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History of BMW Motorcycles

Thu, 08 Oct 2009 03:15:57 +0100

History of BMW motorcycles.

A 1924 BMW R32 at the 2006 BMW MOA international rally in Vermont.

BMW's motorcycle history began in 1921 when the company commenced manufacturing engines for other companies. Motorcycle manufacturing now operates under the BMW Motorrad brand. BMW (Bayerische Motoren Werke AG) introduced the first motorcycle under its name, the R32, in 1923.

Motorcycle history

Pre-1921

BMW's opposed engine and transmission unit in an R 32.

1939 BMW R 35

BMW Sahara, Poland 1944

BMW began as an aircraft engine manufacturer before World War I. With the Armistice, the Treaty of Versailles banned the German air force so the company turned to making air brakes, agricultural machinery, toolboxes and office furniture and then to motorcycles and cars.

The circular blue and white BMW logo or roundel is often alleged to portray the movement of an aircraft propeller, an interpretation that BMW adopted for convenience in 1929, which was actually twelve years after the roundel was created.^[1] In fact, the emblem evolved from the circular Rapp Motorenwerke company logo, from which the BMW company grew. The Rapp logo was combined with the blue and white colors of the flag of Bavaria to produce the BMW roundel so familiar today.

1921–1945

In 1921, BMW began its long association with a 1886 German invention known to Germans as the boxermoter (see Karl Benz and flat engines). However, the first BMW motorcycle engine seems to have been copied by Max Friz, BMW's famous chief designer, in four weeks from a British Douglas design. This fore-and-aft 1921–1922 M2B15 boxer was manufactured by BMW for use initially by other motorcycle manufacturers, notably Victoria of Nuremberg. It proved moderately successful and BMW used it in its own Helios motorcycle. Fritz was also working on car engines and BMW developed and manufactured a small 2-stroke motorcycle called the Flink for a short time. The boxer design in a motorcycle is firmly linked to BMW, but has been used (not always in volume) by a number of other companies worldwide, most notably the 1975 Honda Gold Wing.

In 1923, BMW's first "across the frame" version of the boxer engine was designed by Friz. The R32 had a 486 cc engine with 8.5 hp (6.3 kW) and a top speed of 95–100 km/h (60 mph).^[2] The engine and gearbox formed a bolt-up single unit. At a time when many motorcycle manufacturers used total-loss oiling systems, the new BMW engine featured a recirculating wet sump oiling system with a drip feed to roller bearings. This system was used by BMW until 1969, when they adopted the "high-pressure oil" system based on shell bearings and tight clearances, still in use today.

The R32 became the foundation for all future boxer-powered BMW motorcycles. BMW oriented the boxer engine with the cylinder heads projecting out on each side for cooling as did the earlier British ABC. Other motorcycle manufacturers aligned the cylinders with the frame, one cylinder facing towards the front wheel and the other towards the back wheel. For example, Harley Davidson introduced the Model W, a flat twin oriented fore and aft design, in 1919 and built them until 1923.

The R32 also incorporated shaft drive. BMW continued to use shaft drive in all of its motorcycles until the introduction of the F650 in 1994 and the F800 series in 2006, which featured either chain drive or a belt drive system.

In 1937, Ernst Henne rode a supercharged 500 cc overhead camshaft BMW 173.88 mph (279.83 km/h), setting a world record that stood for 14 years. Henne died at the age of 101 in 2005.

During World War II the Wehrmacht needed as many vehicles as it could get of all types and many other German companies were asked to build motorcycles. The BMW R75, a copy of a Zündapp KS750, performed particularly well in the harsh operating environment of the North African campaign. Motorcycles of every style had performed acceptably well in Europe, but in the desert the protruding cylinders of the flat-twin engine performed better than configurations which overheated in the sun, and shaft drives performed better than chain-drives which were damaged by desert grit.

So successful were the BMWs as war-machines that the U.S. Army asked Harley-Davidson, Indian and Delco to produce a motorcycle similar to the side-valve BMW R71. Harley copied the BMW engine and transmission — simply converting metric measurements to inches — and produced the shaft-drive 750 cc 1942 Harley-Davidson XA

1945–1955

Tank roundel with Serif typeface

BMW R35, built in East Germany after World War II

The first postwar West German BMW, an original condition 1948 250 cc BMW R24

1954 500 cc BMW R51/3

1967 BMW R60/2 with 26 l (5.7 imp gal; 6.9 US gal) tank and large dual saddle

1969 R69US with telescopic forks

1964 250cc BMW R27, the last BMW shaft-driven single

1973½ BMW R75/5 LWB

The end of World War II found BMW in ruins. Its plant outside of Munich was destroyed by Allied bombing. The Eisenach facility was not. It was dismantled by the Soviets as reparations and sent back to the Soviet Union where it was reassembled in Irbit to make IMZ-Ural motorcycles as is commonly alleged. The IMZ plant was supplied to the Soviets by BMW under license prior to the commencement of the Great Patriotic War. After the war the terms of Germany's surrender forbade BMW from manufacturing motorcycles. Most of BMW's brightest engineers were taken to the US and the Soviet Union to continue their work on jet engines which BMW produced during the war.

