Full Cafe Racer Kit For those looking for a complete package.It includes all cosmetic parts comprising short mudguard, pre-trimmed, Ducati type fairing, spider web brackets, pre-trimmed clear screen, screen stainless fastener kit, FlatRacer alloy Monza fuel tank cap, tail section, 70mm BMW logo, pre-fitted upholstered base complete with an alloy trim plus all the necessary stainless fasteners. Plus, it also includes the pre-fitted tail light/alloy plate holder, Tarozzi race clip ons, FlatRacer rear sets, the tubular steel fork brace kit with a short GRP mudguard, a short s/s rear mudguard and short reverse cone Megaton exhaust silencers. BMW K Aero cap FlatRacer BMW /6 & /7 top yoke kit Comprising of our new billet alloy triple clamp, stainless steel/bronze fork pre-load adjusters complete with black nylon spacers plus our ever so popular stainless steel top steering nut and 16mm enamel BMW badge.This kit represents outstanding value for money, with a significant saving over its individually sold items FlatRacer BMW short sub-frame kit FlatRacer BMW short sub-frame kit featuring our own short seat that locks and hinges as per the original.

BMW geometries respected and maintained.Shortly available for sale Our newly designed FlatRacer BMW 70-84 ignition coil kit replaces the often tired and failing dual 6v original Bosch/BMW ignition coils and HT leads/spark plug caps fitted on the BMW /5, /6 and /7 Series made between 1970 and 1984.Our kit includes an uprated dual output 12v igntion coil, HT leads and resistor spark plug caps. It also features our own stainless steel bracket and short wiring plus the required stainless steel fasteners for a straight and easy swap and fit. Similar kit also available for the BMW Monolever and R45/65. BMW R2v stainless steel seat hinges Very accurate replica of the original hinges but surdier and rust proof, made of stainless steel (304/A2 grade).Fits all /5, /6 and /7 Series (69-84) You are viewing the text version of this site. To view the full version please install the Adobe Flash Player and ensure your web browser has JavaScript enabled. check the requirements page. You need Flash to use this feature

What's causing battery drain? Q. I have all sorts of electrical problems with my bike. When the lights are on the battery seems to lose charge even when the engine is running.You don't say what happens with the lights off. If it's fine with the lights off, and if the headlight bulb is standard then the trouble is probably down to the contacts within the light switch that increase the charge to the battery when the lights are on.Sometimes they give up completely. You can bypass them if you want, but as the generator will then be on full output permanently you'll have to check the battery fluid level more often. To check the battery is charging put your multimeter, on a range suitable for reading 10 to 20 volts dc, across the battery.Note the reading at 1500rpm. Switch the lights on. Note the reading (1500rpm). Provided the readings at 1500rpm are at least as high as the reading with the ignition off, then the alternator and rectifier are working adequately well. There could also be some sort of defect with the pulser (also called the trigger or sender) coils.

These can fail as they heat up, then work again once they've cooled. I presume you have a wiring diagram? There is a possibility that there is a fault in the wiring harness. Wire the bike up with some new wire using the barest essential system for the ignition circuit. Don't go through the ignition switch or any of the cutout switches, but do make sure that you have a method of stopping the engine such as a terminal that can be pulled apart or off.Wu Tang Clan T Shirt 4xl If the bike now behaves itself, you can then go through the wiring harness adding switches and parts of the loom until the problem reappears. Clawfoot Tubs For Sale New OrleansBy a process of elimination you can find the fault.Airbrush T Shirts Irving Mall

The average cost to replace a broken headlight assembly isThe K1600GT/GTL headlight asembly is over $1000 - not Protect your expensive headlight assembly with an AeroFlow HeadLight CoverMolded to fit the contours of your headlight and manufactured with the same high quality plastic used in our windscreens, the clear HLC virtually Dual-Lok to provide a cushion for impact and a strong secure hold.  Don't get left in the dark - get your HLC Models listed together utilizes theI could have seen the problem if I had looked closely.Shortly after buying my R100RS, I noticed that there was an oil weep around the cylinder head gasket on both pots. Taking the bike back to the dealer I was advised that a boxer BMW was only really considered run in at about 10,000 to 15,000 miles. This was a real surprise to me as all the bikes I had owned up to that point were usually in need of an engine rebuild at around those sorts of distances. The dealer changed the cylinder head gaskets FOC for me and I have to say that I was less greedy with the throttle until the bike had done 10,000 miles.

