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PARTS: Clutch & Transmission |
PRICE |
BMW Motorcycle TRANSMISSION SEALS AND GASKETS
Either Viton (trademark
of DuPont Dow Elastomers) or Nitrile with a coated outside
diameter to help it seal in the bore. Viton is much more
resistant to heat and age-hardening than Nitrile, but more
expensive. The kickstart and shift seals are double lip to help
keep dirt out, the input and output are only single lip to avoid
the high heat generated by the second poorly lubricated lip.
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/2 R25
R26 R27 input shaft
(only available in Viton as I feel Nitrile is inappropriate in
this application) |
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/2 R26
R27 output shaft. |
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/2 /5
and R24 R25 R26 R27 double lip shift shaft. |
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/2 /5
and R24 R25 R26 R27 double lip kickstarter shaft. |
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R51/2
R51/3 R67 R68 kickstarter shaft. |
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/5
input shaft
(only available in Viton as I feel Nitrile is inappropriate in
this application). |
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/5
output shaft. |
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4-speed
or 5-speed rear cover gasket (specify) |
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TRANSMISSION
BEARINGS
The /2 and /5 R26 R27 four speed trans have three shafts with a
bearing at each end, the input, output and what is variously
called the intermediary, counter or cluster shaft. If you open
up the trans and find no accumulation of metal particles
anywhere, and visual inspection of the balls and races of the
bearings reveals no rust, pits or scars I see no particular
reason to replace them. |
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Input
shaft /2 R26 R27: |
Front
Bearing 6204 |
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Rear Bearing
6302 |
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Output
shaft /2 R26 R27 |
Front
Bearing 6303 |
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Rear Bearing
6204 |
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Counter
shaft /2 R26 R27 |
Front
Bearing 3203 (aka 5203) |
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Rear Bearing
6203 |
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Input
shaft /5 |
Front
Bearing 6304 |
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Rear Bearing
6304 |
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Output
shaft /5 |
Front
Bearing 6403 |
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Rear Bearing
6204 |
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Counter
shaft /5 |
Front
Bearing 3203 (aka 5203) |
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Rear Bearing
6203 |
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Input Shaft
/6 and later airheads |
Front
Bearing Unavailable |
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Rear Bearing
6304 |
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Counter
Shaft /6 and later airheads |
Front
Bearing 6304 |
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Rear Bearing
6304 w/seal |
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Output Shaft
/6 and later airheads |
Front
Bearing 6403 |
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Rear Bearing
6304 |
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TRANSMISSION SHIMS R26 R27 /2 and
all AIRHEADS 1970-1995
These are used to adjust the end play of the input, output and
counter shafts in the transmission to the specified 0 to 0.1mm
(0 to .004inch). Available in 0.1, 0.2, 0.3 and 0.5mm
thicknesses. Note that the stock R26 R27 and /2 input shim is
cupped shaped between 0.4 and 1mm thick, and the input shims I
am offering do not replace it, but are used in conjunction with
the stock one. |
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Shim
(Please specify input, output or counter shaft and thickness) |
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/2 and R26 R27 shim kit.
Includes the following shim thicknesses/quantities for each
shaft (a total of 24 shims):
0.5mm - 1
0.3mm - 2
0.2mm - 2
0.1mm - 3"
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/5 shim kit. Includes the
following shim thicknesses/quantities for each shaft (a
total of 24 shims):
0.5mm - 1
0.3mm - 2
0.2mm - 2
0.1mm - 3"
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5-speed shim kit (for /6 and
later). Includes the following shim
thicknesses/quantities:
0.5mm - 2
0.3mm - 3
0.2mm - 5
0.1mm - 5"
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LIGHTENED AND BALANCED FLYWHEELS /2 /5 /6 /7 THROUGH 1981 -
For /2 we have milled a few flywheels, reducing their weight
75%, from about 12 lbs (5.5 kg) to 4.5 lbs (2.0 kg), and
balanced them to within .1 oz-in (.7Nmm), about 1/5 the out of
balance the factory found acceptable. The inner area is drilled
and outer “wall” milled off, while leaving segments with the
timing marks and another 180 degrees opposite. High contrast
timing marks added every 3 degrees between 0 and 39, 45, or 48
degrees ATDC - depending on the model, while retaining the
original F, S and OT flywheel marks. |
PLEASE CALL TO ARRANGE |
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Exchange flywheel /2.................................. |
$240 |
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Without an exchange /2............................... |
$350 |
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/5 /6 /7 |
One flywheel |
$240 |
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Two flywheels |
$210 |
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Five flywheels |
$188 |
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Balance your flywheel /2 /5 /6 /7 - (*add $9 shipping
charge.) |
$47* |
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Balance both your clutch pressure plates and diaphragm spring /2
/5 /6 /7.Send your clutch bolts (cost when done with flywheel) |
$48 |
TRANSMISSION
ADAPTER PLATE
If you have a need to install a post 1969 engine in a /2 this
plate keeps the drive shaft splined-coupling fully engaged on
the final drive splines, as well as adapting the slightly
different hole pattern of the post 1969 transmission output
flange to the /2 drive shaft. Be aware that this sort of
conversion in today’s market severely lowers the value of the
/2. |
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