Service bulletin about splines??

[PAS]

There is a new revelation over at the BMWMOA forum about a service bulletin regarding splines and inspection. A member lost his splines for the second time and contacted BMWNA.

Short version

Bulletin 21-00382(2064) was first issued in 1982, and was last re-issued in 2002 - The bulletin refers to the annual inspection, cleaning and lubrication of the clutch hub spline as "essential once a year service"

 

This all seems to be news to everyone and not good news either. Who would buy a bike with that requirement?

Has anyone seen or heard of this? Not mentioned my manual.

[lkchris]

A bulletin issued in 1982 only applies to Airheads.

[Selden]

I don't mind the annual inspection/lubricate requirement, but it's absolutely nowhere to be found in the maintenance schedule section of the BMW shop manual for the R1100 series. The closest to it is found in the section on replacing the clutch:

 

Lubrication points:

Splines on clutch plate and input shaft

Diaphragm spring contact surface at clutch housing

Diaphragm spring contact surface at driven plate

..................................... Optimoly MP3 paste

 

 

[PAS]

A bulletin issued in 1982 only applies to Airheads.

 

Hopefully this will get sorted out real soon!

[AndyS]

Hopefully this will get sorted out real soon!

What do you mean?

Surely when the bulletin was issued the only bikes were airheads. If the bulletin was re-issued it is still pertinent to airheads.

Andy

[PAS]

You should go to the BMWMOA forum and read the whole story then make a comment.

[RAMBLIN RED]

can you tell me where in the bmwmoa forum to look?

[AndyS]

You should go to the BMWMOA forum and read the whole story then make a comment.

 

Well, fair point, but if it needs more of an explanation to quantify it, maybe put a link in, or include the explanation.

I have tried to do a search on the BMWMOA site and currently can't find it.

Andy

[BrianM]

I found it here

 

www.bmwmoa.org/forum/showthread.php?t=58151&page=2

 

No mention of what exactly the service bulletin said. So don't know which models are addressed.

[RAMBLIN RED]

If this thread is correct my Beemer gets a bullet in the headlight and I get a Honda

[Officer_Impersonator]

I am the original poster of the MOA thread.

 

In 2008, my 2002 R1150RTP suffered a clutch input shaft spline failure at 33k miles. My RTP has never been in police service, and has only been in private hands. I'm the third owner, and I purchased "Helga" in June of 2007, when she had 23,750 miles on the odometer.

 

When my clutch input shaft splines failed in 2008, my local independent mechanic was out of the country for a few weeks, so I took it to my local BMW dealer here in Seattle (Ride West).

 

Ride West kept the bike for three weeks, and charged me $2200 for the repair. (I had some other work done as well, so my total bill was just over $3000).

 

Last Wednesday, while riding home from work on the freeway at a steady 70 mph, my clutch hub splines failed. The bike had just turned 75,000 miles over on the odometer.

 

I had the bike towed to my independent mechanic who took three days to fix the bike and charged me $1400.

 

The day after last week's failure, I sent a letter to BMW Motorrad NA in New Jersey. I included a copy of the invoice from the 2008 repair, and I included my bike's entire service history for the past 5 years and 50,000 miles.

 

On Monday, I received a telephone call from "Anthony Cavanaugh" with BMW Motorrad in New Jersey. Mr. Cavanaugh said that if I had my bike serviced at an authorized BMW dealer over the past five years, they'd be happy to pay my repair bill this time, but since I utilize an independent mechanic, I was without recourse.

 

Mr. Cavanaugh asked me if my independent mechanic followed the recommendations contained within service bulletin 21-00382(2064). I asked him what that service bulletin said. He said that the bulletin specifies an "annual cleaning, inspection, and lubrication of the clutch splines". He went on to say that the service bulletin states this to be "essential once a year service".

 

I asked Mr. Cavanaugh if I could have a copy of that service bulletin. He informed me that it was an internal and proprietary document, but that I could obtain a copy from my local dealer.

 

I contacted my local dealer and asked them for a copy of the bulletin. I was told that because I didn't have the 2nd repair job done at the dealer, they weren't going to provide me with a copy of the bulletin.

