From my experience, the forks are much harder to depress when the bike is powered off, so I expect you’d be stuck on maximum damping.
(Sounds like an interesting project)
(Sounds like an interesting project)
2016 R1200R ESA fork, what happens if ESA fails or plug is disconnected?
Anybody here knows what happens to an ESA fork leg if ESA fails or the plug is disconnected? What state would the fork be in? How would the bike behave?
I know that only the left leg is active so the right one would not be affected.
I have some trouble connecting my R1200R ESA fork to the K1600 ESA controller
They are quite different it seems, R1200R has two wires and K1600 has four, even though there is no preload adjustment up front on the K1600.
I know that only the left leg is active so the right one would not be affected.
I have some trouble connecting my R1200R ESA fork to the K1600 ESA controller
They are quite different it seems, R1200R has two wires and K1600 has four, even though there is no preload adjustment up front on the K1600.1 - 20 of 44 Posts
That fact is very interesting. And it tells me our bikes probably only adjust rebound then (the most common form of damping adjustment). And the K1600 probably adjusts both rebound, and compression damping (4 vs 2 wires)... but on just one shock (telelever). Could be wrong that just one adjustment is electronic, but doubt it. And that'd also mean only rebound damping present on one fork, while fixed compression on the other, which is very common on sporty bikes nowadays (KTMs, etc). Curious to see what the service manual shows on both forks.
Finally, it's easy to figure out what setting any such feature would default to: The one that makes most sense to prevent damage/accidents. Exhaust valve defaults to open, suspension to hard, O2 sensor issue to open loop (more fuel), etc.
Finally, it's easy to figure out what setting any such feature would default to: The one that makes most sense to prevent damage/accidents
. Exhaust valve defaults to open, suspension to hard, O2 sensor issue to open loop (more fuel), etc.
Thank you guys For me, if I can't make the K1600 ESA unit talk to the R1200R fork leg, it would be best if it would default to the hardest setting, since I have more weight to handle as well.
I'll try to research this some more, and I could always try to get harder springs and/or a higher weight oil.
While on the subject, anybody here that has compared a non ESA R1200R vs. ESA equipped bike?
For me, if I can't make the K1600 ESA unit talk to the R1200R fork leg, it would be best if it would default to the hardest setting, since I have more weight to handle as well.I'll try to research this some more, and I could always try to get harder springs and/or a higher weight oil.
While on the subject, anybody here that has compared a non ESA R1200R vs. ESA equipped bike?
They are certainly used by the ESA to adjust damping. Not sure about spring preload setting though - that may be part of the shock assembly. This is from the press info for the new 1200LC:
The boxer twin sounds pretty wicked without any exhaust too. I was really surprised how cool it sounds when I listened to a video posted somewhere on this forum. But that six definitely revs quicker, so more race-engine-like. So the project is installing the 1600 engine on an R, with no other parts from the K? Give us details , including how the project came about (a blown twin, junk-yard purchase, etc). At any rate, what are your 1600 HP/TQ figures? That will make it the quickest R for sure.
, including how the project came about (a blown twin, junk-yard purchase, etc). At any rate, what are your 1600 HP/TQ figures? That will make it the quickest R for sure.
Thanks
Yes, I obviously need mufflers later on, I'm struggling a bit finding both a left and a right one that looks nice and modern though. Very few bikes today has two mufflers, but I'm looking at the Kawasaki Z1000 and the new Hayabusa and I have a couple of options.The boxer twin sounds pretty wicked without any exhaust too. I was really surprised how cool it sounds when I listened to a video posted somewhere on this forum. But that six definitely revs quicker, so more race-engine-like. So the project is installing the 1600 engine on an R, with no other parts from the K? Give us details
The background to this project is that I like special things that preferably very few or nobody else has, I have built an AC Cobra kit car, put a snowmobile two stroke engine in a Seadoo Spark, and a 7 liter LS7 V8 in the latest Mazda MX5 Miata
You can find some videos of these other projects on my Youtube channel.This all begun back in 2019 when I visited a motorcycle exhibition in Gothenburg, and in the BMW booth I saw this magnificent inline six engine on a podium. I asked one of the BMW reps what new bike this engine were supposed to sit in. And he looked at me like I was crazy and said it came in the K1600 back in 2011, a K1600 is a type of bike I would never look twice at so I had totally missed what engine it had.
