Where would I get a used BMW R-series engine?

These days perhaps. I think have related the tale of my vintage racing
mate taking his R75/6 flat out through the bottom of Barregarrow.

As to belt changes and the like, I can't see a problem if they are as
easy to do as on the Nordwest (DOHC but screw and locknut adjustment).

Quite glad the Tart has a chain though, and I have related the
reasonable cost of having the clearances and FI adjusted on that
already.


--
+----------------------------------------------------------------+
| Pete Fisher at Home: |
| Voxan Roadster Gilera Nordwest * 2 Yamaha WR250Z |
| Gilera GFR * 2 Moto Morini 2C/375 Morini 350 "Forgotten Error" |
+----------------------------------------------------------------+

 

You are a sick sick man ;o)

 

Using the patented Mavis Beacon "Hunt&Peck" Technique, SD

Platy's did.

 

Planned obsolescence

 

O'Contraire. They lasted the lifetime of the electrics. I slung on a
decent used barrel, piston and head, then found I had to replace the loom.

 

Using the patented Mavis Beacon "Hunt&Peck" Technique, platypus

Loom? Service item onna Beemer, mate.

 

Couple hours. Apart from a little matter of mixing up the headlight and
starter relays...

 

Nor in mine.

Well, yes. A 250 will be working harder throughout its life, cc for
cc, than an 800.

 

Belt changing, at least on the SOHC bikes, is a very simple job. Maybe
half an hour for both belts.

Shimming... yes, that's a bit more time consuming, but mine has only
needed shimming twice in 30k miles.

I dunno about the DOHC bikes, mind.

 

Indeed. Cambelts, when they first appeared on cooking production lumps,
were only driving the cam and lasted 100k easily. Valve technology that
lasts the life of the engine has been around for decades and there is no
reason why BMWs should have been cursed with such crap metallurgy.
--
Dave
GS850x2 XS650 SE6a

"A scone and tea at half past three
Makes the day a little brighter
Keep your cakes and fancy tarts
And stick them up your shiter."

 

Now you see why I'm less than impressed by the supposed
bullet-proofness of BMW engines. Those air-heads are meant to be the
most reliable ones BMW have ever built too, so what does that say about
the later built shite they turn out.

--
Lozzo
Suzuki SV650S K5
Honda CBR600 FW trackbike
Yamaha SR250 Spazz-Trakka
Suzuki GSXR750 L
Suzuki TS50X
Suzuki TS50X

 

Why were they suggesting replacing them? I haven't got a clue but was
it down to valves breaking, seats needing re-cutting, collett grooves
wearing and dropping the valves?

 

Heads fall off, innit? Valve head and stem are different metals and
the weld between them lets go some time after 50k, leading to an
advisory that they should be changed at 50k.

 

That's hardly a rarity is it?

 

Ultra-light aircraft often used to use converted VW engines. I dunno
if it's the same for microlights, but ultralights had dual-plug
conversions done and the crank would have been crack-tested. I guess
there would have been some sort of thrust bearing fitted too.