When the ban on the production of motorcycles was lifted in Allied controlled Western Germany, BMW had to start from scratch. There were no plans, blueprints, or schematic drawings because they were all in Eisenach. Company engineers had to use surviving pre-war motorcycles to copy the bikes. The first post-war BMW motorcycle in Western Germany, a 250 cc R24, was produced in 1948. The R24 was based on the pre-war R23, and was the only postwar West German BMW with no rear suspension. In 1949, BMW produced 9,200 units and by 1950 production surpassed 17,000 units.

BMW boxer twins manufactured from 1950 to 1956 included the 500 cc models R51/2 and 24 hp (18 kW) R51/3, the 600 cc models 26 hp (19 kW) R67, 28 hp (21 kW) R67/2, and R67/3, and the sporting 35 hp (26 kW) 600 cc model R68. All these models came with plunger rear suspensions, telescopic front forks, and chromed, exposed drive shafts. Except for the R68, all these twins came with "bell-bottom" front fenders and front stands.

The situation was very different in Soviet-controlled Eastern Germany where BMW's sole motorcycle plant in Eisenach was producing R35 and a handful of R75 motorcycles for reparations. This resulted in one BMW motorcycle plant existing in Eisenach between 1945 and 1948 and two motorcycle companies existing between 1948 and 1952. One was a BMW in Munich in Western Germany (later the German Federal Republic) and the other in Soviet controlled Eisenach, Eastern Germany (later the German Democratic Republic), both using the BMW name. Eventually in 1952. after the Soviets ceded control of the plant to the East German Government, and following a trademark lawsuit, this plant was renamed EMW (Eisenacher Motoren Werke). Instead of BMW's blue-and-white roundel, EMW used a very similar red-and-white roundel as its logo. No motorcycles made in East Germany after World War II were manufactured under the authority of BMW in Munich as there was no need for an occupying power to gain such authority. After the collapse of the Iron Curtain many EMW models have made their way to the USA. Sometimes it is found that owners of these EMW motorcycles have replaced EMW roundels with BMW roundels in an effort to pass them off as BMW models. It is possible to find find restored R35 motorcycles today parts of which are EMW and parts of which are BMW as many parts are interchangeable, making authentic identification quite difficult because all BMW R35 motorcycles were produced in Eisenach until 1952, when they became EMW.

1955–1969

As the 1950s progressed, motorcycle sales plummeted. In 1957, three of BMW's major German competitors went out of business. In 1954, BMW produced 30,000 motorcycles. By 1957, that number was less than 5,500. However, by the late 1950s, BMW exported 85% of its boxer twin powered motorcycles to the United States. At that time, Butler & Smith, Inc. was the exclusive U.S. importer of BMW.

In 1955, BMW began introducing a new range of motorcycles with Earles forks and enclosed drive shafts. These were the 26 hp (19 kW) 500 cc R50, the 30 hp (22 kW) 600 cc R60, and the 35 hp (26 kW) sporting 600 cc R69.

On June 8, 1959, John Penton rode a BMW R69 from New York to Los Angeles in 53 hours and 11 minutes, slashing over 24 hours from the previous record of 77 hours and 53 minutes set by Earl Robinson on a 45 cubic inch (740 cc) Harley-Davidson.

Although U.S. sales of BMW motorcycles were strong, BMW was in financial trouble. Through the combination of selling off its aircraft engine division and obtaining financing with the help of Herbert Quandt, BMW was able to survive. The turnaround was thanks in part to the increasing success of BMW's automotive division. Since the beginnings of its motorcycle manufacturing, BMW periodically introduced single-cylinder models. In 1967, BMW offered the last of these, the R27. Most of BMW's offerings were still designed to be used with sidecars. By this time sidecars were no longer a consideration of most riders; people were interested in sportier motorcycles.

The 26 hp (19 kW) R50/2, 30 hp (22 kW) R60/2, and 42 hp (31 kW) R69S marked the end of sidecar-capable BMWs. Of this era, the R69S remains the most desirable example of the dubbed "/2" ("slash-two") series because of significantly greater engine power than other models, among other features unique to this design.

For the 1968 and 1969 model years only, BMW exported into the United States three "US" models. These were the R50US, the R60US, and the R69US. On these motorcycles, there were no sidecar lugs attached to the frame and the front forks were telescopic forks, which were later used worldwide on the slash-5 series of 1970 through 1973. Earles-fork models were sold simultaneously in the United States as buyers had their choice of front suspensions.

