The standard air filter is quite restrictive – and the paper elements quite expensive to replace. With our design, a re-useable K&N filter is mounted vertically on an aluminium lid that fits directly onto the base of the existing air filter. The result is an extra 2bhp on a standard engine – more with a modified unit – albeit with more induction roar.

A replacement for the standard airbox made from welded aluminium sheet, which has a substantially larger capacity than the original, yet weighs less. Fitted with the K&N re-usable free-flowing air filter.

For use in desert conditions, this ‘sock’ simply fits over the K&N filter on our free-flowing air filter conversion. At the end of the day, remove the sock and clean (or replace) it - the main filter will last much longer, and it gives an extra level of protection.

One of the few weak points on a BMW twin concern the valves: they should be replaced at intervals of around 40,000 miles if problems of excessive wear are to be avoided. The Moorespeed valves are a one-piece design (BMW’s are two-piece) and made from a stainless forging exclusively to our specification by a specialist supplier to F1 teams - and cost less than BMW’s own parts!

These valves (which are lighter than standard) will give far longer service life, especially when fitted with the Moorespeed valve guides as they run tighter tolerances that standard and the materials are ideally matched.

Please note that the oversize valves will need oversize valve seats to suit, and that to maximise their benefits, gas flowing of the heads is recommended – a service that Moorespeed can provide. Expect a gain of around 2-4bhp from the use of oversize valves/seats and gas flowing alone.

Exhaust: 38mm or 40mm diameter

Inlet: 42mm, 44mm or 46mm diameter

For use with the Moorespeed valves, these guides use Colsibro (age-hardened copper nickel silicon alloy) F1 technology for better heat dissipation, and deliver a long service life with maximum efficiency. Where the existing guides have worn the cylinder head, over-size Moorespeed guides are available – and a fitting service is available.

Designed to compliment the Moorespeed valves/valve guides, these valve seats provide a long service life. The over-size seats for use with over-size valves are just 1mm greater in diameter than the valves themselves in order to maintain the combustion chamber shape. Other over-size seats available commercially are much larger, with consequent loss of efficiency.

Twin springs made from silicon-chrome wire, with titanium top retainers, imported specially from the USA. Recommended for racing use (high rpm applications) only, these valve springs are lighter and have more spring poundage than stock, allowing the engine to rev in excess of 8,500rpm.

Designed by Richard Moore in collaboration with Omega pistons, these high compression pistons offer the most cost-effective (and easiest) way to boost power. The dyno charts show the solid increase in both bhp and torque achieved simply by slipping in these new pistons – an extra 8bhp for a couple of hours work! Combine them with a free-flowing Moorespeed air filter conversion, and gain an extra 2bhp (see also Moorespeed Tuning Kit section).

Please note: we only recommend the use of genuine BMW gaskets and seals.

For those who want to take their engine performance increase even further, Richard (again working in co-operation with Omega pistons) has designed these short-skirt pistons – supplied fitted with narrow rings – which must be fitted in conjunction with the exclusive Moorespeed long con-rods.

These pistons use the same highly-efficient head design as the long-skirt Moorespeed high compression ratio pistons, but the gudgeon pin is mounted much closer to the piston crown to further reduce weight.

See the R: Plus 25% and R: Plus 31% ++ Tuning Kits for performance increases and the dyno charts for performance gain.

Please note: we only recommend the use of genuine BMW gaskets and seals.

Some 15mm longer than the standard rods, and with a larger I-beam section (but weighing less), these rods are designed to be used only in conjunction with the Moorespeed short skirt high compression pistons. Made to our design/specification by a supplier to the Formula 1 race teams, with the quality of workmanship which this demanding sport demands. ARP custom age bolts are used for ultimate strength: there’s no need to change these unless stretched through over-torquing or over-revving.

The standard BMW clutch is fine – until you start to get serious amounts of power (75bhp plus at the rear wheel), or start to abuse it severely in conditions such as desert sand. Then, the (asbestos-free) friction material cannot cope with the excess heat that is generated – and the result is slip.

This race clutch uses sintered metal friction material, which retains all the ‘feel’ of the standard clutch, and which when used in conjunction with the heavy duty diaphragm spring, easily copes with 110+bhp at the rear wheel. In use, it has a slightly heavier action than the standard item, but engagement is almost identical. Would also be very suitable for those ‘overlanding’ and wanting the extra insurance of a ‘bullet-proof’ clutch.

Can be supplied with or without special diaphragm spring.

When engines are running at 7,500+rpm for extended periods, then cavitation can be a problem – causing the bottom end to be starved of oil. This pump (with special cover) is designed specifically for racing, being designed to give less oil flow and protecting the big end/main bearings.

