Air filter cover

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.

Valves

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: 37mm, 38mm or 40mm diameter

Inlet: 42mm, 44mm or 46mm diameter

Valve guides

For use with the Moorespeed valves, these guides are now made from Trojan (ultimate super strength copper nickel silicon alloy) 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.

Valve springs

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.

Beehive valve springs

Made from ovate wire, each coil has a different diameter to the one below it, thereby avoiding frequency problems and allowing more lift for higher (over 8,000) rpm with greater safety. And as there’s no inner spring, these are considerably lighter.

Please note that these beehive valve springs are ONLY suitable for Moorespeed prepared engines, and in view of the difficulty in fitting, are not supplied separately

750cc Race Kit

If you want a competitive engine at a ‘Clubman’ price, then this is the way to go. The kit comprises a pair of Moorespeed’s unique high-compression 83mm diameter pistons and a pair of Nikasil-coated cylinders and uses your existing (standard) BMW con-rods.

The kit is easily fitted by a home-mechanic, but if you want more performance, then Moorespeed can gas-flow the heads and supply (and fit) programmable ignition and a race clutch.

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

750cc Race Kit upgrade

If you want more performance then we can also supply a Mooorespeed race camshaft and short pushrods to suit.

Full race Moorespeed BMW 750cc engine

These Moorespeed short-stroke engines run Moorespeed’s own two-ring 88mm pistons (not available separately) and deliver reliable, Championship winning performance. Can be built on your own engine (which will be totally renovated by Moorespeed), or one of our own base units.

980cc short skirt high compression ratio pistons (std. 94mm bore)

For racing, this is the way to go. Richard (again working in co-operation with Omega pistons) has designed these short-skirt pistons – supplied fitted with narrow rings – which feature the gudgeon pin mounted much closer to the piston crown to further reduce weight.

The latest versions of these pistons are now a fully bridged design (picture is of old type) with a very narrow gudgeon pin, the complete unit weighing just 416 grams, a full 50 grams lighter than before.

These pistons must be used in conjunction with Moorespeed long con-rods.

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

1001cc high compression ratio pistons (95mm bore)

Designed by Richard Moore in collaboration with Omega pistons, these very efficient big-bore high compression pistons can form the basis of a very effective Budget race engine using your standard con-rods.

Your barrels can be bored-out and re-Nikasil coated (exchange service available). To maximise the benefits, Richard can overhaul and gas flow your existing heads, machining the squish bands to suit.

Just decide on your budget and call Richard – then send your heads and barrels to Moorespeed and receive back a bolt-together kit.

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

1043cc short skirt high compression ratio pistons (97mm bore)

Perfect for where larger capacity engines than standard are permitted, these unique Moorespeed/Omega pistons are at the heart of all those Championship winning engines.

These pistons, which are light weight 2-ring, must be used in conjunction with Moorespeed long con-rods and are for racing use only.

Your barrels can be bored-out and re-Nikasil coated (exchange service available). To maximise the benefits, Richard can overhaul and gas flow your existing heads, machining the squish bands to suit.

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

1070cc Race engine

With short skirt high compression ratio pistons (98mm bore)

As used to win CRMC Open Class Championships and pre TT Classic events, these pistons must be used in conjunction with Moorespeed long con-rods.

Supplied as complete ready-to-race engine unit

Race camshafts

We have identified (and reported) a manufacturing defect in a very popular sports camshaft. Our solution is to now produce our own camshafts from the same original chill-cast blanks that BMW use for their camshafts, all using the standard followers with no re-grinding or hard welding.

We can now offer eight camshafts for racing. Please call to discuss your application.

Over-bore/Nikasil service

Your existing barrels can be over-bored and 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.

Billet crankshaft

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

Long con-rods

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.

Race clutch

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.

Twin rotor dry sump pump

If you are running a dry sump engine in your racing sidecar or BMW 700RS car, then this is the pump for you. Machined from billet and using top quality Japanese rotors, it is driven from the end of the camshaft in place of the original ignition system.

This pump will require a sump plate to connect it to the take-offs for the oil lines.

Racing oil pump and cover

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.

New rotors are all wire eroded and ground to improved profile. All parts made in the UK.

Programmable ignition

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.

Dell’Orto PHM carburettors

These units give improved throttle response and slightly better overall power than the standard Bing carbs, but the biggest advantage is the far greater adjustability possible from the wide variety of needle and jet combinations.

Though they come with accelerator pumps, we recommend disconnecting these for better acceleration. Normally we clamp these carbs directly onto spigots (like with the R90S model) which we make for post ’87 heads, rather than mounting them on rubber – which tend to drop down causing misalignment.

Rally deep sump

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.

Oil cooler

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.

Update early gearbox/repair late type

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.

Close-ratio straight-cut race gearboxes

All gears have three undercut engagement dogs for rapid and reliable changes and positive retention. Both the older and newer cam forms on the input drive gear can be supplied – please specify.

Ratios are available to suit both sidecar and solo racing purposes.