The engine was noticeably sweeter after about 10,000 miles than it had been when I had bought the bike. I rode about 12,000 'purely pleasure' miles per year in the time I owned the BMW. I soon became aware that the bike was capable of a lot more than I was asking of it, and that it was a lot more capable than anything else I had ridden. Certainly the rider's lack of talent embarrassed the bike, rather than the other way round. After the first summer's use I found that the bike was rock solid cranked over to the point that the fairing lowers would drag on the deck, although with practice I managed to find how to place my feet on the pegs so that my boot soles would scuff just before the fairing and thus I could work out how much further I felt happy to lean it over. Before anyone thinks I was riding like a nutter I would like to say two things� Firstly if I had wanted to ride like a nutter, then an R100RS would not have been the natural choice. Secondly, I had attended the local constabulary's Better Biking course (the fore-runner to BikeSafe), and was preparing to take my IAM motorcycle test.

The R100RS really did reward riding to the police 'system' of motorcycle control - it would go round corners on rails if you entered the corner on the correct line, at the correct speed and gradually accelerated through the corner. The bike would get very upset and unsteady if you had misread the corner and tried braking or violently changing the bike's line. Physically the Boxer was far more comfortable than the appearance of its riding position would have you believe. 500 mile days were no problem, and in fact on two separate occasions I rode from Aberdeen to Gloucester stopping only for fuel, necessary breaks and a meal. After arriving at home after 800-plus miles and 14 hours on the road I felt that I could have pushed on for another couple of hours riding as I had 'got into the zone'. My first big adventure on the BMW was to the 1991 TT, and this led to my first real issue with the bike. After a couple of days on the island the BMW would not pull above 3500rpm. The ability to rev out gradually got worse until the bike was unrideable, so a call to one of the famous breakdown services ensued.

Embarrassingly the mechanic admitted defeat after about an hour of messing about. The bike was still unrideable so was towed to the Island's BMW dealer. They were diamonds, and two days later the bike was as fit as a fiddle - it turned out that the carb's emulsion tubes were blocked. At that point I decided I had better get more acquainted with the workings of the Boxer - I had been happy to work on my other bikes, but had fought shy of working on the BM. I found that routine servicing was well within my abilities. I reckon I put about 75,000 miles on the BMW before I got rid of it in 1996. I would have kept it longer but for the intervention of a young car driver who was awarded six penalty points for (lack of) driving ability. It was touch and go whether the BMW would be rebuilt, or scrapped by the car driver's insurance company (I was TPF&T covered). It was rebuilt - and the dealer who got the work told me that the insurance assessor had authorised the repair because he could see that the bike had been well loved and cared for prior to the crash.

Initially I was pleased to get the BMW back, but after a while I realised the bike just wasn't the same for me, so it was sold. In my time away from BMs I have owned a variety of other bikes and Dad has bought a 1983 R100RT. He wanted one ever since BMW launched the model. On a touring trip around Scotland shortly after Dad bought his R100RT it started to struggle to rev out. It got steadily worse to the point the bike was unrideable, and I thought to myself� this rings a bell. Sure enough, we took off the Bing carbs and found that the emulsion tubes were full of rubbish. I can't say that my BMW was without fault. The carbs would go out of balance as the next service got closer, but twenty or so minutes with the vacuum gauges would have the engine running as sweet as a nut. Also my bike was very sensitive to the condition of its HT leads. The genuine BMW HT leads seemed to have a depressingly short service life, bearing in mind how expensive they are. After going through two sets I decided that using solid copper HT lead with weather proof NGK resistive caps was the way forward.

I did not have a misfire once I stopped using the genuine leads. It has been interesting comparing Dad's slightly older BMW with mine, as there are a few things which BMW sorted out for the monolever bikes. For example, Dad's bike originally had the fuses in the headlight shell with a right rat's nest of wires - this was not the easiest to work on in when a fuse blew on a pitch black rainy night in the middle of Scotland, 30 miles from the evening's accommodation. My bike had the fuses under the saddle - much better. His bike also has the rear disc brake which can be a pig to bleed properly. When Dad got his bike he asked me to help him service it (which was like Einstein asking a first-form school pupil to explain the theory of relativity to him). We put braided hoses on the bike and bled the front brakes in no time. When it came to the rear brake I threw the towel in with disgust as it just would not pump up. I went home for a beer or two, but the following day found that Dad had somehow managed to get the brake bled on his own without my hindrance.