 

While I don't utilize my local dealer for service, I do buy plenty of accessories, parts, and supplies from them. My independent mechanic buys his parts and supplies from them, so it's not like I'm not a customer. I spent a good portion of my afternoon yesterday sending emails back and forth with the dealer's service manager, arguing that I should be allowed to get a copy of this bulletin.

 

This morning, I find an email from my dealer in my inbox. It says the following:

"Here is the entire content of the bulletin, and I have a copy on my desk if you want it.

 

“To maintain constant efficient clutch action and longevity, the clutch and input shaft splines should be inspected, cleaned, and lubricated during each service or at least once a year.

 

Please use exclusively labeled “Optimol Paste PL” in this wear and tear area on all models old and new. It is essential that the splines on the input shaft and on the clutch plate are carefully cleaned (degreased) before using Paste PL.

 

Testing has proved prolonged clutch life with this lubricant.”

 

So - there you have it. I have to go to the dealer today to pick up a replacement lamp bulb, so I'll pick up my copy of the bulletin while I'm there.

[AndyS]

I am still confused.

The OP said that the service bulletin was first issued in 1982.

If that was the case, then it has nothing to do with an Oilhead.

I would be interested to see a copy of the service bulletin and get to the bottom of this.

As Selden has pointed out, there is no reference to do this in the Maintenance manual. To that end I would suggest Mr. Cavanaugh of BMW doesn't have anything to back up his argument because the Maintenance manual would have been amended by now.

 

Andy

[AndyS]

Officer_Impersonator, as an addendum to your post you have one of the dreaded 2002 models, and odds are that because you are on your second repair, your input shaft will go again, most likely the problem you have is not about spline lubrication issue, but more possibly to be with mis-alignment of the gearbox housing causing the input shaft to be off centre with respect to the crankshaft.

Andy

[Officer_Impersonator]

The bulletin was first issued in 1982. It applied to airheads.

 

The bulletin was re-issued in 2002. I presume it was re-issued because the situation still applied to oilheads. There would be no need to re-issue a bulletin on airheads, because they were covered under the 1982 bulletin.

 

 

 

[AndyS]

Surely if it was issued to apply to a different vehicle it would have a different number.

Doesn't the Bulletin give a list of all effected models?

Andy

[Officer_Impersonator]

I suggest you share your opinion with Mr. Cavanaugh at BMW Motorrad USA and with Mark Eddy, Service Manager at Ride West BMW in Seattle.

 

They both think the service bulletin applies to oilheads.

[dirtrider]

There is a new revelation over at the BMWMOA forum about a service bulletin regarding splines and inspection. A member lost his splines for the second time and contacted BMWNA.

Short version

Bulletin 21-00382(2064) was first issued in 1982, and was last re-issued in 2002 - The bulletin refers to the annual inspection, cleaning and lubrication of the clutch hub spline as "essential once a year service"

 

This all seems to be news to everyone and not good news either. Who would buy a bike with that requirement?

Has anyone seen or heard of this? Not mentioned my manual.

 

Afternoon PAS

 

I just don't buy the re-issue thing as that service bulletin you quote has a 1982 issue date. If it was re-issued in 2002 you would certainly think it would have a new (-02) issue date as it pertains to a different engine, different trans, different clutch system, different era. But most importantly a different issue date. In all my BMW bulletins I don't show any re-issues only new issues or updated issues nothing that resembles re-issue.

 

I have most of the 1100 & 1150 R/RT service bulletins including a listing of issued bulletins & sure have no record of anything resembling that one.

 

My (educated guess) would be that some dealer dug that old airhead bulletin out of their archives & THEY re-issued it to a customer to either drum up business or to try & back up some BS they were feeding to a customer.

 

[Officer_Impersonator]

Anthony Cavanaugh at BMW Motorrad USA [(201) 3207-4000] told me this specific bulletin [21-00382(2064)] applies to my 2002 R1150RTP.

 

 

[dirtrider]

Anthony Cavanaugh at BMW Motorrad USA [(201) 3207-4000] told me this specific bulletin [21-00382(2064)] applies to my 2002 R1150RTP.