This crank-triggered ignition will fit the standard alternator set-up and holds two ignition maps that can be programmed to suit your engine (and its specific needs) with one degree increments every 100rpm....

Benefits are that it gives very accurate ignition for extra power with tuned engines, higher spark voltage (approx. 45,000 volts) and with the two ignition map capability, means that a handlebar-mounted switch can be used to swop ignition maps on-the-move. This means that if riding in areas of poor fuel quality/low octane, then you can switch to an ignition setting pre-programmed to suit.

Specially developed by Moorespeed for this application, with all appropriate hardware laser-cut and designed to bolt straight on. Supplied complete with high performance coil, plug leads, programmable box, switch etc. Maps can be supplied to suit your application – but call with details of engine modifications and intended usage. Small amount of wiring required.

Crank-triggered ignition unit can be bolted to a standard Bosch alternator, or a high-power unit as shown here.

Using our programmable ignition with an electronic rev counter (such as the multi-function digital electronic instrument panel we supply) can cause erratic rpm readings. This signal generator is the size of a matchbox and cures the problem.

Fitting of the CDI box and coil is very neat on the laser-cut brackets. The unit is fully programmable and holds two ignition maps which can be changed on the move – each offering the facility to advance the ignition by one degree every 100rpm.

The standard Bing carburettors work well enough – but the large butterfly valve in these units does restrict airflow quite substantially: a Keihin slide carb of the same bore diameter will pass a LOT more air.

Best used in conjunction with a gas-flowed head and larger valves to get the maximum benefit, these carbs certainly help deliver more horsepower and with faster response: click here to see the dyno results.

As supplied to us, the carbs are set up for push-pull cable operation and are rather bulky in the area of the rider’s feet. We have modified them to single cable operation, reduced the bulk somewhat and will jet them to suit your engine – but you still have the inconvenience of manual choke operation. A small price to pay for the extra power and the overall usability they deliver.

Your Bing carbs can be converted to manual choke operation: ideal for racing applications as there are no cables to get snagged and there’s a useful weight saving. In addition, Bing carbs can be reworked to improve air flow quite substantially. If this is required, the carbs will be totally overhauled at the same time – including ultra-sonic cleanning, acid-dipped and fitted with new O-rings and seals throughout. An anodised blanking plate can be supplied to replace the choke lever. In addition, Bing carbs can be reworked to improve air flow quite substantially.

For race or heavy-duty use, this extra deep sump has been cut by water-jet from alloy sheet, and boosts oil capacity to approximately 2.8 litres. Supplied complete with latest generation strainer (modified) with baffle to retain oil in the pick-up pipe. Also supplied with a bash plate which is a full 6mm thick, plus two gaskets and complete set of stainless steel countersunk allen screws.

The oil cooler fitted as standard to the R100GS is a useful addition – but is very vulnerable when fitted to the engine bar, and all too often the feed pipes corrode onto the main body, making their removal impossible.

Our top quality oil cooler - available as 7-row or 10-row - mounts either to the separate brackets used by the RT under the headstock (not supplied), or if you opt for the Moorespeed braced chassis, to solid mounts provided under the headstock. Supplied complete with all fittings.

Your worn barrels can be re-Nikasil coated to suit any piston size, and will be returned bead-blasted to an as-new finish. Can be fitted with stainless steel pushrod tubes if required.

Bespoke billet crank, for racing purposes only. Knife-edged for windage and with heavy metal balance inserts to suit various rod and piston combination. Can be offered different strokes.

Made from stainless steel, these pipes are the same diameter as stock, tuck closely alongside the crankcase and pass below the gearbox, and are designed to fit straight into the Moorespeed 2-into-1 collector.

As the 38mm diameter downpipes, and also in stainless steel, but stepped-up to the larger bore diameter to allow even freer breathing for higher rpm at peak torque. Very efficient!

Made from stainless steel and passing under the gearbox (still giving access to the drain plug and without fouling the centrestand), this really neat collector aids scavenging of the exhaust gases. Held to downpipes/muffler with springs (supplied).

Again made from stainless steel, this muffler delivers an excellent spread of power with a distinctive (but not overly loud) engine note. Packed with special sound-absorbing steel wool, it can be dismantled/re-packed if required. Very much lighter (and less restrictive) than the original equipment. Fits directly to the brackets provided on the Moorespeed rear subframe. For off-road use only.

Enjoy a lower first ratio (minus 5%) and higher fifth gear (plus 5%).

A 5th gear is available for the layshaft with a 17.5 degree helical to repair a late layshaft or upgrade an early (15 degree) layshaft.

BMW will not supply the standard 5th gear for the layshaft– just the complete shaft with all the gears on, a much more expensive solution.