K100 rear suspension

Tel: info james-sherlock. Bilstein damper, i. Same looks, same level adjustment, same quality, adjustable preload and damping, not 16v Also available used with 6 months warranty.

Phone or email to enquire! Rear suspension mounting bolts, washers and nuts, stainless steel, set. Need a second hand part?

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k100 rear suspension

Brake pad pins and clips. Brake pads front. Brake pads rear. Brake switches. Caliper parts. Caliper bleed nipples.In the s the engineering team at BMW Motorrad faced a Japanese motorcycle boom largely based around exceedingly powerful 4-cylinder bikes, the British, American and Italian motorcycle manufacturers were all struggling with the same problem — namely, how do you compete with reliable, powerful, well-engineered and fun to ride motorcycles that are being sold at a price point lower than even your own cheapest offering?

They eventually settled on a cc straight-4 built by Peugeot, they decided to lay the engine on its side and by laying it longitudinally they avoided having to add a 90 degree angle between the direction of the crankshaft and driveshaft.

Once the new model was released the team at BMW Motorrad sat back and waited to see what would happen. This was a company famous for building boxer-twin, air-cooled motorcycles and some were concerned that the purists would be furious over a water-cooled straight Paul then set about the internet to find the parts he needed, a Dakota digital dash replaced the stock instrument cluster and when viewed as part of the finished bike, it fits the theme perfectly.

Once Paul had finished the bike he took it out for some shakedown testing on a nearby race track, he quickly noticed that at speeds in excess os kph the bar-end rear vision mirrors would fold in due to aerodynamic pressure, he replaced them both and the problem was solved.

The front end was a right-off so somehow, he managed to figure out how to install the front end from a Yamaha R1 onto a BMW K A special triple-tree had to be fabricated and there was much wailing and gnashing of teeth throughout the whole process, finally and through what I assume involved some high level of black magic, it was all installed and working properly. The finished bike has an impressive side-profile, it looks almost like an official BMW concept motorcycle designed to invoke the spirit of the classic K — an idea that BMW would be wise to wholeheartedly embrace.

Paul tells me that the bike handles remarkably well thanks to its new, more modern front and rear suspension and significantly reduced weight, apparently it has no problem keeping pace with his KR — which is an achievement unto itself. He clearly has a talent for it, so it would be a shame if he stopped here. Silodrome was founded by Ben back inin the years since the site has grown to become a world leader in the alternative and vintage motoring sector, with millions of readers around the world and hundreds of thousands of followers on social media.

This article and its contents are protected by copyright, and may only be republished with a credit and link back to Silodrome. The design is French with some very obvious British cafe racer influencesthe bike is built in…. Read More.

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Paralever, Suspension and Driveshaft factors.

Accept Privacy Policy.This is an alternative description of the Paralever principle for those who are put off by the standard technical gobbledygook. First-timers might want to head over to Tony Foale's website motochassis. However, Tony's writing is so concise that it leaves some people behind, hence my efforts here. Rather than try to completely describe the design implications as Tony did, I'll be content to illustrate some principles of the system.

Our model will be a motorcycle with the rear wheel locked to the rear drive. This is a realistic example because in operation, it's that link between the wheel and rear drive that transmits the forces involved, so for a given moment in time we can assume that they are a solid unit.

After all, removing that link is the same as coasting, and the effects that interest us occur under acceleration and braking when torque is transmitted from the rear drive to the wheel. Whereas the original Monolever system had a single pivot at the front of the swingarm, like most motorcycles, the Paralever uses two links to connect the rear drive to the transmission. This is a "Four-bar" linkage, similar to double-wishbone suspension in cars which keeps the rear drive at a contant angle as the suspension moves.

In fact, there are several similarities between the two that can be explored. Let's be clear on some terms I'll use here. The "rear drive" is the bevel-gear containing casting that is at the end of the swingarm; it contains the flange that the wheel bolts up to.

Whenever I refer to "rotation", I am specifically referring to the rotation, or angular change in position, of the rear drive unit as the suspension moves up and down. The wheel rotates while you ride but that's not important, and the Paralever links rotate around their end points also, but don't let that distract you.

