannier, the sun came out and the low clouds had moved off to the west, but they were still in front of me. Thankfully the clouds kept dissipating as I rode west so I didn’t get to test how well the stitch did in the rain after all.
US-50’s personality was very much the lumbering superslab all morning. After about a half hour I was feeling sore and not really enjoying the ride. I was getting into a “hurry up and let’s get this day over with” frame of mind. And then I looked at the Garmin GPS, and my wish was fulfilled. 🙂
Wow-I’m Really Making Time 🙂
The Garmin projected I would cover 385 miles in a bit less than four hours for an average speed of about 96 MPH. 🙂 Gonzo could go that fast, that long, but we were being legal, so this was not realistic.
This kind of mistake happens when the Garmin misses some of the satellite signals when it computes the average speed. It thinks it covered a number of miles in zero time. On another Garmin I owned, this same issue would shown my maximum speed of 135 MPH. I reloaded today’s route and it recomputed my arrival time to a more realistic 3:35 pm.
And, yes, the Garmin is working again. It turns out if I just briefly touch the ON/OFF button on the back, it goes into sleep mode, but it’s not turned off. I assumed it was off since the screen was blank. If I leave it in this state over night, it drains the battery. Then when I plug it into the cradle on the bike in the morning, or to the USB port on my laptop, it doesn’t run until the battery gets some power stored in it. The sleep state with a drained battery looks exactly like it took a permanent dirt nap.
And the annoying messages about not being in the cradle or it going to turn off in 15 seconds are no more. I finally traced that to the power plug in the cradle. I pushed down on the rubber socket as hard as I could and the terminals of the socket now stay seated on the two tiny copper terminals on the back of the GPS. Ain’t modern technology neat? 🙂
I chuckled when I saw this whimsical decoration applied to a town water tower in Missouri.
Whimsical Water Tower in Missouri
When I was about 20 miles east of Kansas City, I pulled off the US-50 superslab and picked some state highways 291, 2, 68 to the south and west of the city that intersected US-58 to get to my gas stop in Lawrence, KS. I ended up adding about 60 miles to the route by taking this loop around the metropolitan area, but it was a good trade-off as the roads were mostly two-lane, lightly trafficked and conformed to the texture of the land instead of forcing the land to conform to a flat, straight road. Making that 60 mile change reversed the degradation of my body and mind and after about 15 minutes riding the new route, my butt and shoulder stopped complaining and I was flowing with the road as it moved gracefully over the contour of the Kansas countryside. Sometimes, extending your mileage with the right kind of miles shortens the day.
I crossed into Kansas on state road 2. It rated one of the smaller “Welcome to [insert state name here]” signs I have seen.
Back Roads Get Smaller Welcome Signs
After I got gas in Lawrence, KS, I picked up US-24 and took it almost all the way to Ft. Riley before getting on I-70. On the west side of Ft. Riley, I saw a sign for a Buffalo Soldier monument and got of I-70 to see if I could find it. Along the way, I came across this house with “we’re not in Kansas anymore Toto” decorations. Those are alligators on the roof and a palm tree metal sculpture in front with various nautical paraphernalia scattered around the front yard.
Ah … I Think He Wishes He Was in Louisiana
I found the monument which was made into a city park.
Buffalo Solider Memorial Park
Gonzo Resting Near The Buffalo Soldier Statue
Buffalo Solider with Horse
Buffalo Solider with Horse
Brief History of Fort Riley
9th Cavalry Had Buffalo Soldiers
10th Cavalry Had Buffalo Soldiers
On the second day of the ride to the rally, I came across General John “Black Jack” Pershing’s home town in Laclede, MO. Now I learned where the nickname “Black Jack” came from. He was a First Lieutenant with the 10th Cavalry regiment and because of his stated respect for the black officers and troops when he taught at West Point, cadets derogatorily called him “Nigger Jack”. This got changed to “Black Jack” by the press when reporting on his exploits in the Spanish-American war when he fought with the Buffalo Soldiers of the 10th Cavalry at San Juan Hill.
The rest of the day was spent on I-70 heading west to Hays, KS. Fortunately the traffic was light, only a handful of trucks were on the road and the posted speed limit was 75 MPH; or, 80-85 MPH if you didn’t want to get run over from behind. Gonzo gets his second wind at about 4500-5000 RPM. That translates to 85-90 MPH. In this speed range, the engine gets turbine smooth, the frame settles down on the suspension, and he just wants to go faster. At this RPM in 5th gear, a slight twist of the wrist adds 5 MPH in a second. I found it hard to keep him reined in to “more or less” legal speeds.
The stock 1977 RS peak torque is at 5,500 RPM. Since Gonzo has a CFO engine, his torque peak is about 500-700 RPM lower. That means a slight twist of the wrist in this RPM range accelerates the bike quickly. This couple of hours of I-70 riding demonstrates what Hans Muth had in mind when he designed the R100RS, an Autobahn burner. 🙂
Tomorrow I return home and the trip will be over. There is clothes washing, grocery shopping and bill sorting awaiting me. But I don’t have to think about that until the day after tomorrow. 🙂