1970–1982

In 1970, BMW introduced an entirely revamped product line of 500 cc, 600 cc and 750 cc displacement models, the R50/5, R60/5 and R75/5 respectively and came with the "US" telescopic forks noted above. The engines were a complete redesign from the older models, producing more power and including electric starting (although the kick-starting feature was still included). Part way through the 1973 model year, a long wheel base (LWB) was added to correct some earlier handling problems. These models are popularly called 1973½ models. Most models were came with large 6-gallon tanks, but some came with 4½-gallon tanks. These are called "toaster" models because of the tank's resemblance to a kitchen toaster.

The "/5" models were short-lived, however, being replaced by another new product line in 1974. In that year the 500 cc model was deleted from the lineup and an even bigger 900 cc model was introduced, along with improvements to the electrical system and frame geometry. These models were the R60/6, R75/6 and the R90/6. In 1975, the kick starter was finally eliminated and a supersport model, the BMW R90S, was introduced. In addition to "/" or "slash" models, other Airhead models such as the G/S (later, GS) and ST also have dedicated followings within BMW circles, while others favor certain earlier models like /5 "toasters." Each has its merits which owners will freely debate with enthusiasm. Later BMW model types such as K-bikes (1983 on) and oilheads (1993 on) included technical innovations that made them more complicated though many owners still elect to service them personally.

1994 BMW R100RT

In 1977, the product line moved on to the "/7" models. The R80/7 was added to the line. The R90 (898 cc) models, "/6" and R90S models had their displacement increased to 1,000 cc; replaced by the R100/7 and the R100S, respectively. These were the first liter size (1,000 cc) machines produced by BMW. 1977 was a banner year with the introduction of the first BMW production motorcycle featuring a full fairing, the R100RS. This sleek model, designed through wind-tunnel testing, produced 70 hp (51 kW) and had a top speed of 200 km/h (124 mph). In 1978, the R100RT was introduced into the lineup for the 1979 model year, as the first "full-dress" tourer, designed to compete in this market with the forthcoming Honda Goldwing.

In 1979, the R60 was replaced with the 650 cc R65, an entry-level motorcycle with 48 hp (36 kW) that had its very own frame design. Due to its smaller size and better geometrics, front and rear 18-inch (460 mm) wheels and a very light flywheel, was an incredibly well-handling bike that could easily keep up and even run away from its larger brothers when in proper hands on sinuous roads. BMW added a variant in 1982: the R65LS, a "sportier" model with a one-fourth fairing, double front disc brakes, stiffer suspension and different carburettors that added 5 hp (4 kW). A short stroke version of the R65, the 450 cc R45 appeared in some markets.

1983–2003

1986 BMW K100RS

BMW R1200C cruiser

1993 BMW K1100RS with aftermarket Hagon rear shock

BMW R1150RT

In early 1983, BMW introduced a 1000 cc, in-line four-cylinder, water-cooled engine to the European market, the K100. The K series comes with a simplified and distinctive rear suspension, a single-sided swingarm. (In 1985 the traditionally powered boxer R80RT touring bike received this monolever rear suspension system and in 1987 the R100RT got it).

In 1985, BMW came a 750 cc three-cylinder version, this one smoothed with another first, a counterbalance shaft.

In 1986, BMW introduced the world's first electrically adjustable windshield on the K100LT.

In 1988, BMW introduced ABS on its motorcycles — a first in the motorcycle industry. ABS became standard on all BMW K models. In 1993 ABS was first introduced on BMW's boxer line on the R1100RS. It has since become available as an option on the rest of BMW's motorcycle range.

In 1989, BMW introduced its version of a full-fairing sport bike, the K1. It was based upon the K100 engine, but now with four valves per cylinder. Output was near 100 hp (75 kW).

In 1995, BMW ceased production of airhead 2-valve engines and moved its boxer engined line completely over to the 4-valve oilhead system first introduced in 1993.

During this period, BMW introduced a number of motorcycles including:

R Series (airheads) - R65GS, R80GS, R100GS,
R Series (oilheads) - R850R/GS/C, R1100R/RS/RT/GS/S, R1150R/RS/RT/GS/S, R1200C
F Series - F650 Funduro, F650ST Strada, F650GS, F650GS Dakar, F650CS Scarver
K Series - K1, K100, K100RS, K100RT, K75, K75C, K75S, K75RT, K1100RS, K1100LT, K1200RS, K1200LT, K1200GT.

The BMW R1200C, produced from 1997 to 2004, was BMW Motorcycles only entry into the Cruiser market.

Since 2004

K series

On 25 September 2004, BMW globally launched a radically redesigned K Series motorcycle, the K1200S, containing an all new in-line four-cylinder, liquid-cooled engine featuring 123 kW (165 hp). The K1200S was primarily designed as a Super Sport motorcycle, albeit larger and heavier than the closest Japanese competitors. Shortly after the launch of the K1200S, problems were discovered with the new power plant leading to a recall until the beginning of 2005, when corrective changes were put in place. Recently, a K1200S set a land speed record for production bikes in its class at the Bonneville Salt Flats, exceeding 174 mph (280 km/h).