We are only concerned with the change in the angle of the rear drive unit shown as a circle in the wireframe diagrams. Also, I will mention the forces acting on the rear drive: there is a road force pushes forward on the tire's contact patch during acceleration and this is balanced by the inertial force of the bike which pushes backwards at the swingarm pivot.

Lastly, it's worth keeping in mind that most of my diagrams portray the two Paralever links as being parallel and of equal length. This isn't exactly correct, but making this assumption clarifies the difference. At the end I'll show how the actual geometry differs. Refer to the diagrams below while we look at the basic concept: with the Monolever design, you can see that as the rear drive moves vertically, it rotates.

This is a simple result of the fact that the swingarm and rear drive are one unit, hinged at one end: vertical movement will cause rotation, and rotation will cause vertical movement. This torque-induced suspension movement, sometimes called "the shaft effect" or "shaft jacking" is considered to be a drawback to traditional shaft-drive designs.

The Paralever drive unit, on the other hand, does not rotate as the suspension moves up and down - it stays at the same angle as the chassis because of the parallel links. Since there is no direct relationship between vertical suspension movement and drive unit rotation, the torque of the wheel does NOT result in suspension movement. This, in a nutshell, is what the Paralever is about. Understand this paragraph and you're almost finished.

If that didn't work, try this: Think about the motion of the contact patch with respect to the bike. Since the Monolever is one solid piece in our exampleevery part of that system rotates around the swingarm pivot. As the contact patch pushes forward, it can actually move forward with respect to the rest of the motorcycle by pushing downwards.

Looking at the arc of motion of the contact patch, you can see that there is no real way for the wheel to try to "scoot underneath" the bike, as the Monolever does.

In fact, this "virtual pivot point" is really at the heart of how the Paralever works; BMW has enabled the rear end to pivot around a location where they simply could not put a mechanical pivot. Here's a automobile example of the same concept. The Monolever is like the "swingarm" rear suspension used on the Corvair. Remember "Unsafe at Any Speed"? The cornering forces tended to raise the rear of that car in exactly the same way, leading to the rollover issue. And the Paralever is just like the double A-arm suspension, which is one way the auto makers solved the handling problems inherent to the swingarm.

Interestingly enough, another solution to the problem is simply to make very long swingarms, like GM used on the front of their trucks for many years. The torque generated by the cornering force is resisted by a longer lever, resulting in less force at the end of that lever and less lifting.

And the parallel to motorcycles?As the s came to an end, BMW faced three problems from developing its flat-twin boxer engine further:.

In combination, this meant that BMW's marketing to users of a superior bike, allowing them to price at a premium, was being quickly lost, resulting in a loss of sales and market share. At the time, BMW, Moto Guzzi and Harley-Davidson were the only major "high end" manufacturers that did not offer liquid-cooled engines.

Competing brands, notably of Japanese manufacture, were touting the superiority of their liquid-cooled engines and had introduced low maintenance shaft-drive technology in a growing number of their models. BMW needed to develop a clean burning four-cylinder engine quickly.

While a flat-four engine would have been suited to their boxer tradition and experience, it would also give the appearance that they were copying Honda 's GL Gold Wing. Fritzwenger's concept was developed by a team led by Stefan Pachernegg [3] based on criteria set out by R. Michel and K. Martin Probst, who had earlier worked with the development of BMW's Formula Two engine, was responsible for engine testing and development.

As an automobile manufacturer, BMW had about twenty years of experience with liquid cooled overhead camshaft inline engines.

BMW K100 by Paul “Hutch” Hutchison

This was carried over to the K engine, which used a Bosch LE-Jetronic fuel injection similar to that being introduced on their second generation 3 Series cars. The engine was positioned with the crankshaft on the right-hand side of the motorcycle and the cylinder head, camshafts, injectors and spark plugs on the left-hand side.

This improved access to the engine over that of a conventional design, where the crankshaft would be at the bottom and the cylinder head and associated parts would be between the engine block and the upper frame. At the time of its introduction, the K75 was BMW's least expensive motorcycle. The three-cylinder BMW K75 was developed alongside the K, but was introduced a year after the K as a marketing strategy. The front engine mounts on the K75 frame are placed further back than in the K frame and the downtubes are at a different angle; otherwise the frames are identical.

