This thread is a classic example of the mechanical equivalent of Penis envy, Shaft envy!! 
1200 drive shaft ... a shite idea
- Thread starter Micky
- Start date
Shep
Shep of the Dessert
Pretty obvious that the 1200 torque arm was relocted for easier attachment of rachet straps plus it gives more clearance for the ramp/flatbed angle
Dahoum
Registered user
Micky - you're no quick thinker either are you - the things only been in production around 7 years 
Of course cars have had prop shafts for years, but the very length of them, in relation to the arc at the rear wheel, makes any lengthening/shortening of the prop shaft minimal!
Of course the prop shaft on the 1200's have more movement (than 1100/1150's) to the length of them what with the greater arc of the rear bevel box because of the lower pivot mounting point ... it's simple levers and fulcrums if you look at the layout!
Of course the torque arm has been raised, as per above, to allow easier loading onto the recovery!
Of course the torque arm is there to limit the rising rate!
Of course the drive chain is in front of the swing arm pivot and so the chain adjustment will vary with suspension movement!
Of course this is not a chain v shaft thread ... it's just to say that the shaft drive layout on a 1200 is shite compared to an 1100/1150
Of course the 1200 shafts and associated parts are far more troublesome than the 1100/1150's
Of course the prop shaft on the 1200's have more movement (than 1100/1150's) to the length of them what with the greater arc of the rear bevel box because of the lower pivot mounting point ... it's simple levers and fulcrums if you look at the layout!
Of course the torque arm has been raised, as per above, to allow easier loading onto the recovery!
Of course the torque arm is there to limit the rising rate!
Of course the drive chain is in front of the swing arm pivot and so the chain adjustment will vary with suspension movement!
Of course this is not a chain v shaft thread ... it's just to say that the shaft drive layout on a 1200 is shite compared to an 1100/1150
Of course the 1200 shafts and associated parts are far more troublesome than the 1100/1150's
Micky - you're no quick thinker either are you - the things only been in production around 7 years
How long was the Dodo around
Dahoum
Registered user
I thought she was still making albums???
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Of course the 1200 shafts and associated parts are far more troublesome than the 1100/1150's
What are the other differences?
I am guessing a combination of cheaper components, an attempt to declare them maintenance free (no oil changes) and the desire to shed xx kilo's when designing the 1200 have all added to the pot
But if it was a simple fix they would have sorted it by now, so it must be something fundemental.Still odd how some (like Sgt's) last so well (under fairly harsh conditions) and others pack up at low mileages (even with gentle use)
What have BMW done with the WC bike?
I am guessing they probably know more than us about it, and are unlikely to confess where exactly they completely f***** up, but I assume they have rectified this for the new bike.
This thread is a classic example of the mechanical equivalent of Penis envy, Shaft envy!!
The retort of a born loser lad .... I've done over 300,000 miles on shaft drive BMW's ... and with not one failure amongst them
billynomates
Registered user
The torque arm was moved after one was destroyed by a rock in the Dakar and they couldnt repair it.
skywalker
Guest
Accountants are the reason for all the failures and that's all you need to know and it'll be down to saving tuppence halfpenny on decent bearings etc.
Have said that you can apply the same logic to nearly everything that currently fails.
The beauty about the 1100/1150 set up was that the driveshaft was in 2 parts in that the driveshaft can shorten and lengthen depending on wheel travel.
The only downside is that the pivot bearings and the odd crownwheel bearing failure do happen but not as frequently as the later stuff, but yet we can still put this down to accountants
Have said that you can apply the same logic to nearly everything that currently fails.
The beauty about the 1100/1150 set up was that the driveshaft was in 2 parts in that the driveshaft can shorten and lengthen depending on wheel travel.
The only downside is that the pivot bearings and the odd crownwheel bearing failure do happen but not as frequently as the later stuff, but yet we can still put this down to accountants
The retort of a born loser lad .... I've done over 300,000 miles on shaft drive BMW's ... and with not one failure amongst them
:eerjug:
Born loser? your judgement of character matches your mechanical knowledge, I will take an old piece of advice :- “Don’t argue with a fool, they will drag you down to their level, then beat you by experience"
skywalker
Guest
Well Micky you were bound to hook one!! Reel him in!!
Fanum
Toubab
That may be true (or you may have made it up, it doesn't matter
) but it wasn't moved BECAUSE of it Ugly Cow
Registered user
City and Guilds in Motor Vehicle Engineering and Technology Parts 1 & 2. Jeez Mickey you old fart (like me ) get an NVQ it only takes 2 weeks and you can then check your oil level.
Blimey, three pages in the 1200 section on a (vaguely) technical matter..... But will it beat seven pages on 'What jacket should I buy?'..... Nice one, Micky 
Kintessack GSr
Registered user
J'sus this thread is getting heated, anyone for Camel Toe 
That may be true (or you may have made it up, it doesn't matter
BMW 1200 Press release 2004
Read all abaht it..... Read all abaht it.... and lots more blurb..... including explaining why the prop shaft length does not change (unless BMW made that bit up)
http://www.r1200gs.info/pressrelease.html
Jeez
Will I never learn?? Thumb in bum, brain in neutral, start typing!!Do the world a favour and just throw me back
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