In the years after the launch of K1200S, BMW has also launched the K1200R naked roadster, and the K1200GT sport tourer, which started to appear in dealer showrooms in spring (March-June) 2006. All three new K-Series motorcycles are based on the new in-line four-cylinder engine, with slightly varying degrees of power. In 2007, BMW added the K1200R Sport,^[10] a semi-faired sport touring version of the K1200R.

In October 2008, BMW launched three new 1300 cc K-series models: the K1300R, K1300S and K1300GT.^[11] The K1300 models feature increased in engine capacity of 136 cc, an increase in power to 175 hp (130 kW) and a new exhaust system.

Two BMW R1200GS

R series

In 2004, bikes with the opposed-twin cylinder "boxer" engine were also revamped. The new boxer displacement is just under 1200 cc, and is affectionately referred to a "hexhead" because of the shape of the cylinder cover. The motor itself is more powerful, and all of the motorcycles that use it are lighter.

The first motorcycle to be launched with this updated engine was the R1200GS dual-purpose motorcycle. The R1200RT tourer and R1200ST sports tourer followed shortly behind. BMW then introduced the 175 kg 105 kW (141 hp) HP2 Enduro, and the 223 kg 100 hp (75 kW) R1200GS Adventure, each specifically targeting the off-road and adventure-touring motorcycle segment, respectively. In 2007, the HP2 Enduro was joined by the road-biased HP2 Megamoto fitted with smaller alloy wheels and street tyres.

In 2006, BMW launched the R1200S, which is rated at 90 kW (121 hp) @ 8250 rpm. In April 2007, BMW announced its return to competitive road racing, entering a factory team with a "Sport Boxer" version of the R1200S to four 24-hour endurance races. A street version of the R1200 S Sport Boxer is expected in 2008, rated at 144 hp (107 kW), and weighing 195 kg fully fuelled.

F 800S

F series

BMW has also paid attention to the F Series in 2006. It lowered the price on the existing F650&GS and F650GS Dakar, and eliminated the F650CS to make room in the lineup for the all-new F800 Series. The new motorcycles are powered by a parallel twin engine, built by Rotax. They feature either a belt drive system, similar to the belt drive found on the now defunct F650CS, or chain drive. Initially, BMW launched two models of the new F800 Series, the F800S sport bike and the F800ST sport tourer; these were followed by F650GS and F800GS dual-purpose motorcycles, both of which use the 798 cc engine despite the different names.

G650 Xchallenge enduro

G series

In October 2006, BMW announced the G series of offroad style motorcycles co-developed with Aprilia. These are equipped with an uprated single cylinder water cooled 652 cc fuel injected engine producing 53 hp (40 kW), similar to the one fitted to the single-cylinder F650GS, and are equipped with chain drive. There are three models in the series, all produced for BMW by Aprilia in their North Italian Scorzè Plant, each focused on a slightly different market:

G650 Xchallenge hard enduro featuring 21 inch front and 18 inch rear spoked wheels
G650 Xcountry scrambler / adventure sports featuring 19 inch front and 17 inch rear spoked wheels
G650 Xmoto street moto / supermoto featuring 17 inch cast alloy wheels

In some markets the single cylinder F650GS has been rebranded as the G650GS.

S1000RR

Main article: BMW S1000RR

The S1000RR is a super bike intended to compete in the 2009 Superbike World Championship. It is powered by a 999 cc (61 cu in) inline-4 engine producing 193 bhp (144 kW).

Husqvarna acquisition

In July 2007, it was announced that BMW had signed a contract to acquire Husqvarna Motorcycles, including its production facilities and staff, from Italian manufacturer MV Agusta.

Engine types

There are currently four lines of BMW motorcycles:

F & G series singles
F series twins
R series
K series

The series differ primarily in the class of engine that each uses.

F and G series singles

Four different BMW "heads".

The F Series of single cylinder BMW motorcycles was first launched in 1994, as the F650, and was built by Aprilia around a carbureted 650 cc four-stroke, four valve, single piston engine, and chain drive. The mission for the F 650 was to provide an entry level BMW motorcycle. In 2000, the F650 was redesigned, now with fuel injection, and labeled the F650GS. An off-road focused F650 Dakar model was also launched that year. 2002 saw the addition of the F650CS 'Scarver' motorcycle to the line up. The Scarver was different from the F650GS variants in that it utilized a belt drive system opposed to a chain, had a much lower seat height, and was intended for on-road use. All F650 motorcycles produced from 2000 to 2007 used a 652 cc engine built in Austria by Rotax and were built by BMW in Berlin.

In late 2006, the G series of offroad biased bikes motorcycles was launched using the same 652 cc engine fitted to the F650GS, although that engine is no longer manufactured by Rotax.

