JL Dupont’s BMW R1232 SPECIAL EDITION N°4 • Winter 2019
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VINTAGE Motorcycle News A motorcycle publication for the motorcyclist enthusiast.
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EDITOR Pat Castel VMN.Editor@rogers.com COVER PAGE
Jean-Luc Dupont’s BMW R1232
Notice All information furnished herein is provided by and for Vintage Motorcycle News. Unless otherwise stated, none of the information (including technical material) printed herein necessarily bears endorsement or approval by any manufacturer or the editor. The editor and publisher cannot be held liable for its accuracy.
FROM THE EDITOR’S DESK
What a treat we have for you this month. If you’re like me, nostalgic about the old motorcycle designs, well rejoice... We start with Pere Tarragó’s miniature creation of the BMW R32, followed by a short article on the BMW Motorrad story with original photos discovered by Vintage Motorcycle News and we will finish this newsletter with the pièce de résistance: the BMW R1232 designed and built by Jean-Luc Dupont, a French BMW Motorrad reseller. His bike is a blend of old design and modern technology, put together with savoir-faire, experience and a touch of class. This bike made heads turn… If you cannot afford custom build motorcycle, you might want to turn your interest on Pere Tarragó’s creations. Some have brain, some have beauty but some are really gifted. Take Pere Tarragó for instance, he can reduced any motorcycle to a 1:5 scale like a magician. OK, he is not using a magic wand, it takes him hundred of hours to do it, but the result is unbelievable. These models are so perfectly created they really look like originals. After exchanging a few emails, he was kind enough to send me some beautiful pictures of his work. As you will see in some of the shots, the background make you believe they are the real thing... No wonder he had to include a candy next to his gem. I also included some close shots so you can see the details of his masterpiece. There is no words to express how amazed I was when I discovered his work.
Next Edition
info@motoscalatarrago.com http://www.motoscalatarrago.com www.youtube.com/watch?v=nGWN08YBJUc
Interesting stories, trivia & facts on
BMW R32, circa 1923
George Brough and his wonderful creations. His SS100 was also
Translated from Pere Tarragó's message
motorcycles for a good reason: it
“This model was constructed in about 100 days, averaging 6 hr/day. I have built this model from hundreds of pictures. With the materials I have used, I have tried to imitate the original materials.
was indeed a bike of excellence...
The chassis (frame) is constructed from stainless steel with a scale of 1/5.
c a l l e d th e R o l ls R o y c e of
The engine is made of aluminum from a mold made from earth (not sand) the way they used to do it. The finish is nickel plating rather than chrome and the paint is two-tone (black and white) to get a perfect match of the original. The paint is finished with transparent varnish to protect the fine white lines. The decorations (logos on gas tank) were made on a CNC machine on top of copper and tin. The mechanical parts function like the real full-size motorcycle. The clutch and shift controls are functional, and a hand lever actuates the brakes, expanding the brake pads in the drum. The throttle functions also. The front suspension works with friction plates and two leaf springs.” Till next time... Ed. Vintage Motorcycle News
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1923 BMW R32 Scale 1:5 Vintage Motorcycle News
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Model size: Scale: 1/5 - Overall Length = 40 cm (15.75") - Weight = 1.8 kg (4 lb) Vintage Motorcycle News
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The real BMW R32
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1923 BMW R32
IF IT AIN'T BROKE, DON'T FIX IT By Craig Fitzgerald The first BMW motorcycle was a child
At the heart of BMW’s engineering
born of necessity. Following the Treaty
department from the beginning was
of Versailles, which went into effect on
company engineer Max Friz, who was
June 28, 1919, Bayerische Moteren
ambivalent regarding anything other
Werke (Bavarian Motor Works, or
than aircraft.
BMW) was prohibited from building aircraft engines.
According to Darwin Holmstrom and Brian J. Nelson in the book BMW
BMW was a n a ircraft eng in e
Motorcycles, Friz “often referred to
manufacturer, almost exclusively, since
automobiles as ‘stupid conveyances’
Gustav Otto (son of Nikolaus Otto) had
and thought even less highly of
opened his aircraft factory in Munich in
motorcycles.”
