X-Head_LC cylinder guards are designed to cover 80% of the face of the head to protect, not only the bottom/front initial impact area, but also the mid part of the cylinder head. Even in a stationary drop, inertia can cause a bike to roll partially onto the face of the head before it settles down.
For off-road riding, X-Head_LC complement BMWs crash bars to protect heads from rocks and strike angles onto terrain that can get past the bars. X-Head_LC are styled to complement the the Liquid-Cooled models & are the best choice for riders who do not like the look of crash bars, especially on an RT.
The X-Head_LC design benefits from a "SuperTough" nylon polymer successfully proven in use with the X-Head DOHC and SOHC models.
With its blend of high impact strength, temperature and UV stabilization, the injection molded shell is designed to be slightly ductile in impact to prevent breakage. On the inside of the shell is a thick thermoplastic rubber liner that rests against the face of the cylinder to aid in dissipating impact force while preventing hard contact. Each side mounts via 2 stainless steel M5 T25 Torx Head fasteners and one existing T50 bolt.
We’ve received feedback from a couple of customers about variations in mounting clearance between the X-Head and their 2015 GS and ADV crash bars. In one case there was sufficient clearance with the bar on the right side, but the rubber pad on the left side touched the X-Head. In a second case the customer reported that the crash bars on both sides of his GS could not be re-installed after X-Heads were mounted. I discovered the reason why after measuring several new GS/A’s at the local dealership. On these new bikes clearances between the cylinder head surface and the rubber pad on the bars were as close as 4mm, and as wide as 12mm. Left and right sides were invariably different. Less than 6mm is not enough space to fit X-Heads because of their two layer rubber liner and nylon shell design. Anything more than than that is good.
X-Head molded parts are identical left to right and their relationship to the cylinder head is the same on both sides. The fact that there were wide dimensional variations between the bars and bare cylinders among new bikes points to crash bar assembly tolerance differences, and possibly production tolerance differences in the bending and welding of the bars. There is a solution for fitting X-Heads to bikes with tight clearance – shims in the form of thick washers placed behind each of the crash bar mounting flanges that bolt to the engine. On bikes needing them, shims will offset the bars slightly to the outside to restore adequate clearance. Adding them will not affect the bars’ function in any way. Even if the rubber pads on the bars end up touching the X-Head slightly after remounting the bars, it will not affect X- Head integrity as they are designed to withstand compressive force in case of a drop. In conclusion, if you do off road riding or want to assure that your heads are fully protected under any circumstances, mounting X-Heads along with bars will fill the voids between the legs of the crash bars and provide the best cylinder head protection. Because OEM crash bars fit with inconsistent clearance, you may need to compensate for tight fits with a bit of trial and error shimming using washers at all mounting points to make enough clearance for X-Heads.
MachineArtMoto Boxer WC X-Head Guards
Produced by MachineArtMoto of USA