In order to remove the engine and trans for service, a method of removing and securing the right frame rail is needed. Some Type247 builders have allowed that both lower frame rails be removed, but in the interest of weight-savings and chassis integrity, although complicating engine / trans removal ease, only the right side is disturbed on CRo. The frame is cut behind the rear eng mount and at a point on the down-tube at the front of the frame. A sleeve and machined through bolt is used at the rear, and a modified 'half-lap lug' at the front. Half-lap lugs' are a traditional solution used to secure the rail and have been used on Type247 race bikes and other BMW 'raised engine' machines, as well as on numerous (non-BMW) production models. The 'sleeve and through bolt' is a lighter weight arrangement than the half-lap, but it's use on one end necessitates a different method used for the other – ie: if both connections were sleeve type – the rail can't be removed and the engine ain't comin' out! The 'modified' half-lap frame splice to be used:

A Paralever GS hub has been machined such that @ 21mm of material has been removed from the center, while maintaining the original stepped profile – it will now fit the K75 (3:1, mono) final drive. It will be laced to an 18" Akront tubeless rim:

An R1150 hub, rim (also an Akront tubeless), and rotors will be used up front. (thanks again, Kevin "kp" McCord !!!). Calipers to fit will be 4-piston 1990 K1100RS vintage – and will bolt right on to the K75S forks. Front wheel hub has had the 20mm bearing replaced with a 25mm R100R bearing so to fit a K75S 25mm spindle. Spacers have been cut to fit as needed. The ABS ring has been removed as well the five brackets that connect it to the hub. These brackets were cast as part of the hub, and quite similar to those remaining that hold the rotors. The five bits were cut free of the casting. A little grinding, filing and sanding made the hub look as if they were never there. YES, oLDCRo will be sporting tubeless, lightweight, not-quite-traditional spoked alloy wheels:

Worked up these scale drawings for the foot controls mountings. Have a sweet chunk of alloy stashed away for these rear-set mounting plates and will be turning the job over to the local shop to cut, drill, & mill to my specification:

Spent some time with a cut-off wheel, some files, and a grinder to result in this timing chest finished to a satisfactory condition. Without a diode board (a regulator / rectifier will be placed under the seat hump), or a bean-can (replaced with a crank mounted Omega), much of the timing chest AND the entire generator cover will be unnecessary. The timing chest fitted (temporarily) to the engine case, and the Omega crank fired ignition in place:

The 312 K4V specific cam is in the house, the K4V heads, 40mm 'crank top' Dellortos, as is the phosphor-bronze front cam carrier, the sump extension with spin-on filter that will allow oil changes without removing the (raised) engine. Gaskets, bolts, screws, and assorted bits are on the way to complete the liter Krauser 4 Valve engine...

(next: engine case vs business end of a cutting wheel ... I expect some judicious weight reduction before it's all over)

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