 

 

Afternoon Officer_Impersonator

 

Was he grinnin when he told you that. Talk is cheap especially if it makes the complaining customer go away quickly.

 

Call him back & have him put his reputation where his mouth is. Have him send you a (signed) letter on BMW internal stationary stating that old airhead bulletin pertains to the 2002 RT. (bet ya he won't)

 

[PAS]

Good idea about the letter and thanks Officer Impersonator for posting your story on this forum! It effects all of us and perhaps we all should demand an explanation of BMWNA!

[AndyS]

+1 to DR.

I really think Mr Anthony Cavanaugh is talking drivel and isn't aware of the issue.

 

[Officer_Impersonator]

I don't know why you guys are beating me up over what I'm sharing. If you don't like what I report, either ignore me or go get your own information.

 

I was told by BMW corporate and by the service manager at my local dealer that the bulletin applies to oilheads.

 

I'm sorry you don't like my information. You're free to ignore it.

 

As I've stated before, once I've obtained a copy of the bulletin that ostensibly applies to my motorcycle, I'll share it here and elsewhere.

[AndyS]

I don't know why you guys are beating me up over what I'm sharing. If you don't like what I report, either ignore me or go get your own information..

 

No one is beating you up. We are expressing the fact that the bulletin just doesn't make sense both in terms of date and issue number.

 

I was told by BMW corporate and by the service manager at my local dealer that the bulletin applies to oilheads...

 

Have you seen the bulletin?

 

I'm sorry you don't like my information. You're free to ignore it....

 

Don't take this personally. We are your allies here and want to get to the bottom of this issue, because if it is correct (I don't think so), then we have some work to do with all this lubing! If this information is incorrect, we have a duty of care to other forum users to say it is not right so that they are not miss led.

 

As I've stated before, once I've obtained a copy of the bulletin that ostensibly applies to my motorcycle, I'll share it here and elsewhere.

Thanks

[Selden]

Calling this situation "confusing" would be an understatement. If the service manual for the R850-1100 series calls for lubricating the splines when replacing the clutch, why would one not lubricate them at intervals between clutch replacements? It's not like this is a sealed assembly, where the lubricant has nowhere to go; in fact, it's relatively in the open, and exposed to the elements.

 

Even the approach of removing the starter and dabbing some moly paste on the splines is not a task I would look forward to, although it is quite a bit less effort (and probably less effective) than unbolting the transmission. And, aside from the effort, there is always the risk of screwing something up with such an extensive disassembly/reassembly.

[PAS]

Calling this situation "confusing" would be an understatement. If the service manual for the R850-1100 series calls for lubricating the splines when replacing the clutch, why would one not lubricate them at intervals between clutch replacements? It's not like this is a sealed assembly, where the lubricant has nowhere to go; in fact, it's relatively in the open, and exposed to the elements.

 

Even the approach of removing the starter and dabbing some moly paste on the splines is not a task I would look forward to, although it is quite a bit less effort (and probably less effective) than unbolting the transmission. And, aside from the effort, there is always the risk of screwing something up with such an extensive disassembly/reassembly.

 

Seldom, I believe the point is, many owners dont have the ability or desire to do that type of annual maintenance. If it is required every year it should be stated in our owners manuals. It sure as heck wont be a selling point! I think we all should email BMWNA and get their reply on this subject since their rep was the one to initiate it. Just my thoughts on the matter.

[dirtrider]

Afternoon Officer_Impersonator

 

No one is beating you up, actually just the opposite as it brings to light the different ways BMW tries to wiggle out of their responsibility.

 

Personally I don't trust the info you were FED by BMW corporate but that isn't your fault.

 

Wouldn't be the first time BMW reps lied to their callers.

 

I sure hope with all my heart that what you were told is the truth & that BMW does & has required a yearly disassembly & inspection on that 1150 spline area.

 

That would be great news to all the BMW 1150 owners that have had their BMW 1150's serviced by a BMW dealership & still have spline failures. That could give them some legal ammo to take their dealers & BMW through their local court system to recover the spline repair costs as that old bulletin still being in effect would mean their dealers have been negligent in both offering & doing the required maintenance that BMW supposedly required.

