Hi Smalesy,
Smalesy said:
Having read the thread reasonably carefuly, I'm unclear as to if anyone has reported this issue to the Vehicle Inspectorate.
Does anyone know if this has been done?
YES. I have done this. I contacted Department for Transport (UK) on 01/24/2005. And I contacted VOSA (UK) on 01/25/2005. I contacted both on 05/20/2005 again with new information about the German DA investigation this case of fraud.
The Code of Practice on Motorcycle Safety Defects defines a safety defect as 'a feature of design or construction liable to cause a significant risk of personal injury or death'. For action under the terms of the Code to be justified, the defect must be clearly established a number of machines must be affected and sold for use in the UK.
On 02/18/2005 they dropped the case because they "received a communication from BMW which makes a case for there
being a lack of knowledge within the motorcycling fraternity."
I like to talk about AFMB.
http://www.afmb.fr . Today I had a lot of e-mail conversation with Paul from this very fine organization, and I suggest french speaking BMW riders to join, they will be welcome (free entrance). These guys there are doing really good work for their members and the BMW community, really, I admire their efforts! In the public area you wil find an important notice as I said it's in French language:
http://82.230.114.102/~afmb/message_page.html
You'll find in the member area more interresting and technical details, especially in the near furture.
The problem of this complex and complicated brakting system is that there are about SIX reasons the brakes can shift to residual braking mode:
1. A loose electrical connection
2. A failed hydraulic pump
3. A computer fault
4. A damaged wheel speed sensor
5. A damaged relays
6. A dislocated brake light switch
Residual braking modes sucks because of suddenly (!) unlinked brakes, no ABS anymore and longer level travel and power to grab needed. Now you know about the influence of the brake lever position (
http://82.230.114.102/~afmb/message_page.html)
!!! Most important I think is that the feeling for the brakes is very different, myself I couldn't modulate them properly (R1150GS Adv). It's the problem of modulating, not only the problem of squeezing the lever much harder. That's my experience. Keep in mind that they improved from the early production bikes until now (BMW K1200S) the brakes continuously. They are not the same both if they are o.k. and if they fail. And keep in mind that simulating an error is just simulating an error. You are testing residual brakes. A real fault may be different!
It is also proven by MOTORRAD (German motorbike mag) that stopping distances vary under certain conditions at about 60-70 km/h on bumpy road / pavement. The increase of the braking distances is about 10 meters! Of course BMW denied that. MOTORRAD reproduced that error on the testing field of FTE Automotive (MOTORRAD TECHNIK, 10/2004)
And there are complaints from riders that could not be reproduced at the dealers. You see? In the German motorbike magazine TOURENFAHRER No. 2/2005 (01/20/2005) page 72 – 76 press officer Mr. Jürgen Stoffregen declares in an interview, that they had 21 failing servos worldwide (That IS bullshit!). He also declares, there have been some hundreds of cases where the consumers complained, but no errors were found, or errors were found, but the consumers did not complain. He frankly is saying there, that they won't make any more specific statement in this issue of brake failures. Apart from the failing servo system, they discuss the fact that the back brake is hard too control in the integral-system, and they discuss the anti-stoppie software that may release the front brake in certain circumstances.
There *IS* need for a fix of these faults and there is need for a recall. I see the French organisation working on the subject very hard and accurate. I admire their work.
But the question remains: Are the brakes trustworthy and well designed? Do they work, as close as humanly possible, without fail?
Let's look at brakes. They are critical. C - R - I - T - I - C - A - L!
The brakes and suspension systems of a motorcycle must work silently all the time. They have to do their job. I can't see that there is any evidence that the Integral brakes function better in any way than what I call perfect regular brakes. Further, I see evidence that the Integral brakes fail in what I consider to be really significant circumstances.
Now -- I 've heard BMW (and the riders group of the 'defenders') say that the failures of the Integral brakes are statistically irrelevant. That may well be true. But to me, any failure is relevant because it brings up the possibility that my own brakes could fail. I'm not going to ride my bike 20,000 miles a year with the thought that every time I grab the brakes, there's a lets say 3% chance that they won't work.
The point is that servo-brakes are succeptible to many forms of failure in addition to "Adulterated brake fluid can boil, resulting in loss of braking, Brake lines can form leaks, Pistons can sieze, pads can crack. So the question remains, what are the advantages provided by servo-brakes that presumably offsets its numerous disadvantages? What is the justification for the additional purchase price, difficulty of servicing, and increased potential for failure of servo-brakes?
Well, I mean I use the brakes on my current bike a lot. I use them without thinking about it. I expect them to be there for me. If they fail, at this point. it would probably be because I screwed them up working on them -- or some wrench did. The brake system I have now is designed with the experience of many years of practice and testing. It works without fail. I rely on it.
We defintly know about *NEW* K1200S motorbikes with faulty brakes, for example at BMW Motorcycles of St. Louis (K1200S, replacement of hydraulic unit) and South Sound BMW Motorcycles (K1200S, replacement of hydrauc unit).
And – we know about about upcoming changes!
These sources were insider of Continental Teves or BMW. Mayby both. At least MOTORRAD did know about this changes in September 2004. And I do know about these changes since late September 2004. The journalist Wolfgang Zeyen was writing the article about the mess with the integral brakes in general and in detail in TOURENFAHRER 02/2005. But he's also working for continental both in developing and as a PR-guy. You see? I suspect a lot of jounalists in Germany did know about the 'upcoming' changes. They all know each other.
Officially there's no confirmation of Continental delivering the next braking system. Officially there's only known that they (BMW) are developing a new one.
But one thing is for sure: The editors of MO, MOTORRAD and TOURENFAHER prefer 'simple' braking systems like on BMW F650GS. I know american editors that prefer the same, you will soon read their opinion in some Journal! And in the UK Club Jounal, too.
Dr.