1911. Otto teamed with Karl Rapp, who owned an aircraft engine factory, in early 1916, form ing Bayerische Flugzeugwerke GmbH (Bava ria n Airplane Works or BFW). A year before the Treaty, Franz Josef “Karl” Popp joined the company. By 1921, BMW was barely in business. BMW kept the lights burning with the
Yet, Karl Popp felt that his company could produce a better motorcycle on its own, and convinced Friz to build an improved boxer-engined machine. The result was the BMW R32. The R32 was unveiled at the Paris Motorcycle Salon in 1923, and it proved to be the sensation of the event.
production of truck and boat engines,
T h e R 3 2 wa s s o rt of a n
agricultural equipment, and an air brake
amalgamation of the best practices in
system for railroad cars.
motorcycle building at the time.
BMW entered the motorcycle market
With the exception of the wet sump
as a subcontractor, bu ilding a
system, there wasn’t a nyth ing
four-stroke engine for Otto’s BFW,
necessarily earth-shattering about its
which intended to build a larger
individual components, but its overall
motorcycle called the Helios.
quality and thoughtful design made it
The resulting M2B15 engine was a
stand out.
insufficient cooling to the rear cylinder, and placement of a transmission. W it h t h e c ra n ks h aft m o u nte d l o n g it u d i n a l l y , a t h re e - s p e e d transmission could be bolted directly in line with the engine, eliminating the primary drive chain. The R32 a lso used B M W’s trademark shaft drive to turn the rear differential. BMW immediately refined the R32 in 1924 by correcting the braking, the 1923 model only has a brake on the rear wheel, operated by jamming a block of wood against a dummy rim, which is about as effective as it sounds. Until 1969, when BMW introduced the /5 series, the company continued to use Max Friz’s basic R32 layout. Even more noteworthy, the shaft drive that appeared on the R32 remained the sole drive system of every BMW motorcycle until the F650’s launch in 1994. BMW continued to advance the boxer-twin/shaft-driven design for the next 85 years, and today at least half of the new motorcycles available from BMW still use that basic architecture. There’s something to be said for doing it once and doing it right.
486cc boxer twin with a perfectly
Unlike the Helios, the R32 pivoted the
square bore and stroke of 68mm. The
engine 90 degrees and hung the
engine was inspired by the British
finned cylinders in the wind, solving
Douglas, and it was mounted similarly,
three problems at once: a wheelbase
with its twin cylinders facing fore and
too long for practical purposes,
aft. Vintage Motorcycle News
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BMW R32 motor
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Die BMW R32, das erste BMW Motorrad - 1923 The BMW R32, the very first BMW motorcycle - 1923 BMW Group PressClub
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1923 BMW R32 assembly line
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The BMW Motorrad Story by Aaron Cortez
BMW’s first ever vehicle was this motorcycle, the R32, introduced in 1923. BMW is one of the most significant names in the motorcycle world today, but for much of their history, they’ve also been the “odd one out”, always marching to the beat of their own drum. BMW’s story is as unique and interesting as their motorcycles – read on to see why! Over 90 years of history building motorcycles…and BMW is now going stronger than ever! When most people think about BMW, they think about the brand’s luxury cars – the “ultimate driving machines.” Many people aren’t even aware that BMW makes motorcycles at all. But for those of us in the riding community, BMW is actually one of the most significant names in the motorcycle world. Having been around for over 90 years, the brand continues to grow at a healthy pace; in 2014 they sold over 120,000 motorcycles worldwide, marking the fourth year of record-breaking sales in a row. From it’s luxurious RT touring machines, to the adventurous GS, Vintage Motorcycle News
to the sport bike perfection of the S1000RR, there’s just no denying it – BMW manages to be at the forefront in every market they compete in. But for much of their history, they’ve also been a bit of an odd duck. They’ve stuck with their own unusual way of doing things for nearly a century, and have managed to carve out a reputation that is an unusual mix of both quirky and conservative. While the brand has had both epic successes and big failures over the years, it has always marched to the beat of it’s own drum – and that’s exactly what BMW riders like so much about their motorcycles! 20
Like it’s motorcycles, the story of BMW is a unique and interesting one, and no matter what kind of bike you ride, you’ll enjoy learning about the brand, and appreciate the innovations BMW has brought to the world motorcycling!
