I was staying at Hotel Post, Galtur, Tirol (exceptional food presentation and complete motorcycle garage) and we discussed the oil in coolant issue. In June whilst in Austria, Will through the Flying Brick forum arranged for the legendary Georg to provide assistance regarding another matter. Judging by the black oil I drained from the engine of my 75S/2 then there was never any oil change done by the PO! From my assessment of him, there was zero maintenance performed during his ownership. This would have continued for how long until their peanut brains realised nothing was happening. However as our unwashed and uneducated POs have observed no change in the oil level, they have continued to add oil, expecting a change in the sight glass. If a little top up was done, then there would be no effect and this could be removed by simply draining the coolant tank. On Will's 75 this has not occurred but on mine the whole system has been contaminated.īack to the oil in the radiator, and I have I put this down to the amount of oil added to the coolant tank. Meanwhile if the coolant level decreases then oil will eventually be sucked into the coolant system via the radiator cap and into the whole system. More so as there is a rubber hose running towards the top of the engine. As such, to some people, the coolant reservoir could be mistaken for an oil tank. Especially as most second hand Ks come without a Rider's Handbook (and toolkit), there was no obvious way for the uninitiated (and unwashed) to find the oil filler cap.Īs a general rule most buyers of Ks nowadays are a bit older and some have experience of British motorcycles in the days when the oil filler tank was external to the engine. Because the oil level is easy to see (& check) but the filler cap is not obvious to all.
MOTOR OIL IN COOLANT RESERVOIR HOW TO
As his 75 had been sitting for a while and was owned by someone with limited knowledge of motorcycles (and none of BMW K series), a third party has offered advice on how to top up the oil. Why oil in the radiator? Will put me onto the solution for this because of a conversation he had with the PO of his 75 that I borrowed. It actually took me weeks, after removing and flushing the radiator to get rid of this as there are five (?) external connectors, so I had it set it at different angles on the work bench to completely drain everything. However when draining the radiator of all its contents I came across a small amount of oil within the radiator. (The water and oil pumps being direct drive off the engine crankshaft) I would expect that with the volumetric output of the pump (unknown flow rate) that there would be odd specs of oil caught up in the system due to turbulence and being trapped at lower levels, especially within the radiator when the engine stops. This can confuse the issue because as soon as the engine stops, the oil will separate to the top. However when the coolant was drained via the alternate system of disconnecting the rubber pipe attached to the water pump, there was clean coolant on both occasions (Remembering that the oil will form a film on top of the coolant/water mix). I am now convinced this is not the case (I blame cheap French wine for this). This was where collective wisdom debated the possible cause (Will, Olaf, Bob & I). Initially there were concerns that the oil/water pump seal had failed leading to contamination of the coolant system. Once in the southern hemisphere and the other in the north. You can see them from the bottom of the car but there's no convenient way to get at them without pulling the engine.Recently I have twice come across the problem of oil in the coolant overflow reservoir. I love my Subaru but replacing the head gaskets is not an evolution that you embark on casually. It's your call whether to try to diagnose each or just replace both.įlat: cast iron b*tch. A V-6 or V-8 is going to be more work, if for no other reason than you have two head gaskets to be concerned about. Longitudinal engine layouts are less common (e.g., BMW inline-6) and you're going to need to reach in to get those back bolts. A transverse inline-4 is very common in today's cars and all parts can be accessed easily. In order of ease of access to the head gasket, I would rate the common designs as follows: However, on some seemingly mainstream cars, this is not the case.
The head gasket almost certainly needs to be replaced and, on some cars, replacing the head gasket is straightforward work with the right tools and procedures.
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