Nice.  

Looks like it could have been sitting at the back of the dealer's showroom and dusted off for a sale.

Nice.  

Are those tail bags BMW or aftermarket?

duck wrote:Nice.  

Are those tail bags BMW or aftermarket?

Nice bike . Those are BMW bags they should also have a plastic cover.

So that kit even came with a tank bag and the tank bag brackets.

I tried the tank bag with the extension installed once on my K1. With the K1 leaned over riding position the chin of my helmet would hit the top of the tank bag. It was annoying when I turned my head. 

Yes OEM bags with plastic cover for the tank bag. 38K miles. It’s been stored indoors for 10 years. The paint has a few cracks showing the original red underneath. Got a good deal on it because the last ride it went on the final drive developed a very loud clunking noise. I haven’t looked yet but I assume it’s the drive shaft/u joint.
When I got my 84 K100rs it to had been stored for a few a years and I had to replace most of the rubber parts, hoses and intakes, so I have some work to do.
I do wonder if my 84 is actually an 83 ? VIN 10114 I was told the original owner was in the U.S. Army in Germany, bought it and had it shipped over here. Before K bikes were even available here in the U.S.

pjntc wrote:I do wonder if my 84 is actually an 83 ? VIN 10114 I was told the original owner was in the U.S. Army in Germany, bought it and had it shipped over here. Before K bikes were even available here in the U.S.

If the last seven digits of the VIN are 0010114, then it's a 10th month of '83 (Euro-spec K100RS) which makes it a 1984 model.

Euro-spec ? Different cam ? 10 more hp ?
I can turn my headlight off/on

Euro-spec simply means it was not intended for the US market, there might be a deleted tank vent system in those early years, km/h instead of mph, a headlight switch is an added bonus, rumours abound about 'hotter' cams with no definitive answer, but certainly no discoverable real world horsepower, maybe some non-US colour options. Really that's about it.

pjntc wrote:Yes OEM bags with plastic cover for the tank bag. 38K miles. It’s been stored indoors for 10 years. The paint has a few cracks showing the original red underneath. Got a good deal on it because the last ride it went on the final drive developed a very loud clunking noise. I haven’t looked yet but I assume it’s the drive shaft/u joint.
When I got my 84 K100rs it to had been stored for a few a years and I had to replace most of the rubber parts, hoses and intakes, so I have some work to do.
I do wonder if my 84 is actually an 83 ? VIN 10114 I was told the original owner was in the U.S. Army in Germany, bought it and had it shipped over here. Before K bikes were even available here in the U.S.

I have an 83 RS and it has a slightly higher VIN........push button gas cap, R bike calipers with smaller pistons, engineering screws on the cam cover, fuel vacuum sensor, numerous other subtle little things that are different on my 84RT.

Probably should post this else where. Or just PM
Do you use a lead substitute on your early K100rs , I haven’t and I think my valves need adjusting again after only 6000 miles

Don't worry about lead substitute. That's pure bullshit.
These engines perfectly deal with unleaded fuel.

By the way, about early K's, I recently met a guy who was in charge of road tests of the pre-series K100;
This is a picture of one of the 2 pre production K100 he received in Monaco, in May 1983; 

Maybe you recognised the other rider, Hubert Auriol, famous Paris Dakar rallye champion, recently deceased.
The other guy (who does not want to be known...) told me he had tested previous versions 10 months before, a black and a bordeaux red K100, anonymous with no emblems or any distinctive marks. He remembers he had taken pictures but could not find them yet...

I have never used lead substitute in any of my Ks.

But on the subject of camshafts, I remain convinced my RS which does have the engineering screws in it is more lively than the others. Never had it on a dyno but it has always been way more responsive.

My Sprint is actually earlier number but no engineering screws on the cover, its quick too but the RS feels slightly fast....the final drives differ though, RS is 31/11 the Sprint is 32/11.

I just like to ride them.

The 1970s Airheads suffered dreaded valve and seat recession as leaded fuels were phased out, late '70s into the '80s. We used to believe we could mix premium unleaded with a bit of low lead regular to inhibit the issue. Any fancily-labelled product claiming to do what good old toxic lead would do for the cushion needed on the hot valve seat area was and is snake oil. In the end treated (stellite and other) valves and seats were the answer. 

With K bikes it never seemed to be an issue as these engines from design table to market were built with incoming, world-wide fuel regulations in mind.

jbt wrote:
By the way, about early K's, I recently met a guy who was in charge of road tests of the pre-series K100;
This is a picture of one of the 2 pre production K100 he received in Monaco, in May 1983; 

This is interesting news about the K road tests. On my recent tour to the Eastern Cape, arriving at a Graaff Reinet filling station, there was a group of old timers (Velocette, Indian, Norton and Ariel) doing a 3500km SA round trip. With them was a man by the name of Steve Parish from the UK. 



He was part of the group driving a green Austin Healey 100/4. Seeing my K75s he told me that he was approached by BMW in 1982 or 1983 to track test the K's. BMW wanted to determine what would scrape the tar in the corners . . . .I'll post some pics.

And pjntc that K1 of yours looks great. Hope you have many joyful hours with it. 

When they came onto the market, I thought they were ugly, but I am taking a liking to them, and if I get the chance to get one I may just do so. 

Two Wheels Better wrote:The 1970s Airheads suffered dreaded valve and seat recession as leaded fuels were phased out, late '70s into the '80s. We used to believe we could mix premium unleaded with a bit of low lead regular to inhibit the issue. Any fancily-labelled product claiming to do what good old toxic lead would do for the cushion needed on the hot valve seat area was and is snake oil. In the end treated (stellite and other) valves and seats were the answer. 
 

I've been inspecting and overhauling dozens of 70's and 80's airheads in my workshop. Most of them with respectable mileage.
I found ONE recessed seat, on an early R100RS from Switzerland, who also banned leaded fuel early.
Yet the other seat was OK, and the head of the other side was also OK. So unleaded fuel could not be the cause.
I'm pretty confident that these engines from the 70s can perfectly cope with unleaded fuel with nothing else than a routine inspection. If a seat recesses, the gap resulting will create pops! at the exhaust or backfires in the carb, that will immediatly trigger the alarm to check valve clearance, this check being a routine inspection anyway.
And anyway, the routine maintenance of these engines also implies to change valve guides periodically, so to inspect and cut valves seats when installing a new guide, every 100000 kms until there's no metal enough to cut. This allows half a million kilometers before worrying about recession.
If the supposed protective effect of the lead in fuel is real, it never was actually measured nor explained.
But the money generated by selling unleaded valve seats was measured by those who sold them!
And the disappointment experienced by those who trusted them and saw the recently installed valve seat unseal and ravage the engine was unquantifiable.

The same alarm was sounded about 1970s Moto Guzzis too. Never saw a problem in the 250,000 miles or so I put on three Guzzis after being forced onto unleaded.

Oh aye. Steve Parrish wasn't just any old racer. He was on Team Suzuki with Barry Sheene.