The Humble Beginnings of BMW Motorrad BMW stands for Bayerische Motoren Werke (Bavarian Motor Works.) The company started in 1916, and specialized in building highly advanced aircraft engines. 1916, of course, was smack dab in the middle of World War I, and as an aircraft engine manufacturer, BMW’s primary customer was the German Air Force. Winter 2019
But after losing the war, the treaty of Versailles banned Germany from manufacturing any aircraft at all. Immediately, all of BMWs engineering talent was redirected toward making engines for other industrial uses.
The father of the iconic BMW “boxer” engine and BMW’s motorcycle program, Max Friz.
One of the most brilliant aircraft engine designers in Germany at the time was a young man named Max Friz. In 1921, at 33 years old, he was the first to develop a 500cc flat-twin engine, which he created as a portable industrial motor. Right away, small German motorcycle builders began to snap up this motor to power their machines. Immediately Friz saw why it made such a good motorcycle engine – by having both cylinders mounted across the direction of travel, sticking out into the wind, the problem of even cylinder cooling that plagued other engine designs had been solved! Th e f o l l o w i n g y e a r , B M W happened to acquire one of those motorcycle manufacturers, and Friz now had the tools he needed for BMW to build its own motorcycle, completely in-house.
wet-sump oiling system at a time when total-loss oiling systems were the industry standard.
After the R32, BMW had a number of other successes in the motorcycle market.
Fun Fact: the flat-twin engine and shaft drive adopted in 1923 would end up becoming the most recognizable part of the brand’s identity, still being used in the majority of BMW models over 90 years later!
In 1931, the single-cylinder, 200cc R2 was introduced, which was huge hit in Germany because it could be operated without a motorcycle license. Then in 1935, a major technological innovation was introduced
The engine that started it all, the 500cc BMW flat-twin. This engine design was torqey, perfectly balanced, and solved the problem of uneven cooling of cylinder heads on a motorcycle.
Seeing it’s potential, he worked day and night to design one with his own engine at its heart, and in 1923 the first-ever complete BMW vehicle was introduced (that’s right, BMW’s first vehicle ever made was actually a motorcycle!) The R32 had a 486cc flat-twin, put out 8.5HP, and had a top speed of around 60MPH. It was technologically advanced – the engine and gearbox were bolted together as a single unit, it had an efficient shaft drive, and featured a Vintage Motorcycle News
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It may look unusual, but it worked incredibly well (which is kind of BMWs philosophy) – this bike set a land speed record that held for an incredible 14 years!
Ernst Henne in 1937
by BMW – telescoping forks with hydraulic damping. Those revolutionary forks would go on to become the industry standard on motorcycles to this day. By the end of the 1930s, BMW had gained enough experience to take its racing game to the world stage. They were able to field a fully faired, supercharged 500cc motorcycle to attempt to beat the land speed record in 1937.
This was thought to benefit the British, who preferred naturally aspirated engines…and, of course, won the war.
BMW’s Role in WWII As with nearly every major manufacturing company in Europe, World War II changed everything for BMW. While the company focused heavily on aircraft engines to supply the huge demands of the
Nazi war machine, there was also a great demand for its motorcycles. Of all the motorcycles fielded by the Wehrmacht, the BMW R75 was a standout, especially in the desert battlefields of North Africa, w h e r e i t ’ s s h a ft d r i v e a n d telescoping forks protected critical parts from sand and grit. U.S. Army commanders were so impressed with the R75, they sent
A mounted German soldier takes a break for chow on his BMW military motorcycle.
It did so, reaching an astounding 173 MPH – a record that held for 14 years! BMW also dominated in road racing; in 1939, a BMW ridden by German Georg Meier wins the legendary Isle of Man TT race – the first ever non-Briton to do so on a German bike! Fun Fact: After WWII, the FIM banned forced induction motors in racing, which punished the Germans (and their Axis allies, the Italians), who fielded many successful supercharged engines in racing before the war! Vintage Motorcycle News
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The technologically advanced BMW R75, with 2WD, shaft drive, and telescoping forks. Like much of the Wehrmacht’s equipment, the Allies were impressed with the engineering the Germans were fielding against them, and they used it to improve their own. Today, both BMW R75s and the H-D XAs are prized collectors items.)
captured ones home asking for a similar machine to be developed for their troops. Harley-Davidson’s response was “if it ain’t broke, why fix it?” and they simply reverse engineered it, building a Harley-Davidson badged virtual R75 clone called the XA. Over 1000 were built for the Army – but ironically, they were never even sent the field! )
BMW in the Post-War Period Much like every other manufacturer serving the German war effort, BMW was in ruins after the war.
