sykospain
Registered user
Hi all,
New member Alan here - and dang me if I haven't had the bad luck to just miss joining in celeb1000's thread whereby he explained how he devised and supplied earlier this year a set of spacers for the standard clutch friction plate on 6-speed models of the Oilhead, effectively solving the factory design fault whereby the plate only engages 2/3s of the way along the input shaft splines, resulting in premature spline / friction plate failure.
Anybody know if he can still be contacted to see whether he'll commission another batch of spacers and bolts or rivets ? The advantage of his idea is that when a friction-plate swapout is required, one can use a standard OEM plate and modify it again.
There's a firm on the West Coast of the USA which is now supplying a redesigned input shaft with much longer splines, but that costs a grand in dollars, and would involve a complete strip-down of the entire gearbox in order to replace the input shaft. Also, the newly slimmed-down and superb wrenching expert but foul-mouthed Chris Harris in New Hampshire at Team Monkey Productions will arrange the supply from a pal of his of an alternative solution - a modified clutch friction plate but that also is expensive - around 600 bucks. So - tough when a clutch plate needs renewing !
As he says, our money-grubbing pals in Berlin refuse to offer a solution from their end in the Spandau factory.
My Rockster has 33K miles on the clock and is already clunking noticeably when shifting gears - a precursor to spline failure as above. Nevertheless, it's a superb quality example of mid 2000s Beemer production when their bikes were made to a quality standard, not down to a price as applies nowadays - and overall it's a fab ride. Mine has the expensive German Gimbel GmbH half-fairing which transforms the handling and aerodynamics.
ALAN in s.e. Spain
New member Alan here - and dang me if I haven't had the bad luck to just miss joining in celeb1000's thread whereby he explained how he devised and supplied earlier this year a set of spacers for the standard clutch friction plate on 6-speed models of the Oilhead, effectively solving the factory design fault whereby the plate only engages 2/3s of the way along the input shaft splines, resulting in premature spline / friction plate failure.
Anybody know if he can still be contacted to see whether he'll commission another batch of spacers and bolts or rivets ? The advantage of his idea is that when a friction-plate swapout is required, one can use a standard OEM plate and modify it again.
There's a firm on the West Coast of the USA which is now supplying a redesigned input shaft with much longer splines, but that costs a grand in dollars, and would involve a complete strip-down of the entire gearbox in order to replace the input shaft. Also, the newly slimmed-down and superb wrenching expert but foul-mouthed Chris Harris in New Hampshire at Team Monkey Productions will arrange the supply from a pal of his of an alternative solution - a modified clutch friction plate but that also is expensive - around 600 bucks. So - tough when a clutch plate needs renewing !
As he says, our money-grubbing pals in Berlin refuse to offer a solution from their end in the Spandau factory.
My Rockster has 33K miles on the clock and is already clunking noticeably when shifting gears - a precursor to spline failure as above. Nevertheless, it's a superb quality example of mid 2000s Beemer production when their bikes were made to a quality standard, not down to a price as applies nowadays - and overall it's a fab ride. Mine has the expensive German Gimbel GmbH half-fairing which transforms the handling and aerodynamics.
ALAN in s.e. Spain
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