In November 2007, the G450X sport enduro motorcycle was launched using a 450 cc single cylinder engine. The G450X contained several technological improvements over the Japanese off road racing motorcycles but the most unique and significant was the use of a single pivot point for the drive sprocket and the swing arm. This unusual configuration allowed for a very tense drive chain with no slop and eliminated acceleration squat. The former benefit saves on chain and sprocket wear and the later allows for a more consistent drive geometry and fully available rear suspension travel during heavy acceleration.

F series twins

In mid 2006, The F Series added two new motorcycles to the lineup, the F800S sports bike and F800ST sports tourer, both which use an 798 cc parallel-twin engine built by Rotax. Both motorcycles also feature a belt drive system similar to what was in use on the F650S. In 2007 the single cylinder F650GS was replaced with the twin cylinder F800GS and F650GS models. The latter uses a de-tuned version of the 798 cc engine fitted to the F800GS,^[14] marking a departure from BMW's naming convention.

R series

Four different BMW "heads".

1954 R68's two-fin valve cover

The R series are built around a horizontally opposed flat-twin boxer engine. As the engine is mounted with a longitudinal crankshaft, the cylinder heads protrude well beyond the sides of the frame, making the R series motorcycles visually distinctive. Originally, R series bikes had air-cooled heads ("air heads"), but are now produced only with oil-cooled heads ("oilheads" and "hexheads").

Photo of Four different BMW "heads": How do you tell the different BMW valve covers ("heads") since 1970 apart? The "airhead" cover on a 1973 R75/5 is upper left. The first "oilhead" cover, introduced in model year 1993 in Europe and 1994 in the US, is upper right. The "oilhead" cover on an R1150RT, with two sparkplugs per cylinder, is lower left. The latest "hexhead" cover, with an optional valve cover protector, on an R1200RT, is lower right.

Photo of Pre-1970 valve cover: A common valve cover from 1952–1969 on models R50, R60, R50/2, R60/2, R51/3, R67, R67/2, R67/3 had six fins. The R50S, R68, R69, and R69S of this period had two-fin valve covers.

K series

The K series BMW's have water cooled engines of three (K75) or four (K100, K1100, K1200, K1300) cylinders. Until 2005, although currently in use on the K1200LT, the engine was longitudinal, laid out on its left side with the cylinder heads on the left and the crankshaft on the right. It is called the "Flying Brick" because of the appearance of this layout. Sales did not meet BMW's expectations, and production ceased with the 1993 model. By the end of the K series' run, 6,921 units had been produced. In 2004, BMW introduced a new 4-cylinder water cooled engine that transverses the chasis and is tilted forward 55 degrees. The BMW K75, three-cylinder, models were produced from 1985 to 1996.

BMW K100 motorcycle engine circa 1986

BMW 2004 K 1200GT, style produced only two years

The first K-series production bike was the K100, which was introduced in the 1983. It was followed by the K100RS in 1983, the K100RT in 1984, and the K100LT in 1986. In 1987, the K100 (Mark II) was introduced with ABS brakes, the first ever on a motorcycle. In 1988 and until 1993, BMW produced the K1, a full faring version of the K 100 with the new paralever style rear suspension. It had the Bosch Motronic fuel injection system. Initially it cost 20,200 DM. Only 6,900 were produced.

In 1985, the K75, three cylinder, was introduced. The K75C was the first model with this new engine. It was followed by the K75S, the K75, and the touring version K75RT. The last year of production of the K75 motorcycles was 1996.

In 1991 BMW increased the displacement of the K 100 from 987 cc, and the model designation became the K1100 (1097 cc). The K1100LT was the first with the new engine displacement. In 1992, the K1100RS was introduced, ending the 8 year of production of the K100 models. In 1998 BMW increased the size again to 1170 cc. This upgraded flat four engine appeared in the K1200RS. In 2003, the fully-faired K1200GT, equipped with hard side cases and larger screen with electric height adjustment. The chasis of the K1200RS was extended and strengthened for BMW's luxury touring model the K1200LT, which is still in production in 2009.

The later K1200 engine is a 1157 cc transverse inline four, announced in 2003 and first seen in the 2005 K1200S. The new engine generates a healthy 123 kW (165 hp) but the most striking detail, both visually, and on paper, is its 55 degree forward tilt and 43 cm (17 in) width, giving the bikes a very low center of mass without reducing maximum lean angles.The transverse K1200 engine is used in K1200S, R, R Sport and GT.

In October 2008, BMW announced the new K1300GT, K1300S and K1300R models, all of which feature a larger capacity 1293 cc engine producing up to 175 hp (130 kW). The new engine produces maximum power output 1,000 RPM lower than the previous engine, produces more torque due in part butterfly flap fitted in the exhaust.

Model designation

BMW motorcycles are named according to a three-part code made up of the engine type, approximate engine volume, and styling information (e.g., sport, sport touring, luxury touring, etc.). The three parts are separated by blanks.