the war. But worst of all, Germany’s terms of surrender to the U.S. forbade any manufacture of motorcycles in the country at all. However, in 1947, the U.S. revoked that rule, allowing BMW to start building motorcycles again; trouble was, all the designs and schematics had been either captured or destroyed during the war. BMWs designers had to start from scratch, but they did it in the
smartest way possible – by reverse engineering their own pre-war motorcycles! With a little German resolve and ingenuity, BMW was able to restart motorcycle production by the following year, starting with the single-cylinder, 250cc R24. For a country still reeling from the destruction of the war, this cheap, reliable form of transportation was essential, and the R24 saw huge demand. BMW Motorrad was back in business.
BMW plant workers inspecting their first postwar motorcycle, the R24
Allied bombing had reduced BMWs production facilities to rubble. The U.S./Soviet split of Germany cut BMW in half, with its headquarters in Berlin under U.S. control, but it’s production facility in Eisenach controlled by the Soviets. In addition, most of BMWs top engineers were sent to either the U.S. or the Soviet Union to continue work on jet engines they began during Vintage Motorcycle News
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BMW’s infrastructure was virtually destroyed in WWII, but their spirit wasn’t – with the R24, BMW got back on their feet and provided much-needed mobility for a continent recovering from a devastating war.
Fun Fact: In East Germany, the Soviets took control of the Eisenach factory, where they ordered motorcycles to be produced and delivered to the Red Army as reparations. So in 1948, when the U.S. permitted motorcycle production in West Germany, there were actually two separate BMW motorcycle companies, operating completely independently of each other.
BMW was posting growing sales year after year, reaching a peak of over 30,000 units by 1954. However, by the late 1950s, the booming economies in the U.S. and
Western Europe started to have a change in taste; most people could afford big, luxurious cars by that time, and the demand for motorcycles as cheap mobility had fallen off.
BMW had to change it’s game in the Sixties to meet the demands of changing markets in the West. Here is a 1966 BMW R60, interestingly being ridden by none other than Steve Jobs!
This continued until 1952, when a lawsuit settled the dispute; from then on, the East German BMW was renamed EMW, and they adopted a logo identical to BMWs, but with red in place of the trademark blue.
1950s and 1960s Inexpensive, efficient motorcycles like the R24 helped the German economy to get back on it’s feet, and helped BMW as a manufacturing company recover from near total destruction. Vintage Motorcycle News
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The early 1960s were tough times for BMW, and the motorcycle division was nearly shut down; however, a healthy automotive division allowed it to weather the storm. By the late 1960s, BMW had learned that motorcycles were a luxury good in the west, and they recovered by stepping up their motorcycle game to meet the demands of its now more affluent customers.
1970s By the Seventies, BMW was back in the saddle. They kicked off the decade with a whole new lineup, the /5 series of motorcycles, with all-new engines using advancements borrowed from their automotive division. In addition, BMW had moved its production to an all-new factory in Spandau, West Berlin.
One of the most famous BMW motorcycles of all time, the sporty R90S.
In 1973, the healthy company reached two huge milestones: 50 years in business, and 500,000 motorcycles built! Throughout the rest of the 1970s, BMW would continue to innovate.
They began to introduce larger, full fairings for rider comfort; the R100RS was the first-ever fully faired motorcycle, and essentially created the sport-touring category.
The R100RS, the first ever fully-faired motorcycle (and part of the origin of the sport-touring category of motorcycles.)
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road/road.” However, the moniker was changed in 1987, when the “S” was changed to stand for “Sport.” BMW would continue to innovate throughout the Eighties. In 1983, the water-cooled K-series is introduced; touring bikes with longitudinally mounted four-cylinder engines and electronic fuel injection (the first time ever used on a motorcycle.)
The birth of a revolution – the R80 G/S was the first of the now legendary BMW GS series, and the beginning of the now booming ADV motorcycle segment.a
In 1976, the R90S, a sporty 900cc, 67HP machine, was introduced (a now-legendary model that was recently memorialized by builder Roland Sands, with a beautiful tribute motorcycle built from a new RnineT.) But probably the most exciting innovations of the 1970s came right at the end of the decade, as BMW began to venture heavily into the world of long-distance off-road racing.
