Was at the shop getting service to my RTP so I asked the tech the question. He stated that all water cooled RTs have the same transmission and gearing, regardless of RT or RTP.That is exactly what I've learned also.. RT-P has the lower final drive gear ratio which is used in the GS/GSA.
Simple rpm comparison at 80 mph GPS would validate the difference on the RT-P vs RT civilian.
Another BMW Tech that is probably full of it? Sorry to say I have met very few Techs that are actually good mechanics. Now as In cars too they rely on a computer to tell them what to do.
Who knows. All I can say in riding both the 22 RTP and 22 RT, they feel the same in slow speed, high speed, 0-80mph launches, slow lock turns and cracking the throttle at 75 on either takes you over 100 without effort. Even if you could change the gearing, not sure why you would want/need to spend the time and money.Review of the RT-P by Revzilla and the claim of different drive line gear ratio. Would imagine a BMW parts schematic would validate what is actually in the RT-P. Skip to 10 mins in the video for the commentary..
That's what I said, but you didn't ask him about the Final Drive! That's where the gear ratio reduction happens. I can prove it for the GS/GSA, but not for the RT-P.
Yep, I was trying to recall the fact, which I once knew about the R1100x/R1150x bikes, but couldn't put it all together, so I stayed silent. I ~~ believe ~~ on the R1100x/R1150x bikes, they actually had the GS final drive. There was also a hack many of us did, which was replacing the throttle intake tubes on the RT with the GS version, which gave our bikes a bit more pep (again, can't recall, either more top end or a stronger bottom end, but just more power because of better breathing). I don't think anyone is much interested in adding power to the R1200/R1250 bikes, because they are already pretty peppy.That's what I said, but you didn't ask him about the Final Drive! That's where the gear ratio reduction happens. I can prove it for the GS/GSA, but not for the RT-P.
Several dealers have part microfiche online, so you can look up various components!
Here's the FD for the 1200 wethead GS/GSA: FD. Note that the part number is 33 74 8 394 281, but note in particular the description, which gives the gear ratio reduction for that FD: RIGHT-ANGLE GEARBOX, SILVER - I=32:11=2,91
Here's the FD for the 1200 wethead RT: FD. Note that the part number is 33 74 8 394 283, but more important, the description: RIGHT-ANGLE GEARBOX, SILVER - I=33:12=2,75.
To the best of my knowledge, the 1200RT-P also have a lower ratio FD, but I don't know if it's the same as for the GS/GSA or a different one still. Makes a lot of sense to me, that it is so, because of the easier low speed handling that are often required of the RT-P and the GS/GSA.
Could be worse. You could have found it in the back corner of the floor of the work bench, where it bounced and rolled to, say .... about five years from now. That's par for the course with me. If there AREN'T extra parts left over when I'm done, I get kinda nervous. 🤣Installed the front wheel on my bike this afternoon. I started cleaning up and found this on my bench:
View attachment 181459
This is the little ring that goes on top of the dust cap. No way to install it without dropping the fork again. Pretty upset about this. I was rushing to get it done last night as I had somewhere to be. What a piss off
You're right, it could definitely be worse. Atleast I didn't have to disassemble the fork. I ripped it apart and got it all back together in about 1 hour.Could be worse. You could have found it in the back corner of the floor of the work bench, where it bounced and rolled to, say .... about five years from now. That's par for the course with me. If there AREN'T extra parts left over when I'm done, I get kinda nervous. 🤣
So, count your blessings, and enjoy the "extra" wrenching time. 😏
Yeah, I wonder if different engineers at different times introduced their favourite way of doing things. When it comes to these "options" I try to work out what the intent is and what can effect the outcome. Given enough practical knowledge and engineering understanding, it is not that hard to work things out for yourself.I've found lots of conflicting information from BMW in their manuals.
The only concern I had was that having weight on the front would affect the amount of torque being applied to the axle bolt.I do not think that using a front stand will make a difference in any way. The load on the front wheel is not that much with the bike on the centre stand, can't see it effecting anything.