Showing posts with label Brigitta Service. Show all posts
Showing posts with label Brigitta Service. Show all posts

Wednesday, August 29, 2018

Brigitta's 100,000 Mile Transmission Input Spline Lube

Nov 01, 2013 was when Brigitta, my '87 R80 Beemer motorcycle, went over 100,000 miles and I did my first transmission input spline lube:  LINK

Sadly, it's taken almost five years to rack up another 10,000 miles on Brigitta to meet the next spline lube interval.  Her odometer read 100168 (actually 00168 as there's no spot for the 1) and has been there since August 01, 2018 when she was last ridden.  Pitiful, I know.  I've no excuse.

As before, I followed this guide from  LINK and the whole thing took two hours this time as I was more comfortable with what is involved AND as suggested previously by RichardM; I removed the air tubes within the air box before attempting to remove the three screws contained within the box.

This makes things easier re the bolts, but the tubes are a bit of a PITA to put back in later, still, it was progress of sorts.

Note: On Brigitta, one has to remove the shock's upper mounting bolt in order to be able to move the transmission back away from the engine.  Also had to loosen the left footpeg in order to allow backward movement of the gear box.

Here's what the splines looked like when I got the gear box far enough:

 As you can see, no evidence of any of the Honda Moly 60
I had used in the previous lube operation, five years go.\

There's also some minor damage to some of the splines that I could see.  Hopefully not too bad.

I used brake parts cleaner spray to hose off the splines and the area around it.  Lots of black dust came out.

Then, using regular cotton swabs and a plier to hold it, I applied Honda Moly 60 to the splines, making sure to not over apply the stuff so it doesn't get flung off and onto the clutch plates where it would do no good.

Freshly lubed splines before re-assembly

Re-assembly was basically doing everything in reverse order.  No major issues, just some fiddling involved with the air tubes within the air box and some creative maneuvering of components to get everything lined up again in terms of the swing arm, gear box case and shock absorber.

No cussing, no blood drawn, and I didn't have to wake either of my sons to help with the work.  I must be getting better at this.

Took Brigitta out for a ride on the usual test ride loop and everything stayed together!  She shifted just fine and ran well.  I think I'll take her for a longer ride later or tomorrow just for some more exercise.

Sunday, January 18, 2015

A Day of Wrenching

Spent the morning beginning Brigitta, my '87 BMW R80 Airhead's 105,000 Mile service a bit early.  Basically trying to sync up the intervals with the readings on the new(used) odometer I recently put on her.

She's really not at 105,000 until the new(old) odometer reads 96,178 but I decided to start it at 95,648.  This way, I can resume the 4500-5000 mile service interval without having to keep reminders taped to the inside of the fairing.

All fluids were drained from the engine, transmission, final drive and adjoining drive shaft housing.  Spark plugs were checked and found to be of good color, the air filter was checked and blown clean and will be replaced at the 10K interval.

Valve clearances and carburetor sync are scheduled for tomorrow.

In the afternoon, we were relaxing around the family room and Martha spots a posting on the CZAR (Colorado Zidecar Adventure Riders) Facebook page.  A fellow Uralista, Scott M. was reporting being broken down in the town of Wellington, CO!

Some texts and phone calls later, we knew he needed a replacement donut and clutch release lever.  The donut coupler mates the output from the transmission to the main drive shaft going to the final drive; the clutch release lever activates the clutch when you pull the clutch lever in.

I called Tim L., who lives in Longmont and he immediately headed out with a replacement donut.  It took me a few minutes to hook up the trailer of shame (just in case it was needed) and soon I was on the road myself, driving Martha's X5 with the trailer in tow.

About an hour later, I pulled up to the guys who had things taken apart and yelled out the window:  "The Trailer of Shame is here!".  The guys both laughed.  I parked the car and we got to work.

This is what I saw when I showed up shortly after 3 PM.

 Broken Donut

Broken Clutch Release Lever

 Repairs went pretty smoothly, though the spare clutch release lever I had carried for
over a year and a half turned out to have troublesome threads.  It caused some thread
damage as Scott installed it, but it did the job.

Scott finishes "buttoning up" his rig in preparation for a test
ride and then a victory spin about the parking lot.

We said our goodbyes, Tim headed home to Longmont and I followed Scott and his rig for a while to make sure nothing else happened.  Everyone got home safe, a good day of wrenching!

Previously: Ride to Sleeper House and Westlands Park

Friday, November 01, 2013

Halloween and Formerly Scary Beemer Maintenance

Another Halloween has come and gone, a holiday I don't participate in or particularly enjoy.  Whatever reasons aside, it is something Martha and Miles, my younger son, enjoy to some extent.  Martha did spot and buy me this Halloween-themed knick-knack.

Any resemblance by this rig's riders and bloggers known to you is purely coincidental.

Foggy conditions in Downtown Denver....just a bit spooky perhaps?

Now, as to the formerly scary maintenance task.  BMW Airhead motorcycles, have varied maintenance tasks required at certain intervals, just like any other motorcycle.  I'd done most of the basic ones with no issues, tasks such as fluid changes, replacing components, etc.  