Engine type

R - boxer engine, horizontally opposed flat twin cylinder
K - in-line 3 or 4 cylinder water-cooled engine
F & G - single or twin vertical cylinder water-cooled engine

Engine displacement in cc

Current models: 1300, 1200, 900, 800, 650 and 450. Previous models included 850, 1100, and 1150.
Older model BMWs divide the approximate engine displacement by ten for the model number. For example, K75 = approx 750 cc.

R1200RT-P police "motor"

Styling suffix designations:

C - Cruiser
CS - Classic Sport
G/S - Gelände/Strasse Off-road/Street
GS - Gelände Sport Off-road Sport (Enduro)
GT - Gran Turismo or Grand Touring
LT - Luxus Tourer (Luxury Tourer)
R - Road or Roadster - typically naked
RS - Reise Sport (Travel Sport)
RT - Reise Tourer (Travel Tourer)
S - Sport
ST - Strasse (Street) or Sport Tourer
T - Touring

Additionally, a bike may have the following modifiers in its name:

A - ABS
L - luxury
P - police
C - custom
PD - Paris Dakar

Examples: K1200S, R1200RT, F650GS, R1150RSL, K1200LT, K1200LT-C, R1200RT-P, R1200RSA.

Prior to the introduction of the K100 series and the R1100 series motorcycles, the letter prefix was always the same, and the numbers were either based on displacement, as mentioned above, or were just model numbers.

Technologies

BMW is a world leader in successfully innovating motorcycle suspension technologies.

Single-sided rear suspension

The first BMW monolever suspensions appeared in 1983 on the then-new K-Series. It had a single universal joint immediately behind the engine/gear-box unit. This system was soon included on updated versions of the R Series (boxer).

Paralever

Paralever is a further advance in BMW's single-sided rear suspension technology (photo right). It decouples torque reaction as the suspension compresses and extends, avoiding the tendency to squat under braking and reducing tyre chatter on the road surface. It was introduced in 1988 R80GS and R100GS motorcycles.

BMW's revised, inverted Paralever on an R1200GS Adventure.

In 2005, along with the introduction of the "hexhead", BMW inverted the Paralever and moved the torque arm from the bottom to the top of the drive shaft housing (photo right). This reduces underhang of components and tends to increase ground clearance in right lean.

It is believed that the term Paralever was developed due to the appearance of a parallelogram shape between the four items making up the rear suspension (rear drive, drive shaft, transmission, and lower or upper brace). Other motorcycle manufacturers have patented versions of this system, including Arturo Magni for MV Agusta and Moto Guzzi's Compact Reactive Shaft Drive.

Telescopic front fork

In 1935, BMW became the first manufacturer to fit a hydraulically damped telescopic fork to its motorcycles. Nimbus of Denmark had been fitting telescopic forks since 1934, but its version was undamped until 1939. BMW still uses telescopic forks today on its F-series, G-series and HP motorcycles. The R-series and K-series use the Telelever and the Duolever front suspensions.

Earles front fork

Englishman Ernest Earles designed a unique triangulated fork that resists the side-forces introduced by sidecars (unlike telescopic forks). BMW fitted the Earles fork to all its models for 14 years from 1955. In the event, this was the year that use of sidecars peaked and quickly fell off in most European markets (eg the UK) but the Earles fork system was well-liked by solo riders too. It causes the front end of the motorcycle to rise under braking — the reverse of the action of a telescopic fork. The mechanical strength of this design sometimes proved to be a weakness to the rest of the motorcycle, since it transfers impact pressure to the frame where damage is more difficult and expensive to correct.

Telelever front fork

BMW's Telelever front suspension on a R1150R.

The Telelever system was developed by Saxon-Motodd in Britain in the early 1980s. The Telelever is a unique front fork, where the shock absorber is located between and behind the two primary tubes attached to a te

BMW R60/2

Thu, 08 Oct 2009 03:03:13 +0100

BMW R60/2

Granada red R60/2 • Dominican blue R50/2 • Standard black R60/2

The R60 and R60/2 are 600 cc boxer twin BMW motorcycles that were manufactured from 1956 to 1969 in Munich, Germany, by the Bayerische Motoren Werke (BMW Aktiengesellschaft).

Production History

Tank roundel with Serif typeface

Some 20,133 of these 600 cc shaft-drive, opposed twin R60 (1956-1960, 28 hp), R60/2 (1960-1969, 30 hp), and R60US (1968-1969, 30 hp) were built. These models, except for those with the "US" designation, were designed primarily as rugged motorcycles to pull sidecars (mounting points were built in) and had duplex tubular steel frames.

Simultaneously manufactured were related models, including the 500 cc R50 (1955-1960, 26 hp), the R50/2 (1960-1969, 26 hp), the R50 S (1960-1962, 35 hp), the R50US (1968-1969, 26 hp), and the 600 cc sport-oriented R69 (1955-1960, 35 hp), R69S (1960-1969, 42 hp), and R69US (1968-1969, 42 hp).