 

Lets all hope it is true!!!!

 

[lkchris]

That would be great news to all the BMW 1150 owners that have had their BMW 1150's serviced by a BMW dealership & still have spline failures. That could give them some legal ammo to take their dealers & BMW through their local court system to recover the spline repair costs as that old bulletin still being in effect would mean their dealers have been negligent in both offering & doing the required maintenance that BMW supposedly required.

 

Lets all hope it is true!!!!

 

Oh yeah, all those guys that would have gladly said "sure, go ahead" when their dealer told them they needed another $2000 to lube the splines.

[dirtrider]

That would be great news to all the BMW 1150 owners that have had their BMW 1150's serviced by a BMW dealership & still have spline failures. That could give them some legal ammo to take their dealers & BMW through their local court system to recover the spline repair costs as that old bulletin still being in effect would mean their dealers have been negligent in both offering & doing the required maintenance that BMW supposedly required.

 

Lets all hope it is true!!!!

 

Oh yeah, all those guys that would have gladly said "sure, go ahead" when their dealer told them they needed another $2000 to lube the splines.

 

Afternoons Kent

 

 

Some would, some wouldn't, & some would sell their bike first.

 

Doesn't matter as they weren’t even given the offer or told they "had to" to prevent future spline failure.

 

Sounds to me like a lot of negligent BMW dealers lurking around out there if that bulletin is for real & they purposely withheld the information on the REQUIRED yearly spline lube service.

 

[scottnew]

Goodness if this was a true bulletin and dealers withheld it from customers it would be a BMW disaster, I would think.. Gotta say, the more I read about it though the more I wanna go tearing into mine for safety sake.. With that said, do you all think I should be concerned that my bike is in dire need of such a job after sitting for four years?

[scout6]

That new WeeStrom is certainly looking better.... I should probably have a major service done so I have proof.... I just hope the extra 04 parts I have will fit on my 02 if it breaks down. The quotes from BMW are simply amazing.

 

[Alfred02]

A bulletin that was re-issued close to 10 years ago and suddenly emerges?

How likely is that?

[dirtrider]

Goodness if this was a true bulletin and dealers withheld it from customers it would be a BMW disaster, I would think.. Gotta say, the more I read about it though the more I wanna go tearing into mine for safety sake.. With that said, do you all think I should be concerned that my bike is in dire need of such a job after sitting for four years?

 

Afternoon Scott

 

If you are riding a 2002 1150Rt then I would worry a bit about sudden & catastrophic spline failure if you have anything over 15,000 miles on it.

 

If an 1100 or a later 1150 then not so much to worry about.

 

Even then I'm not sure I would tear into one unless you just want to inspect it to see where you are on the future failure curve.

 

Personally I'm not convinced that lubricating the splines has any effect on the life of the splines as the ones I have seen fail so far seem to be due to trans case to crankshaft center line alignment not a lubrication issue.

 

Added: I could see lubrication being an issue on high miler EVEN wear spline wear out but not this low mileage very angular spline wear we seem to be seeing on the early 1150's.

 

[nrp]

I'll bet BMW's silence (until now) on this 20 year old secret service bulletin is their just-discovered way of extricating themselves from an ongoing and growing reliability issue. This is a disgusting example of ethics on their part.

 

As a retired mechanical engineer with my share of screw-ups behind me, I can accept that in early years they may have been somewhat blindsided with the randomness of this problem. But I cannot accept their inability to come up with manufacturing and assembly better quality control, or even an easier lube type solution with service bulletins.

 

 

 

 

[nrp]

OK - Assuming access can be gained to the transmission end of the spline area with the starter removed I suggest this as a solution to the spline lube problem.

 

First off - remember that the spline shaft does not fully project into the clutch disk hub. If so:

 

1) On first dis assembly for spline lubing, machine the OD of the clutch hub side closest to the engine to fit a pressed-on cap - possibly sealed with an o-ring. The purpose of the cap is to prevent grease from getting on the clutch disk from the engine side of the spline. It may require a small screw or thread to hold the cap in place while the assembly is being greased per 4) below.

