K11 Owners Group

[Grunter]

I have just returned froma couple of weeks touring in Southern Europe including Switzerland where the daily tempertures reached the middle to high temps in the 30 to 36c range.

On one of the days, I was riding the triangle of 3 of the high mountain passes all of which are all around 7000 feet high. (Sustens, Furka and Grimsel passes). On the ascent of the the 2nd, (The Furka) the traffic was very congested due to a major autobahn being closed and a lot of the excess traffic also had to use the same road as myself.

About 2/3rds of the way up I became aware of a whistling sound and the motor began to loose power. At the same time the cooling fan was struggling to making any impression on the high temperatures. I stopped the bike as soon as I could and shut the motor down. The whistling stopped but started again as soon as the ignition was turned on again. This noise I now know was the fuel pump not pumping liquid fuel but due to the high temperatures it was trying to handle already vaporised fuel.

After letting the motor cool down for a while, it started up and has run ever since with no problem. What I was wondering was, has anyone else ever come across this in the 'hotter' parts of the States?

I doubt very much if I will ever experience this situation again but 'just in case' it does, has anyone else any preventative measures.

It wasn't the coolant, that was very nearly new and full up to the mark.
_________________
1997 K1100LT
1994 R1100RS

[Flying Duck]

I've done lots of riding in hot temps in the Southwest US and never had this issue.

Hot temps will not vaporize all of the fuel in your tank and the fuel pump is low and submerged in liquid fuel.
_________________
93 LT (x2)
94 RS
86-97 K75F(K75/100/1100 Frankenbrick)
86 K75C w/paralever, hi perf cams,TURBO!
91 & 92 K75Ss
91 K1
86 custom K100
14 WR250R
IBA #17739 (SS1K, BBG, 50CC)
Buy parts HERE

[Grunter]

That was what I thought, however the tank was about 3/4 full, but the traffic was very slow with no opportunity to overtake. I was resttricted to perhaps no more than 10-15mph for about 3-4 miles.

The K11 motor is a big hot lump at the best of times.
_________________
1997 K1100LT
1994 R1100RS

[SugarHillCTD]

[acftfliehr]

All,

Interestingly although I have heard of this, I never have seen this on my machine, and hope I don't. Been a California Bike since new,,,

My 1985 K100RT is actually a late 1984 unit that I've had since new and have been riding it every day (if not riding my 1986 R-80 which has been down for Ted Porters 1000 CC upgrade in my garage). It had the heat shielding mod installed below the fuel tank by Hansen's before he sold me the bike in 1986 (new).

Major issues over the years on my 260K K bike has been yes the heat but the LT louvers seemed to alleviate that quite a bit. Bum may have some into on this, however I have a 3 core row radiator which came with the early bikes, later ones had a 2 row (with more fins?) but I tried a new 2 row about 10 years ago and the bike ran hotter... maybe a more recent design is out there perhaps (3rd generation)?

I also added a fan override switch and use that anytime I'm riding slow and it's hot, or if there is a substantial tail wind. I installed a temp gauge and monitor the temp. I know where the fan kicks in and put the fan on for continuous ops if it starts cycling, this provides for higher fan life by reducing brush arcing on fan start up.

Some have added the "Johnny Blanket" I've never did this, however I've herd it helps http://www.k11og.org/forum/viewtopic.php?t=12359&highlight=johnny+blanket

Fuel cooler here by the Aussies: K75RT Fuel Cooler

K75RT Fuel Cooler
Starting a new thread to document the installation of a fuel cooler on my '94 K75RT. Picked up this cooler on eB...




The fuel is also and issue, these bikes weren't designed to have this 10% alcohol fuel we have to endure being put into our tanks. I think that may be a greater issue as the fuel vapor lock has been altered... See this article .A Primer on Gasoline Blending - EPRINC

A Primer on Gasoline Blending - EPRINC
Gasoline is composed of many different hydrocarbons. Crude oil enters a refinery, and is processed through vario...




2nd major issue was the output shaft rivets shearing and loosing oil pump as well as output transfer power to the flywheel and downstream. I removed and replaced that with a K1100 output shaft from Beemer Boneyard about 10 years ago. If you start your bike when cold and hear a slight cyclic clunking noise which goes away as it warms up, you may have this condition. It was on mine when new but BMW said not to worry as it's overbuilt and won't fail, it did at about 175K. Not blaming BMW, it just was an issue that they would never have perceived at the time from happening.. I've been told that these were only on the early bikes.

Lastly, I had a situation that the bike would be running great and would just auto shutdown, then run great after that?!? With much troubleshooting etc, found it was burned contacts int the ignition switch, a lot of current goes through that switch and it powers essentially a lot of the ignition system etc.. I spent a lot of time and parts sent to Denmark for troubleshooting etc, on this Check the simple items first and using the excellent T/S procedures that Bertrand Vogel has put on the web for all to benefit is the rule I found. Found here in pdf form where you can store on your HD: http://hrsbstaff.ednet.ns.ca/bvogel/K100/download/efi-web%20page/K100%20troubleshooting%20Starting.pdf

The bike has been a workhorse and has taken me not only to work (whitelinning the 580-238-880 everyday) but has been on 3 Flag Rides as well as a few 1000 Mile Iron Butts (No I haven't done the 11K 11 day Kneebone one)..., and now represents the Bay Area's only BMW for our Warriors Watch, Patriot Guard and Military Escort Rides for our returning troops families, PD, FD and first responders... most others are Harley types!!

I would like to know if Snow Skiing Bum has any info of the later radiators, it they are indeed more efficient than the original 3 row radiators would be good to know..

[Grunter]

This is an old thread but to update it now.

After I allowed the motor to cool a bit I restarted and made my way to the top of the pass and then was able to descend to the valley below some 5000 feet down mainly on over run. This allowed the engine to cool and temperatures return to normal.

I got home without any further real problems, but the temp did rise on a couple of occasions when held up in slow moving traffic.

To cut a long story short, once home, I set about checking to see what caused the problem and when testing the thermostat, it was apparent it wasn't opening even when placed in boiling water. The only cooling had been via the bleed hole in the system bypassing the 'stat.

The thermostat was replaced and as they say the rest is history.

Actually this just goes to show what a terrific engine the K1100 lump is.
_________________
1997 K1100LT
1994 R1100RS