“travel enduro” racer, dubbed the R80 G/S. This would be the first of the now legendary GS line-up: powerful, robust, on/off-road motorcycles built for long-distance travel over any type of terrain (this also marked the birth of the now booming ADV motorcycle segment.) Fun Fact: G/S initially stood for “Gelande/ Strasse,” which translates to “off-
BMW’s engineers were building heavily modified prototypes to compete in races like the Paris Dakar Rally.
In 1988, an even bigger development took place at BMW, as they became the first manufacturer ever to use ABS on motorcycles. The following year, BMW became the first manufacturer to offer a digital electronics system on a motorcycle with its K1 (but this was a bit too far ahead of its time, and the K1 was discontinued only a few years later!)
1990s to Today By the 1990s, BMW was a very healthy motorcycle manufacturer, whose motorcycles were known about and desired all over the world. It was a good decade for BMW; they demonstrated environmental
BMW liked its racers so much, it decided to put them into production just in time to kick off the 1980s – and ended up creating a whole new category of motorcycle in the process!
1980s The most significant event of the 1980s for BMW came in the first year of the decade, when BMW released a production version of its Vintage Motorcycle News
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awareness by becoming the first manufacturer to fit all their models with catalytic converters, and finally broke the self-imposed 100HP barrier with the top-of-the-line sport tourer, the 130HP K1200RS. BMW closed the millennium with a bang, delivering over 65,000 machines in 1999.
In the 2000s, they stepped their game up even more. In 2005, BMW introduced its HP2 line, hand-built limited production motorcycles featuring exclusive materials and cutting-edge technology, starting with the HP2 Enduro, and followed by the HP2 Sport.
That was only the beginning of BMW’s competitive streak; in 2007, BMW made huge news when it leaked that, for the first time ever, it had plans to release a true 4-cylinder superbike to compete in WSBK. That came to fruition in 2009, when the S1000RR was introduced, and with that bike
The HP2 line was BMWs first foray into ultra-premium, hand-built limited production motorcycles.
The HP2 Sport, shown here, was a prized model, and paved the way for BMWs first entry into the inline-4 supersport market dominated by the Japanese. Vintage Motorcycle News
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The spectacular BMW S1000RR. Building the finest supersport bike on the market is a challenge for any manufacturer; doing it with the first one your company ever built, however, is simply legendary.
used a 6-cylinder engine in a motorcycle, featured in the ultimate sport tourer, the K1600.
BMW accomplished an astonishing feat – the S1000RR dominated on the streets and the race track, being considered the finest sport bike on the market in its very first year in production. When BMW does something…they do it right! Another revolution came in 2011 when, for the first time in the company’s history, they Vintage Motorcycle News
BMW, Riding Onward into the Future The BMW story is rich with history, and is ultimately one of a brand that has weathered many storms in a way many successful German companies have – by constantly seeking advancement in engineering and technology, while still remaining very true to their heritage. 28
Today, the BMW brand continues to enjoy an intense brand loyalty rivaled probably only by Harley-Davidson, but still wins over more new riders every year with awesome new machines and persistent innovation. Love them, hate them, or just don’t quite “get” them, there’s no denying that BMW has contributed a lot to making motorcycles what they are today, and they continue to be a force to be reckoned with! Over 90 years of fun (and counting) on BMW motorcycles… BMW is going stronger than ever into the future!