The K75 had the same wheelbase, seat height, and steering geometry as the K A single-sided hollow swingarm enclosing the drive shaft provides right side drive through the gearbox and to the rear wheel. The 3-into-1 all stainless steel exhaust exits on the left hand side. Brakes are two-piston Brembo callipers onto undrilled discs.

Two different fork manufactures are used: Showa with an outer upper tube diameter of 1. All K models have dual front and single rear disk brakes. The RS model has taller gearing than other models. The S and RT versions have a rear disc brake and 17" rear wheels, whereas the others have a single leading shoe drum brake and 18" rear wheels.

A stiffer "anti-dive" front suspension was added to the S and RT models. The later RT versions had an adjustable windshield that could be raised and lowered. Some taller riders complained of wind buffeting with the smaller S model stock windscreens. The same team would later develop an improved four-valve-per-cylinder head for the aerodynamic K1.

In later models, the standard swingarm was replaced with a Paralever as on the K1. Anti-lock brakes ABS were developed for K and K75 motorcycles and were installed on later models, which were among the first production motorcycles with this feature. Although sales were initially modest, buyers eventually warmed to the multi-cylinder BMWs. The K was a relative sales success, stemming the losses to the Japanese and changing the media and public perception of BMW.

The four-cylinder engine suffered from secondary vibration, but the three-cylinder K75, with its balance shaftwas far smoother. The competition were never far behind in performance on launch, updates were modest, while engine performance was stepped up with the September launch of the radically aerodynamic BMW K1.

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k100 rear suspension

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k100 rear suspension

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Maybe that kick in the behind you get every time you ride over a bump is your bike trying to tell you something. Some signs of a dying rear suspension are hard to ignore. But for a long time BEFORE it gets that bad, your shocks and springs have been breaking down gradually over time, not only adding discomfort, but contributing to premature tire wear, increasing your stopping distance under hard braking, even compromising your ability to control the bike.

Ride with a passenger, and multiply the jolting, shuddering, wallowing and wobbling times TWO. Get your suspension inspected and serviced. Replace those worn out, potentially dangerous components. Best of all, we have the knowledge and experience to assist you with your buying decisions. All original BMW motorcycle rear suspension parts can be found for your model in our Microfiche section. One of the best things you can do to increase the pleasure and precision of your ride is to get high-performance shocks.

Top of the Line? This Swedish-made brand is world renown for quality and performance. Other brands such as Progressive Suspension or IKON offer products that will also upgrade the performance of your bike but without busting the budget. We can get anything you need to satisfy your rear suspension goals.

Regain the comfort and handling performance your BMW was meant to have. Join Bob's Road Crew. Free U.

Rear Wheel & Shock UPGRADE - BMW K100

No promotional code required. Shipping rate will default to free ground shipping for eligible orders. Offer limited to ground shipping to U. Shipping charges for oversized, heavy or large items will be applied. Menu X. To personalize your shopping experience BMW Motorcycle Rear Suspension Parts Maybe that kick in the behind you get every time you ride over a bump is your bike trying to tell you something. Page of 3. Need Assistance? Contact Us.I, like many bikers, had the idea of one day doing a project bike.

I had talked about wanting to do a proper build for some time. My very supportive, beautiful wife asked me what I was waiting for? I found the donor bike in Adelaide as an unregistered trade-in advertised on gumtree. My Dad and I did a quick km round trip, and the real journey began! It is a bit daunting! I decided to start easy and do the front guard. I was hoping the exhaust collector I found would be easy to rotate 90 degrees to get the angle I wanted.

Not possible! It will only fit in the header pipes one way. He also has fixed the Clip-On bars, making the bars 22mm and the mounts I want to follow the line from the fuel tank base through to the rear tail unit. One week later …………………………………………………. The tank and seat unit are off again for painting. On the condition I do the preparation work. I bought some bar end indicators off eBay to use in the frame holes. Internal wiring was an interesting job!

I need the tank and seat unit back to run the engine to check tacho. I ended up getting a sensor unit from Dakota Digital and mounting it on the front wheel. It counts the wheel studs. Reassembled to get the seat done. Got the seat back, great job! Put the bike together and added the headlight to preview the finished bike. After 6 days work, back into the wiring. This is a boring picture, but it is satisfying to get it right.

I took the tank and seat back to Pete for a final touch up today.

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