The one major task, of which I learned of the hard way when I lost my transmission on a ride with Brigitta, my '87 R80 Beemer, is that you have to lube the splines on the transmission input spline every 10,000 miles or so. 

As Brigitta recently went over 100,000 miles on her odometer, it was time for the spline lube, as I'd had Clem, the local Airhead Guru, do it at 90,000 miles.  The cost?  $350, mostly labor costs.

Today, thanks to this guide: LINK and really helpful advice and guidance from RichardM, I decided to undertake this previously scary task.  Scary you wonder?  Well, it involves, removing several components such as gas tank, air box, carburetor tubes, separating the transmission from the engine, freeing the swing arm to allow backwards movement; all this without breaking rubber/plastic components that are over 26 years old!

I am happy to report the task was as easy as the guide and RichardM made it out to be.  A bit onerous due to all the components that have to be removed to get at the input spline.  The guide above illustrates the steps involved perfectly, so I skipped taking pictures of my own motorcycle except for these:

 Here's the 3/4" gap I ended up with, showing the input spline.

 As you can see, not a trace of lube on the input spline!  
But, also no discernible wear on the splines!

Using a long-handled paint brush, I brushed on Honda Moly 60 Grease.
Taking care not to overdo it on applying the grease, otherwise it
gets flung out into the clutch plates, causing slippage.

Lubing done, re-assembly was the reverse of what I'd done.  The task which had been most worrisome was lining up the swing arm so that the gap between swing arm and frame was the same on both sides.  Thanks to RichardM's patient emails, I managed to line things up and torque things done with no hassle.  I must check the lock nuts in about 50 miles to ensure they don't come loose as the guide's author notes.

The hardest part?  The bloody bolts that are in the air box, and secure the top half of the transmission to the engine!  There's rubber air tubes inside the air box which are in the way and one must be patient and a long handled 6mm Allen wrench!  

All in all, about four hours of fun filled wrenching, one small cut, some minor cursing at the air box mounting bolts, and I was done.  This recurring task no longer engenders any fear or worry in me.  It's really not complicated, but now I must research a better tool for those bloody mounting bolts within the air box!  :)

Oh, I also had to replace the battery on my URAL Sidecar Rig, less than three years old and it had been struggling to power the starter and cranking the engine.  I'm glad it wasn't the starter, and it gave me a chance to tidy things up in the battery compartment in terms of wiring.

Previously: Riding with Brady of Behind Bars

Saturday, May 14, 2011

Friday the 13th "incident"

Yesterday, Friday the 13th, I was riding home eastbound on Arapahoe road at the peak of rush hour after another long day at work.

I was riding Brigitta, my '87 R80 Airhead Beemer which of late, had been exhibiting some climbing idle issues when warm.  I thought I'd dealt with such by turning the fuel mixture screw inwards or clock-wise 1/4 turn and things indeed had been stable.

As I crossed under the overpass for the I-25 super slab, her rpm's went into the 6000 range and her engine raced accordingly since I was only going perhaps 15 mph in the heavy traffic!  Not good.

Luckily, just letting out the clutch a bit more would settle things down enough for controllable riding.  I pulled into the Honda dealership, engine racing as I coasted to a stop.

I jiggled the throttle cables going to the carbs and the idle settled back down to normal once again.  Luckily, I'd not drawn anyone's attention with my racing engine sounds.

The engine still running, I put her on the center stand and tried jostling the splitter assembly where the throttle cable from the throttle grip enters and pulls on the two separate cables that go to each carburetor.  Voila, the problem went away, I could blip the throttle and it'd settle down nicely when released, as expected.

The ride home went fine and I took the 30 seconds or so to remove the gas tank off the motorcycle to expose her wiring/cabling/fuses and relays:

 Removing the gas tank on Brigitta is vastly simpler and faster than on Vikki, my '04 Suzuki V-Strom

Here's a shot of the splitter for the choke, I couldn't get a good angle on the one for the 
throttle cables but you get the idea.

I removed the heat damaged (after only 90,000 miles, dang Teutonic engineering) rubber covers and lubricated the cable where it enters the splitter assembly so that the cables now rotate easily within the small housing they connect to.

Did that on both ends, on both the choke and throttle cable splitters.  Replaced the rubber boots, wrapped some electrical tape around them since both were heat-cracked.  That should take care of the "sticking throttle cable" situation hopefully.

As long as I had the tank off, I decided to renew the heat sink paste one uses to transfer heat from the Ignition Control Unit to the heatsink:

 The silver plate is the heat sink, the black object is the ICU bolted onto it.
The heat sink paste that remained was still fine but enough had been used up to require more.

 Here's a view of the heat sink and the ICU, now separated, before I put more heat sink paste on.

This is the stuff I used, works fine, not expensive.
This tube has lasted me since I got the R80 back in 2008.

The above job done, I put the R80 back together.  Total time, perhaps 30 minutes or so.  

We'll see how she does on the commute next week.