In the United States, all these Earles-fork and US-fork (i.e., telescopic fork) models from 1955 to 1969 are often lumped together as "Slash-2" BMWs, even though that is technically incorrect. Not all over them, as seen above, have the "/2" designation.

Perhaps the most famous BMW rider of the 1960s was Danny Liska [2], who took R60 models from Alaska to Tierra del Fuego in one trip, and from Europe's North Cape to South Africa's Cape of Good Hope in a second journey. His book about the first trip, Two Wheels to Adventure (Alaska to Argentina by Motorcycle), was published in 2004.

1968 BMW R60/2 in black with white pinstriping and Craven panniers

1967 BMW R60/2 with 6½ gallon tank and Craven Golden Arrow panniers

The standard colors for these motorcycles was black with white pinstriping, though special colors could be ordered. Indeed, the motorcycles could be ordered in any color that was being used at the time for BMW cars. A special case was Dover white. Michael Bondy, of the U.S.A. BMW importer Butler & Smith, sent BMW a can of that color paint, which was used on his 1942 Packard, and BMW duplicated it. He then ordered 50 motorcycles in that color.

Though BMW invented and first used oil-damped telescopic front forks in the 1930s, it chose to use Earles forks on these models. The triangular front Earles fork (named after its designer, Englishman Ernest Earles) precluded any front-end dive during heavy front braking, which is common with telescopic front forks. It also worked well in sidecar duty. Though heavy and ponderous in turning, the Earles fork gave the old Beemer a steady and reassuring ride.

Original 1968 photo of a brand new BMW R60US with telescopic forks and standard dual saddle

In 1968, BMW introduced telescopic forks on some of its slash-2 models, and they were continued into the 1969 model year. Modified, they became the front forks on the slash-5 models introduced for the 1970 model year. The photo of the red R60US to the right was taken at a BMW dealership in 1968 and shows a brand new motorcycle waiting for its first buyer. Earles fork and telescopic fork models both were manufactured for these two years and were available to customers.

During the 1960s, very few motorcycles were available with shaft final drive. BMW's were the most common. The driveshaft rode in an enclosed oil bath within the right swingarm, unlike BMW's previous models, and drove the rear wheel through an internally splined cup that meshes with a coupler crown gear keyed to the drive pinion. This meant that leaking seals could become a problem for the owners. Because the clutch was dry, there were seals at the rear of the crankshaft, at both ends of the transmission, at the rear of the driveshaft, and at the front and rear of the rear drive unit: lots of seals to develop leaks.

The front brakes were double leading shoes, and the rear had a single leading shoe. By modern standards, they were not good brakes. Tires, front and rear, were interchangeable in 3.50 inch by 18 inch size.

Motorcycles sold in America had high handlebars with a cross brace. Those sold elsewhere came with low, Euro handlebars.

A variety of saddle styles were available for these motorcycles. Those delivered in the U. S. typically were supplied with a single "dual" or bench saddle, either the standard size or a wide version that came with chrome rear-quarter passenger handles. Alternatives available included a Denfeld (not "Denfield") or Pagusa solo driver's saddle, or individual driver and passenger saddles.

Accessories

R60/2 with Avon full fairing and Craven top case

BMW motorcycles of the 1960s were noted as long-distance touring motorcycles. However, none came standard with fairings or luggage, these items were provided by aftermarket vendors.

Most common as a fairing then was the Wixom Ranger handlebar-mounted fairing made in Illinois, which was mounted on most of the BMW twins sold. A rare full fairing from England was made by Avon (see photo).

The Madison (WI) BMW club in 1970, with lots of Wixom fairings.

There were numerous manufacturers of saddle bags and top cases for BMW twins in the 1960s. Wixom's were very popular, as were the beautifully made but boxy British Craven panniers (see external links below). Rounded Enduro 50/ bags (see the external link below for reproductions) were very popular as well. Butler and Smith, the American BMW motorcycle importer, offered leather saddlebags.

Butler and Smith offered several styles of luggage carriers for mounting behinds the passenger saddle. It also offered several styles of windshields, safety bars, a spotlight, and metric tool kits. One expensive and highly sought after accessory was a mechanical tachometer.

U.S. motorcycles came standard with a narrow dual saddle, though wide dual saddles with chrome rear handles could be ordered. Solo saddles made by Pagusa or Denfeld for driver and passenger were also available. All motorcycles came with BMW's famously complete tool kit.

Hella turn signals were strictly optional, and were mounted at the ends of the handlebars showing light both forward and back.

The standard fuel tank held 4.5 US gallon (17 litre), though a commonly purchased option was a more bulbous 6.5 US gallon (25 litre) tank. Also available as options were sport tanks of 7.0 and 8.0 USgallon (26 and 30 litre) capacities.