 

2) Drill a small diameter (like 1/8 in diameter) hole ~1 1/2 inches deep coaxially thru the center of the transmission input shaft. I know it is a hardened part but there are carbide based drills that can drill hardened steel easily. For that matter, the part is probably only induction hardened & would not be that hard in the center.

 

3) Cross drill the input shaft ~ 1/16 dia to break into the center drill of 2). This would require a carbide drill bit to break thru the surface on one side.

 

4) Reassemble everything except leave the starter off.

 

5) Now a needle type grease gun can apply lube to the spline from t he transmission side. This grease injection will pressurize the front cap of 1) and squirt out the transmission side of the spline via the clearances between the spline ID and OD. This way the entire spline gets a flushing & fresh lube.

 

5)The excess grease from 4) on the transmission end of the spline can be wiped off so that none can migrate onto the clutch disk.

 

Subsequent grease jobs would only require a needle point tip to access the input shaft, with the starter removed. It would require care that the temporary pressure on the front of the transmission input shaft not blow off the cap of 1) above.

 

As I see it, the only limit to this is the front cap retention system. It would have to react maybe 100 psi during a greasing process so it might be best if the cap would be threaded onto the clutch disk hub OD - or even ID.

 

Yr thoughts would be appreciated - especially from mechanics who have been there. FWIW - I have not seen the more recent bike parts - only R1100 series.

[dirtrider]

 

 

Evening NRP

 

Remember you have a wobbly clutch release push rod running through the center of the entire length of that input shaft.

 

Be better off machining a shallow groove about mid splines in the clutch disk then drilling & adding a grease fitting to the clutch disc hub that feeds into that groove.

 

I guess I still don't understand the need to lubricate the clutch splines ONLY on the 1150 when I haven't had to on ANY other vehicle I have ever owned or on the 1100 or on the 1200 hexhead.

 

[scottnew]

Hello and thanks for the info Dirtrider.. I'm on a 2000 R1100RT with 39,000 on the odm.. If its less worrisome on this model I'll let it be as no issues have turned up so far.. I'll keep my fingers crossed for now and hope for the best ;-)

[Selden]

The hell with it. The splines on my 1999 RT looked fine @ 97,000 miles, with no lubrication on my part, and no indication in service records of any action prior to my acquiring the bike at 64,000 miles. Per the manual, I lubed the input shaft with moly paste when I replaced the clutch, and I'm not going to worry about it. Based on the condition of the splines before I replaced the clutch, something else is likely to fail before I have to worry about the input shaft.

[rustyfingerz]

Anthony Cavanaugh at BMW Motorrad USA [(201) 3207-4000] told me this specific bulletin [21-00382(2064)] applies to my 2002 R1150RTP.

 

 

Afternoon Officer_Impersonator

 

Was he grinnin when he told you that. Talk is cheap especially if it makes the complaining customer go away quickly.

 

Call him back & have him put his reputation where his mouth is. Have him send you a (signed) letter on BMW internal stationary stating that old airhead bulletin pertains to the 2002 RT. (bet ya he won't)

I say we have a fare trial...and then hang him, this whole thing is starting to stink

[KDeline]

Mr. Cavanaugh said that if I had my bike serviced at an authorized BMW dealer over the past five years, they'd be happy to pay my repair bill this time, but since I utilize an independent mechanic, I was without recourse.

 

Well isn't that convenient. And if you had, he would have given you some other reason you would have no recourse. Been down this road to many times.

[lkchris]

Sounds to me like a lot of negligent BMW dealers lurking around out there if that bulletin is for real & they purposely withheld the information on the REQUIRED yearly spline lube service.

 

My how quick we are to condemn BMW.

 

Bulletins (motorcycle) from BMW NA are hardly worth the paper they're printed on in any event--this isn't something that came from Germany. There's ZERO evidence this applies to anything but old Airheads and even then it's an overreaction with respect to them. (Have owned several since 1978 and still do.)

