My Clymer manual says 64 ftlb for the rhs paralever pivot on the K1100, which seems a lot to me. Is this correct?

It does sound high, as K100 tension setting is way way lower. Try here    https://www.manualslib.com/manual/1057463/Bmw-K-1100-Lt.html
Regards Martin.

Doesn't seem excessive to me - that's the fixed stud on the RHS rear end of the swingarm rght? The specified assembly procedure for these bearings reflects BMW's expected service life of the components i.e. 100k+ miles before replacement or attention, with happy, unconcerned owners. That'll be the reason why they put that killer threadlock everywhere.

OTOH, if you're an owner who regularly spanners the bike, tweaking and checking stuff much more regularly - spline-lubing for example, there's no need to aim for monster attention-free service lives. When I put the rear end together on a K, I know that I'll probs be taking it apart again for some reason within a couple of years, and my normal level of attention to the bike would spot any issues anyway. Consider also that the assembly procedure for the LHS pivots (front and rear) will assume that new bearings have been fitted, whereas adjusting up a non-new bearing is, in my opinion, much better done by feel. I don't use threadlock, or a torque wrench on those pivots either. OTOH I do use a torque wrench on caliper mounting bolts, because otherwise I'd have a tendency to overtighten them which, with the female threads only being aluminium, would eventually weaken them. Okay, I'm waffling.

Thinks....
The front RHS pivot, which does the same job, is held in axially very feebly by comparison - just 3 M6 screws. This suggests that the high torque on the rear RHS pivot has nothing to with axial location, so is probs just to prevent the large diameter/fine thread from working loose and fretting over those monster mileages that BMW like to aim for. Ditto that awful threadlock.

Sooo, if you don't like the idea of using scaffold pipe to tighten that pivot up (and who would, that fine thread is soooo scary) just nip it up to something you're happy with, and keep checking it 

The torque you're talking about might be the lock nut on the final drive rear pivot. The BMW K1100 manual says:
Bearing pin of loose bearing .......................... 7 Nm (5 ft-lbs)
(clean thread + Loctite 2701 applied to entire length of thread on loose bearing pin)
Locknut...................................................... 105 Nm (77 ft-lbs)

As for the bearing pin on the swing arm pivot behind the footrest, the BMW K1100 manual says:
Bearing pin of loose bearing
(clean thread + Loctite 270)............................ 7 Nm (5 ft-lbs)
Locknut........................................................ 41 Nm (30 ft-lbs)

Rockman wrote:My Clymer manual says 64 ftlb for the rhs paralever pivot on the K1100, which seems a lot to me. Is this correct?

The Clymer manual gives 64 in-lbs as the figure. That is the only inch pound figure in the rear suspension torque table column labeled ft/lbs.

Ah, misread it - 64 inch pounds sounds better. I'll set it to that. Thanks all.

These are the torques I've been using from the BMW K11 manual

Fixed bearing pin (#1) 150Nm

Loose bearing pin (#3) 7Nm
Lock nut 105Nm

I don't use locktite

I only use Loctite on the fixed pin, just a little bit.
The loose pin I won't, got a locknut.  Same as the pin on the left side of the swingarm.