bosnjo
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The dealers are replacing shaft drives at 36k or more as a part of maintenance program to install rubber valve. All other shafts are inspected but for 36k they don't even inspect them, just replace them. It's free of charge.
Shaft drive
- Thread starter malcopopolo
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The shaft drive on my K75S lasted almost 100,000 miles before it needed changing due to spline wear. I've never heard a shaft replacement mentioned as part of a service procedure for a GS mentioned in 20 years of GS ownership.
I've had my 1250 from new in 2019, its coming up to 70'000 mile now and the rear drive/prop is like new.
I replace the rear drive oil every 6 thou and i grease the splines once a year, its such a easy job i dont see what the fuss is about.
What i never understood is how bmw never incorporated this into their servicing, its a joke
I replace the rear drive oil every 6 thou and i grease the splines once a year, its such a easy job i dont see what the fuss is about.
What i never understood is how bmw never incorporated this into their servicing, its a joke
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All day long TD....200k would be even nicer though
7th boxer GS here, 19 plate 1250 GSA.......they just get better with more miles!
bosnjo
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As metioned earlier in this thread, there is no standard service procedure to replace drive shaft. It is only this one time on the bikes included in the "recall" and if over 36k miles (or failed drive shaft).
The whole service recall thing is a preventative practice by BMW. They are fitting a one way rubber valve because the pressure in the shaft tunnel is apparently pushing off the rear rubber cover and allowing water into the tunnel, which could impact the shaft. The test they are doing is to put a measuring disc on the rear after taking the wheel off, then seeing if there is a vibration. If the bike fails this test, the shaft is replaced regardless of any inspection (replaced by exactly the same shaft with no modifications to it). BMW have started the campaign with GS and GSA, but other bikes use the same shaft and bevel box including RTs. We have had shafts replaced on RTps and normal spec RTs, including 2020 and 2021 bikes with less than 10k on the clock. But one RTp has over 61k miles and the shaft was changed, but it hadn't failed. There is nothing about shafts have to be changed at 36k, if the bike passed the test, the shaft will not get changed, even our 61k RTp had to have the test done, so it wasn't an auto shaft replacement. So will the rubber one way valve stop corrosion on the splines - possibly, but as I stated earlier, there is no modification to the shafts being replaced, so there is nothing that has been "fixed" or modified to the design. For most I would think that they will never have an issue with the shafts.
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Are you sure? Bkoz Bosnjo was told by his mate down da pub it was so. So.
No not sure, got my info from our authority bikes contact at BMW
bosnjo
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There's nothing new in that post?
bosnjo
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No, but at least it explains what's going on with shaft drive story, for those who still think it's all "conspiracy theory".
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Dont think ive read any posts where they deny BMW are doing this ? The comments i've read in this thread stating BMW are striping and cleaning the drive shaft now in the service schedule, which Im still waiting for the source of ?
On my 2018 model when the clutch pack was replaced at 2 years old (8,000 miles) and the rest of the drive train stripped for examination the rear joint was siezed solid onto the shaft , took 2 technicians over 2 hours to separate it.
On a bike that had never been off road and barely been out in the rain
On a bike that had never been off road and barely been out in the rain
I've had two shafts in 12 months on on the bike thanks to a little nick in the rubber boots and water getting in. Didn't have the issue on the shaft FJR. The Varadero chains and sprockets were about 25k each time, but they only cost £150 to change.
I've only given this shaft story a cursory look - yes, there's been a number of posts!
I have a twin cam GSA. On this bike I'm aware of the forward gaiter tearing and corroding the forward UJ and of course issues around not lubing the rearward concertina gaiter etc etc.
On the TC, there do not seem to be the same issues reported in here with the wc models. Certainly not to the point of having to add a rubber drain valve, which is quite a big 'in the field' modification.