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Martin Stolle Year of birth: 1886 Year of death: 1982 Entry at BMW: April 1, 1918
Born in Berlin. Engineer, holder of more than 100 patents. Joined a Berlin engine factory which built "Argus-"engines. Changed in 1903 to "Cudell Motor Co." in Aachen, a company manufacturing "Argus" engines under license and fitting them to tricycles and four-wheeled vehicles. Later took on the official repair shop in Berlin for the Belgian automobile manufacturer "l'Auto Métallurgique". 1 9 0 9 : fi r s t m o t o r c y c l e o f o w n construction. From 1911 on, experimental work with light-alloy pistons that were sufficiently successful for an engine of his design using these pistons to take part in a Vienna Munich long-distance reliability trial in 1914. It was well ahead of the state of international engine development at that time. During the First World War initially with a motor-vehicle drivers' group, then volunteered as a pilot in 1916. 1918 to 1922: at BMW. While working under Sedlbauer, designed the WS engine, a four-stroke horizontally opposed 500 cc unit with overhead valves (OHV). Installed in a Viktoria frame, this engine yielded initial racing successes with Stolle himself riding. The technical improvements compared Vintage Motorcycle News
with the BMW "Bayernmotor" were considerable. The production engine was supplied to the Viktoria company, which in 1923 took over production itself and also recruited Stolle. 1924: established own automobile company named "Vorster & Stolle" in Munich, but this did not survive for long. 1927: moved to Berlin-Spandau and developed an improved version of the "D-Bike" at the Deutsche Industriewerke: the R10 model with a 500-cc OHV engine. 1931: opened his own design office. Developed the "Sursum" small motorcycle intended for a 100 cc Sachs engine, and also a three wheeler for Zündapp. 1933: Designed the KR 8 for the Viktoria-Werke, which went into production in 1934, and the KR 9 in 1936. After this, opened another design office in Marktoberndorf, in the Allgäu region of Germany. Functions at BMW: At BMW (Moosacher Strasse) from 1918 to 1921. Requested by the Rapp Motorenwerke in 1917 and therefore exempted from military service. Built up and managed the aero engine 30
production inspection facility. Started work for BMW as an engineer on 01.04.1918. At the end of the war, after demolition of the factory in 1919, initial discussions were held by the factory management, in which Stolle also took part. In accordance with the ideas developed by Max Friz, Stolle developed a 500-cc side-valve flat twin, referred to internally as the Type M2B15 and offered for sale officially as the "Bayernmotor". The engine was tried out by various motorcycle manufacturers. Starting in 1920, Viktoria of Nuremberg began to use the "Bayernmotor", and other manufacturers, for example SMW, also fitted it. SMW's owner Karl Rühmer also supplied frames for BMW's own "Helios" model with the "Bayernmotor" as its power unit. The Helios, which was not very popular or successful, was in due course replaced by the R32, the first genuine BMW motorcycle, designed by Max Friz. By this time, Stolle had already left BMW. In 1922, annoyed that his own ideas and designs were constantly being described as those of Max Friz, he became head of design at a small Munich mechanical engineering company (Sedlbauer). Winter 2019
The 1948 R 24 – the first post-war BMW
production equipment and the raw materials needed for manufacturing, as both were in short supply and rationed. Donath went about gathering all the much-needed machinery from businesses in worse condition than BMW. In March 1948 the R 24 was unveiled at the Geneva motor show and the initial reaction from the press, public and motorcycle dealers was positive.
The R24 - A BMW Legend Seventy one years ago, on December 17 1948 the first post-war BMW motorcycle rolled off the Munich production line. The single-cylinder R 24 was the motorcycle that would bring BMW back from the brink of extinction. At the end of WWII Germany lay in ruins with industry destroyed and the population dislocated and dispirited. BMW plants were badly damaged and there was an Allied plan for the company to be broken up. The future looked bleak. However the American army was in need of a vehicle maintenance base and BMW had a trained workforce, some buildings and equipment, so the company was g i v e n t h e c o n t r a c t . Th i s arrangement would keep the Americans mobile, give much-needed employment to the German people and give BMW time to work on a future. Under Director Kurt Donath, BMW gained a manufacturing license to produce pots and pans, agricultural equipment and bicycles but behind the scenes, company Vintage Motorcycle News
management was working on plans to return to motorcycle production. In 1946 BMW was given approval to produce motorcycles up to 125cc. Work began on the creation of a two-stroke Boxer and the R 10 was quickly developed to a running prototype. Donath, believing that the capacity restriction would be lifted to 250cc, had Alfred Böning and his engineering team secretly begin work away from Munich on a new motorcycle.
In May the R 24 was again on show in Hanover and by the end of the exhibition there were over 2,500 forward orders for the new single. There was now a sound economic basis for the rebirth of BMW. The R 24 looked very similar to the R 23 but there was considerable redevelopment in the M225/1 motor and – for the first time – a four-speed gearbox. Much of the technical improvement came directly from the wartime R 75 as well as the two piece rocker cover, giving a clean and up-to-date style. The 12 hp R 24 was a quality motorcycle.