Growing up with the likes of the CBX1000 and the Z1300 made me a fan of inline sixes, and once home my brain started thinking, this engine in a lighter sportier chassis would be so awesome. I first looked at the RnineT but soon realized that the shaft drive was on the right side compared to the left side on the K1600. Then I ended up at the R1200R LC, I decided this was the way to go, so I bought a very low mileage 2016, and I found a complete K1600 engine with all electronics etc. at a motorcycle junkyard here.
I soon realized though that the R1200R frame would not fit the K1600 engine at all, it would need very extensive modifications, to the point that more or less nothing would remain. Then a friend of mine told me about the K1600GS that Nico Bakker in Holland had built just before I started looking into this. So I contacted him and asked if he could build me a custom frame that could host the K1600 engine and still somewhat keep the looks of the R1200R, sure he said. So I stripped all the needed parts of the R1200R and shipped everything including the K1600 engine down to him. Then back in november of 2020 I drove down to Holland and picked the bike up as a rolling chassis. I then put the R1200R back together buying mostly used parts, drove it last summer and then sold it.
I decided to use the shaft drive of the K1600 to keep the final gear ratio and make the build a bit simpler, it is a bit long so the bike looks a bit like a drag bike, buy I'll live with that, I still have a lot of work left like building a completely custom fuel tank to fit under the R1200R tank plastics as well as trying to find space for all the different ECU's of the K1600 on a naked bike, that alone is a very tricky task indeed. The goal is that it should be driveable next summer, so I have about a year to get it done
As it stands below it weighed in at 206kg, my hope is that it will not be above 250kg wet when it's ready.
Regarding power and torque, the engine is completely stock, I think these are official numbers:The boxer twin sounds pretty wicked without any exhaust too. I was really surprised how cool it sounds when I listened to a video posted somewhere on this forum. But that six definitely revs quicker, so more race-engine-like. So the project is installing the 1600 engine on an R, with no other parts from the K? Give us details
Max Power 118 kW / 160.5 hp @ 7750 rpm
Max Torque 175 Nm / 17.8 kgf-m / 129 lb-ft @ 5250 rpm
OMG, this is so crazy, that it might actually work. If you have a chance, would be awesome to see the driveshaft side as well.Yes, I obviously need mufflers later on, I'm struggling a bit finding both a left and a right one that looks nice and modern though. Very few bikes today has two mufflers, but I'm looking at the Kawasaki Z1000 and the new Hayabusa and I have a couple of options.
The background to this project is that I like special things that preferably very few or nobody else has, I have built an AC Cobra kit car, put a snowmobile two stroke engine in a Seadoo Spark, and a 7 liter LS7 V8 in the latest Mazda MX5 Miata
This all begun back in 2019 when I visited a motorcycle exhibition in Gothenburg, and in the BMW booth I saw this magnificent inline six engine on a podium. I asked one of the BMW reps what new bike this engine were supposed to sit in. And he looked at me like I was crazy and said it came in the K1600 back in 2011, a K1600 is a type of bike I would never look twice at so I had totally missed what engine it had.
Growing up with the likes of the CBX1000 and the Z1300 made me a fan of inline sixes, and once home my brain started thinking, this engine in a lighter sportier chassis would be so awesome. I first looked at the RnineT but soon realized that the shaft drive was on the right side compared to the left side on the K1600. Then I ended up at the R1200R LC, I decided this was the way to go, so I bought a very low mileage 2016, and I found a complete K1600 engine with all electronics etc. at a motorcycle junkyard here.
I soon realized though that the R1200R frame would not fit the K1600 engine at all, it would need very extensive modifications, to the point that more or less nothing would remain. Then a friend of mine told me about the K1600GS that Nico Bakker in Holland had built just before I started looking into this. So I contacted him and asked if he could build me a custom frame that could host the K1600 engine and still somewhat keep the looks of the R1200R, sure he said. So I stripped all the needed parts of the R1200R and shipped everything including the K1600 engine down to him. Then back in november of 2020 I drove down to Holland and picked the bike up as a rolling chassis. I then put the R1200R back together buying mostly used parts, drove it last summer and then sold it.
I decided to use the shaft drive of the K1600 to keep the final gear ratio and make the build a bit simpler, it is a bit long so the bike looks a bit like a drag bike, buy I'll live with that, I still have a lot of work left like building a completely custom fuel tank to fit under the R1200R tank plastics as well as trying to find space for all the different ECU's of the K1600 on a naked bike, that alone is a very tricky task indeed. The goal is that it should be driveable next summer, so I have about a year to get it done
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