 

It's soooo easy to ignore hate mongering like the above and it's sad there's so much of it. The economy, I guess, as it's clear lots of folks are financially stressed and it's easy to take it out on "recreation" which is what BMW motorcycling is. Delayed buyer's remorse.

 

You know, beginning with the Oilheads the service CDs included the REQUIRED maintenance--spline lube ain't in there.

 

Keep reading the MOA thread--it will all come out. Not much of use posted here so far. No, it reminds me of Ray Stevens, "I was incensed."

[nrp]

Remember you have a wobbly clutch release push rod running through the center of the entire length of that input shaft.

 

Be better off machining a shallow groove about mid splines in the clutch disk then drilling & adding a grease fitting to the clutch disc hub that feeds into that groove.

Sorry - forgot about the clutch release push rod. THX (duh!)

 

On the groove thing, grease would migrate out the front of the spline & onto the flywheel & clutch disk. It would not be necessary to have a full blown fitting - a very small self plugging hole (.050 dia) for a needle type grease nozzle could be used. But I think it would be very hard to control where the grease would migrate.

 

It might be better to do the hypodermic treatment of each tooth flank, or each minor and major dia clearance. At least it would renew the lube even though it would not flush out the crud in the spline. It would probably only be good for one such treatment between full tear downs.

[dirtrider]

Sounds to me like a lot of negligent BMW dealers lurking around out there if that bulletin is for real & they purposely withheld the information on the REQUIRED yearly spline lube service.

 

My how quick we are to condemn BMW.

 

Bulletins (motorcycle) from BMW NA are hardly worth the paper they're printed on in any event--this isn't something that came from Germany. There's ZERO evidence this applies to anything but old Airheads and even then it's an overreaction with respect to them. (Have owned several since 1978 and still do.)

 

It's soooo easy to ignore hate mongering like the above and it's sad there's so much of it. The economy, I guess, as it's clear lots of folks are financially stressed and it's easy to take it out on "recreation" which is what BMW motorcycling is. Delayed buyer's remorse.

 

You know, beginning with the Oilheads the service CDs included the REQUIRED maintenance--spline lube ain't in there.

 

Keep reading the MOA thread--it will all come out. Not much of use posted here so far. No, it reminds me of Ray Stevens, "I was incensed."

 

 

Morning Kent

 

Sounds like you are a bit biased yourself.

 

I don't know how you came up with--- "Bulletins (motorcycle) from BMW NA are hardly worth the paper they're printed on" -- when in fact some of those service bulletins are very informative & do serve a valid function.

 

Like the one on the 1200 hexhead specifying to reduce the final drive oil level (that's not in the service CD (actually a DVD).

 

Or the bulletin on the 1200 GS/GSA for re-routing the clutch line to prevent losing the clutch function 300 miles from nowhere. Or the service bulletin on moving the ambient air sensor so it reads correctly. Or the service bulletin on correcting the low oil level warning randomly coming on. (none of those on the BMW DVD)

 

Or maybe the one on the 1150 that specifies re-routing the 02 sensor wire away from the spark plug wire. Some riders had their bikes back into the dealers 5 or 6 times for that runability problem until BMW issued the service bulletin to help the tecs identify that problem. (lots of good info in some of those service bulletins that was not originally included in the service Manuals/CD's or DVD's).

 

[AndyS]

My how quick we are to condemn BMW."

We are not condemning anyone, just trying to get to the bottom of a(what has been for some a costly) issue.

 

Bulletins (motorcycle) from BMW NA are hardly worth the paper they're printed on in any event."

What do you mean? which ones are useless?

 

.... it's easy to take it out on "recreation" which is what BMW motorcycling is. Delayed buyer's remorse.."

To you your motorcycle may just be recreational, but to many of us it is a real hard working tool.

 

 

 

.... Keep reading the MOA thread--it will all come out. Not much of use posted here so far.."

Hopefully we won't have to keep flicking to the MOA thread, we should get to the bottom of it here too.

 

.... No, it reminds me of Ray Stevens, "I was incensed."

 

Sorry I don't understand this part?