This would be a difficult task as all the production plans and technical drawings were either destroyed or located at the Eisenach plant, which was in the Soviet-controlled sector and out of BMW control.
The first R 24 was not destined for life in a museum. There was a draw from within the BMW workforce to see who would own this historic motorcycle. The winner was Mr Erdinger but unfortunately nothing more is known of him or the fate of the first R 24.
A pre-war R 23 was located and it was disassembled and every part measured in order to produce new plans. The restriction on capacity was increased to 250cc and work on the new model continued at an increased rate. Designing the motorcycle was only the first step; there were other problems to encounter such as sourcing
The R 24 was the most expensive motorcycle available in Germany but by 1950 when the R 25 replaced the model, 12,020 had been sold. It was an undoubted success and paved the way for the return of the Boxer in 1950 and the restarting of car production in 1951.
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Joy of Commuting Single-cylinder BMW a study in class and utility By Greg Williams, Photos by Amee Reehal
1954 BMW R25/3
In the modern motorcycle world workaday commuting machines get little to no respect. In fact, small-bore motorcycles in general are often overlooked in favor of larger, faster and more glamorous ‘cycles.
That is not necessarily the case when it comes to vintage machinery. Some collectors, such as Dave Larmour of Calgary, really appreciate small single-cylinder motorcycles – and especially if they were made by BMW. Larmour, 62, was born in Regina, and raised in Barrie, Ontario. He attended the Ontario College of Art in Toronto, and soon after graduation started his career creating scale-size architectural models. His job eventually brought him to Calgary where his skills were put to use building models for the oil industry. Larmour now uses Vintage Motorcycle News
computer-modeling technology, and no longer builds scale models from scratch. Larmour says from an early age he was fascinated by motorcycles, and started riding when he was 14 aboard a 50cc Suzuki. He chose the Suzuki model over a Honda Super Cub, as he did not like the ‘scooter’ appearance of the Cub. Just three years later he was infatuated with British iron. He has always had multiple motorcycles – one was never enough. And even though he liked Brit-bikes, he always kept a Japanese motorcycle for any serious riding. 32
That is, until 1978 when he was introduced to BMW. “I was drawn to the concept of it being German, and the engineering behind the machine,” Larmour says. “The BMW looked like a more dependable and reliable bike.” Since then, he has always had a newer BMW as a rider. His stable is currently filled with six BMWs – three big machines, and three small single-cylinder bikes. All of his singles are vintage BMWs, and include a 1935 R2, a 1954 R25/3 and a 1960 R26. It is the 1954 R25/3 that is featured here. Winter 2019
BMW has a long history. They were building aircraft engines prior to the First World War, but were not allowed to continue in this field post-war. The company had to turn to other endeavors to stay afloat, and eventually turned out a motorcycle in 1921. Perhaps better known for the flat-twin boxer style engine that has long featured in its motorcycles, BMW has also built a number of singles. Th e c o m p a n y p r o d u c e d single-cylinder motorcycles prior to the Second World War, but stopped building them in 1938. Following the war BMW was not allowed to build a motorcycle until 1948, and at that it could not displace more than 250cc. The first was the 1948 R24, which featured a bolted together pressed steel frame, and a single-cylinder engine that was similar to what BMW had built pre-War. Final drive was via shaft. The next generation single, the R25, was introduced in 1950. This motorcycle had a welded tube-type frame and plunger rear suspension. Next came the R25/2 in 1951, and this iteration saw changes to the solo seat suspension system. The big change was in 1953 with the R25/3. BMW updated the 250cc OHV single with a new hydraulic fork, a gas tank that was flatter and longer and different wheels and hubs. Rims were changed from steel to alloy, and shrank to 18” from 19”. Engine configuration specifications changed slightly. The compression ratio went from 6.5:1 to 7.0:1, and power was increased from 12 PS to 13 PS (the German version of horsepower). And, of course, the R25/3 still featured its shaft final drive. Vintage Motorcycle News