Can someone succinctly explain what is going on with the whole assembly. Above it's mentioned pressure build up causes the gaiters to inflate sufficiently for water to get in they've causing corrosion. But then all this spline lube story suggests another issue ie. they geometrically speaking, there is no movement/sliding of the splines (find that hard to believe?!) which means the subsequent corrosion + seizing of the splined joint means absolutely zero movent/sliding eventually trashes parts in the drive train. So is it actually a sequence of events? And why doesn't the TC suffer this, or is there a large amount of sliding at the splines on the TC version?
So is it poor build quality, new geometry that creates 'new' issues eg. Swingarm angle, shaft location in the tunnel, air tight gaiters, imperfect geometry of the paralever?
As you can see, I haven't been able to work out out from all the posts!
Sent from my SM-G975F using Tapatalk
I have a twin cam GSA. On this bike I'm aware of the forward gaiter tearing and corroding the forward UJ and of course issues around not lubing the rearward concertina gaiter etc etc.
On the TC, there do not seem to be the same issues reported in here with the wc models. Certainly not to the point of having to add a rubber drain valve, which is quite a big 'in the field' modification.
Can someone succinctly explain what is going on with the whole assembly. Above it's mentioned pressure build up causes the gaiters to inflate sufficiently for water to get in they've causing corrosion. But then all this spline lube story suggests another issue ie. they geometrically speaking, there is no movement/sliding of the splines (find that hard to believe?!) which means the subsequent corrosion + seizing of the splined joint means absolutely zero movent/sliding eventually trashes parts in the drive train. So is it actually a sequence of events? And why doesn't the TC suffer this, or is there a large amount of sliding at the splines on the TC version?
So is it poor build quality, new geometry that creates 'new' issues eg. Swingarm angle, shaft location in the tunnel, air tight gaiters, imperfect geometry of the paralever?
As you can see, I haven't been able to work out out from all the posts!
Sent from my SM-G975F using Tapatalk
bosnjo
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The only thing I can reply to your post is that when I opened my shaft drive, the bike had only 5000 miles and it was less then one year old. I wanted to do preventive maintenance so decided to lube front and rear splines. What I found inside was not good.
I live in extremely dry cilmate. Sometimes it doesn't rain for 6 months and we ride all the year. We have around 300 sunny days a year. Those facts are important for the future life of my bike. I also don't go off road. I ride only tharmac, so it would be 99% dry and warm conditions and maybe 1% if I ever get caught in the rain.
So, back to my drive shaft. Rubber boots had just a little touch of that white lube but surely not enough to seal the water ingress. The splines themselves were bone dry front and rear and that shocked me. No rust at that point. I lubed everything nicely and sealed rubber boots with white lube. All the lubes used in the process were as per BMW specs.
One more thing.
Before peventive lubing, when I rode over small imperfections on the road, I could feel in the pegs something knocking. I couldn't hear it, just felt it. Posted a question on GS forums and found out that many members felt the same knocking on the pegs and was told it was from diveshaft splines moving and there was nothing to worry about. But, after servicing the driveshaft, the knocking disappeared. I can still sometimes feel it, like once a month. Before that, I could feel it every day.
So BMW are checking close to half a million bikes and paying for 45 mins labour - more if they replace the shaft.
By default every bike that has exceeded 36k miles is having the drive shaft replaced?
Wake up and smell the coffee. This is a calculated risk strategy and that in most case people will be lucky to reach 36k in 10 years.
Most people will not cry to much if their unstoppable steed hits 50k and is 10 years old and have to pay for a new shaft etc , These bikes probably be to old to be sold via dealerships with the 2 year warranty.
By default every bike that has exceeded 36k miles is having the drive shaft replaced?
Wake up and smell the coffee. This is a calculated risk strategy and that in most case people will be lucky to reach 36k in 10 years.
Most people will not cry to much if their unstoppable steed hits 50k and is 10 years old and have to pay for a new shaft etc , These bikes probably be to old to be sold via dealerships with the 2 year warranty.
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