 

Andy

[Paul Mihalka]

Clutch spline failures in BMW bikes is a old problem with some models and years worse than others. My experiences with spline failures: '74 R90S, 50K miles,at that time I didn't know it was a suggested service. Following bikes - '76 R90S, '78 R100RS, '82 R100, '86 K75, '91 K75RT, '94 K1100LT - got regular spline service, no problems. Starting with oilheads spline service was not suggested anymore, so it was not done. So the '99 R1100RT failed at 80K miles, the '02 R1150R at 29K miles (yep, one of those, got a new gearbox), '05 R1200GS at 70K. This last one was repaired with a low mileage R1200RT gear box. Splines checked/serviced again at 130K, were in perfect shape.

Question in my mind: I had many high mileage stick shift cars and never a problem. In cars clutch splines never come up even for discussion. Why on the bikes? Is clutch splines a discussion subject on other brand BMW style dry clutch bikes?

[Eckhard Grohe]

In cars clutch splines never come up even for discussion. Why on the bikes?

 

Possibly because the transmission input shaft is supported by a bearing in the end of the crank forcing it to be centered on the clutch assembly.

[dirtrider]

Morning Paul

 

Difficult to say exactly why BMW 2 cylinder motorcycles have more clutch spline issues that automobiles do.

 

Some is obviously due to the trans to engine alignment issues (those seem to be the low mileage early failures). This is most likely farther complicated by the very short trans input shafts used for motorcycle packaging (short stiff input shafts have little flex so ANY misalignment is critical).

 

I'm betting some of the accelerated spline wear is due to the harsh 2 cylinder firing pulses of the high compression BMW boxer engines with light flywheels. John Deere 2 cylinder tractors were also noted for clutch spline wear & tapered splines of the drive train becoming loose & stripping (big problems).

 

On the BMW 2 cylinder boxers--If you added the harsh 2 cylinder firing pulses to a slight trans/engine misalignment, then added in the inherent mid RPM rocking couple high frequency vibration to keep the spline engagement buzzing, then hang the clutch parts remote from the solid flywheel with bolted together parts so it can wobble a bit, now shut the fuel off on dropped throttle shifts to make smooth shifting very difficult & allow the splines to harshly rock on the slack, then overall gear the bike so it needs lots of continuous up & down shifting, then use short clutch disk splines that easily strip, you are setting up a perfect storm for drive spline failure. You can always keep slopping lube on it but that sure doesn't make up for the inherent issues stated above.

 

VW beetles used basically the same fine pitch clutch spline, about the same sized clutch disk, used a pancake 4 cylinder boxer engine & had few if any clutch spline issues. But the 4 cylinder VW engine had smoother power pulses, the trans had a lot longer input shaft, the input shaft was piloted in a needle bearing on the crankshaft center to control any misalignment, the clutch housing was bolted solidly to a solid close to the engine ridged flywheel & the engine had a decent weighted flywheel to make engine acceleration & dropped throttle very smooth.

 

The only way I know to positively determine what is causing the BMW boxer spline wear issues is to set up (controlled condition) test Dyno's or test fixtures with different forms of misalignments & input power pulses with different (& controlled) forced vibration & shifting simulations to see what makes them fail early in life as well as what extends the life to customer expected full service life.

 

Maybe BMW engineering already has that data but if they do they sure aren't talking or admitting anything to the public.

 

[scout6]

Any of you parts fiche wizards know if the transmission/final drive (basically the drive train from the motor back) is a direct replacement from an 04 RT into an 02RT? Both 1150s. Got the non rebuild-able perfectly running 04rt sitting in the garage for spares (I hope).

 

[AndyS]

Hi scout6. I have looked at an early 2002 and a late 2004.

Both bikes have the same part number.

Andy

[scout6]

Cool. Now I just have to start taking those parts off that I want and getting them into storage shape.

[steelerider]

My personal opinion is that no amount of lubrication is going to save those splines from failure - if they're going to go, they're going to go. If the shaft is out of machining tolerances, or there is a side load from bad alignment, they eventually will fail. You could lube them every day if you wanted to. Its just a simple shaft with spline teeth, not a universal joint.