Warning.... not for the purists. I built this a few years ago but thought I would share some of the photos with you all. The previous owner had owned it for 16 years but it hadn’t been on the road for 5 years. Poor condition and not running or rolling very well to be honest.
Got it home to my mums house in the back of a van. Struggled to roll it and found the front brakes seized on. Stripped and cleaned the callipers and changed the fluid. Drained the fuel tank and charged the battery. Even used the original tool kit Just have to tidy my garage now and bring it home.
Not sure I would use the word “restore”. More freshen up and modify to my requirements. I just really like the look of the old boxer engine.
Fill your boots.. My “Keeper” almost 21 years old, 43,000 miles looks good as new, goes like a train and it’s got Ohlins shocks on it so it’s a great thing to hustle about!
More stripped off, rear sub-frame etc. Quick compression check (note earthing out the plugs to prevent damage). Compression was good... might lightly hone the bores and replace the piston rings for good measure though.
It looks as if you have done a nice job on the brake calipers. I believe they are Brembo F08s and I have the same on my old airhead. I'd be interested to know where you sourced any new seals, etc., and whether it looks as if the bleed nipple hole and the brake line connection are the same and therefore interchangeable? I'm thinking of tidying up the complicated old BMW hose connection arrangement from the master cylinder and going for a more straightforward set-up with two braided hoses from the master cylinder, one directly to each caliper. It looks to me as if it might be neater to have new hoses connected to the outer threaded hole on each caliper, where the bleed nipples are located at present.
Lovely bike. When I was 18 I bought a brand new R75/7 as the R80 was being introduced. With only 50 bhp it was a great bike to ride around the German autobahns. Would love another. For now I will make do with this:
My last R100RS I had serviced and tuned by Jim Cray of "Cray Engineering", twin plugged, gassed flowed heads, deep sump conversion, Bosch coils, electronic ignition and stainless Keihan stainless exhaust system which Jim opened up the silencers and junked the baffles and fitted a reverse cone mega system and then tigged and polished them so you wouldn't know. Great bike and surprised a few people...
Now the engine strip-down commences. The push rod seals were leaking and split, also the tubes were seriously corroded. Thought it best to replace all gaskets and seals as they are 37 years old now (older than me). With the barrels and heads off, I got a good look at the bores and rings. Didn’t expect any surprises as the compression reading were all good. Still wise to replace the rings.
I measured the bores and checked for ovality, all within spec. Just a very light hone required to help the new rings seat. These old engines were designed for lead fuel so valve recession can be an issue. I had 2 options...... 1- have the seats cut out and hardened seats fitted to allow modern lead free fuel. 2 - if the valves are ok, just run lead additive and keep an eye on valve clearances. I went with option 2. The valves and seats are ok, I will be lucky to do 500 miles a year..... and I like the smell of the lead additive I had the barrels and heads aqua-blasted.