Original prices for an R60/2

U.S. Price: $1,131 (1960) (2008 US$ 8217 after inflation)
U.S. Price: $1,236 (1965) (2008 US$ 8428)
U.S. Price: $1,364 (1969) (2008 US$ 8005)
German Price: DM 3,315 (1969) (2008 US$ 10492)

Specifications

1969 BMW R60/2 in Granada red

BMW R69S in Dover white and 6½ gallon tank

Engine Numbers

1955-1960 R50 Engine Numbers: 550 001 - 563 515
1960-1969 R50/2 & R50US Engine Numbers: 630 001 - 649 037
1956-1960 R60 Engine Numbers: 618 001 — 621 530
1960-1966 R60/2 Engine Numbers: 622 001 — 629 999
1966-1969 R60/2 & R60US Engine Numbers: 1 810 001 — 1 819 307
1956-1960 R69 Engine Numbers: 652 001 — 654 955
1960-1969 R69S & R69US Engine Numbers: 655 004 — 666 320

Engine

Internal designation 267 / 5
Type four-stroke, two-cylinder, air-cooled boxer
Bore/stroke 72 x 73 mm
Cubic capacity 594 cc (34 in.3)
Maximum power 30 HP at 5800 RPM
Compression ratio 7.5 : 1
Valves per cylinder 2
Carburation system 2 Bing 1/24/125-126 od. 1/24/133-134 od. 1/24/151-152
Engine lubrication forced-feed lubrication
Oil pump gear pump

Power Transmission

Clutch single disc saucer spring, dry
Number of gears 4
Shifting foot shifting
Gear ratios 4.7 / 2.73 / 1.94 / 1.54 (with sidecar: 5.33 / 3.02 / 2.04 / 1.54)
Rear wheel ratio 1 : 3.13 or 1:3.38 (with sidecar 1 : 3.86)
Bevel/crown wheel 18 / 27 or 8 / 25 teeth (with sidecar 7 / 27)

Electrical System

Alternator Bosch LJ/CGE 60/6/1700 R
Ignition magneto ignition
Spark plugs Bosch W 240 T 1 or Beru 240 / 14

Suspension

Designation 245/1
Type of frame twin-loop steel tubular frame
Front suspension long swinging arm with strut and oil-pressure shock absorbers
Rear suspension long swinging arm with strut and oil-pressure shock absorbers
Wheel rims deep-bed 2.15 B x 18 at sidecar, rear 2.75C x 18
Tires front 3.50 x 18
Tires rear 3.50 x 18 ( at sidecarbetrieb hinten 4 x 18)
Brakes front drum brake, Ø 200 mm Duplex full hub
Brakes rear drum brake, Ø 200 mm Simplex full hub

Dimensions and Weights

Length x width x height 84 x 26 x 39 inches (2125 x 660 x 980 mm)
Wheel base 55.7 inch (1415 mm; with sidecar 1450 mm)
Tank capacity 4.5 US gallon (17 l) / optional 6.5 US gallon (24.6 l)
Unladen weight, full tank 430 lb (195 kg; with orig. BMW sidecar 320 kg)
Load rating 360 kg (with orig. BMW sidecaR600 kg)

Performance

Idle/riding noise 81/82 DIN-phon (from June 1967: 74 / 95 dB (A))
Fuel consumption 47.0 MPG (ca. 5.0 l / 100 km)
Oil consumption ca. 0.5 - 1 l / 1000 km
Top speed 90 mph (145 km/h)

Restoration

A restored R50/2 at auction by Tim Stafford in Las Vegas

An R60/2 undergoing a frame-up concours restoration by Tim Stafford

Admirers of classic BMW motorcycles are growing rapidly in number. As time marches on, that which BMW enthusiasts consider "classic" is amended, much as a trailer follows behind a car. "Slash-2" variants from 1955-1969 have joined that exclusive club.

Opinions as to the treatment of classic motorcycle varies according to their condition and their owners' tastes. First preference tends to be for preserving the original machine if it is in reasonably good condition. Second preference is to do limited restoration, maintaining as much of the original fabric as possible. Third, when dealing with a machine in poor condition, is so-called frame-up restoration. In the latter case, the motorcycle is completely disassembled and each individual part is refurbished, and then the motorcycle is reassembled adhering as much as possible to the original design, but sometimes using modern replacement parts, such as stainless steel, or plating parts that were originally not plated. At the extreme end of restoration is the "concours" restoration, as seen in the photo to the right, in which only original parts are used and work is done with an obsession for originality in every minor detail. Unlike many other motorcycle brands, parts for classic BMWs, though expensive, are obtainable from sources in Germany and the United States.

Two American membership organizations, Vintage BMW Motorcycle Owners and the Veteran BMW Motorcycle Club of America are dedicated to the preservation of classic BMW motorcycles.