New engine, new chassis – the endurance test of the generally re-designed, best-selling BMW R 1200 GS was in the focus of interest last year – even more so when a blocking transmission bearings led to a forceful, extensive pit stop.
The news in MOTORRAD 12/2014 hit like a bomb: Transmission damage during the BMW R 1200 GS endurance test. After 43,152 kilometres. What happened? Riding on the highway at high speed, the bearing of the transmission input shaft blocked. The inner ring run hot on the shaft, destroying the bearing balls, cage, and sealing washer. The result of an inadequately guided shaft: The shift fork along with the guide ring of the sliding gear burned up as the bearing was abused, while the sixth gear cogwheels jumped over and lost their tips. After rolling out to the hard shoulder with a disengaged clutch, the engine run without a glitch but the gearbox remained stuck in sixth gear. Of course, the clutch engagement was greeted with loud crash. Robert Glück, the driver and editor of MOTORRAD’s sister magazine PS, must thank his guardian angel that the inferno unfolding in the switching system did not block the transmission.
The disassembly of the damaged drive revealed a total loss. Remnants of ball bearings and metal chips had been spread throughout the engine interior; all remaining transmission bearings were already stiff. A repair did not seem reasonable, as we could not rule out resulting damage to the crankshaft and valve train. What is more, any wear measurements on the endurance test of the BMW R 1200 GS would be rendered meaningless by the damage caused by metal debris. Therefore, MOTORRAD decided – as any customer would have done with his own motorcycle – to run the remaining test distance of almost 7,000 kilometres with a replacement engine installed under warranty (list price: 7,975.70 Euro plus installation costs). Accordingly, all wear measurements of this endurance test relate to the mileage at the time of transmission damage. So much for the status quo.