Although initially intended to be a basic form of transportation for Europeans, police and postal services -- as well as the Red Cross -quickly adopted the BMW single-cylinder motorcycles for their use. Larmour figures half of R25/3 production went to service work, while the other half went to civilians. “BMW never knuckled under to build a cheap machine,” Larmour says. “And the R25/3 became more of a gentleman’s small motorcycle.” The last BMW 250cc single – the R27 – was built in 1968. Larmour first saw this 1954 R25/3 in an eBay auction in 2005. He says the photos showed a very presentable motorcycle, and he talked to the seller, an enthusiast living in Kansas, a couple of times before he placed his bid. He says there was spirited bidding, and claims there is quite a market for the small BMW singles in the U.S. He won the auction, and picked up the BMW himself while the family was on a trip back east. The bike came with a long paper trail, and Larmour says it is apparent the BMW was imported to the U.S. from Europe in the late 1950s or early 1960s. As the machine passed from owner to owner it slowly deteriorated, to the point where it once sold for $100. But someone took pity on the bike, and about 20 years ago the machine was fully restored. “When I got it, although it had been restored, it was a little neglected,” Larmour says. “But I haven’t done too much to it, other than fettling the electrics and installing a sealed battery. I changed the tires and the wheel bearings, and some of the rubber bits. It runs well and there’s no need to get into the motor.” 33
Parts are not particularly hard to come by for the 250cc BMW. In fact, Bench Mark Works Canada in Milford, Ontario, has been able to supply most everything he has needed to keep his BMWs on the road. Larmour rides the R25/3 every opportunity that he has – to a vintage club meeting or to an A&W bike night, and occasionally to work. So far, he has added some 4,000 miles to the clock. “It starts well and runs well, and gets about 140 mpg. It’s very efficient to use and cheap to run,” Larmour says. “It captures people’s attention, even if it’s not the nicest bike in the parking lot.” He is planning a longer run this summer. Larmour will ride the BMW during the annual Canadian Vintage Motorcycle Group road run at Handhills, near Hanna, Alberta. The ride is for motorcycles 305cc and smaller 1975 and older, and 500cc and smaller 1959 and older. Held in early July, the ‘Handhills Classic Ride’ features a timed rally one day, followed by a scenic loop the next. Of his cherished everyday commuter motorcycle, Larmour says, “I’m sure the little BMW will hold up very well.” POSTCRIPTUM FROM THE AUTHOR: This BMW owned by Dave Larmour (the fellow in the photo) was sold to a rider in Seattle or Portland. Dave himself is not doing well. He’s got cancer and doesn’t have much time left.
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BMW R25/3
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A M RC ot H 19 or IV 56 Cy E ar clin S tic g le
BMW R69 MOTORCYCLE ROAD TEST
Only 2,954 were built during 1955 to 1960
Of all German machines, the undoubted leader in both technical design and detail finish is the BMW R69 which, being a 590cc o.h.v. twin is one of the few Continental designs which can provide a direct comparison with the many big British models.
twins for the price of one BMW and still have the price of a puncture outfit to spare!
However, though the BMW may therefore be considered as probably the nearest equivalent to our popular 600 and 650cc vertical twins, several reservations should be entered. One is that it is designed as a luxury tourer, not as a sports machine.
There can be no doubt that, with its swinging-fork front and rear suspension and fully enclosed transmission, the new BMW is a vast improvement over its predecessors, which themselves held an enviable reputation. The rear suspension systems is, of course, unconventional, the spring units being clamped into position at about their half-way point; and angular movement accommodated within the unit itself. The frame, too, more nearly resembles an only-type "loop" structure, but it
Such features as the now almost traditional h.o. engine and shaft drive make exact analogy with chain drive vertical twins almost impossible, the design philosophy underlying the two schools of thought being entirely different, while one could buy two British Vintage Motorcycle News
The safest ground from which a tester can judge the latest in a long line of Munich-built flat twins is in comparison with earlier models of the same marquee.
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offers great rigidity, and a solid anchorage for a sidecar. On taking over the test R69 (kindly loaned for the occasion by private owner, Bill Potter, of Thornton Heath, Surrey) our man's first mental note was that the 600cc engine was slightly noisier, mechanically, than had been the previous 500cc job. That is to say one could, by listening really hard, just hear the valve gear in action! That frou-frou rustle apart, there was not a single mechanical sound audible. Clutch action was smooth and sweet, the gear change (provided the rider's tactics were adapted to suit an engine-speed clutch) positive and easy. At first, the riding position gave signs of being just a little different from that to which a British rider would normally be accustomed. Winter 2019
One is seated a little more to the rear (a result of the transverse engine). It took only a few miles, however, to become enthusiastic over the natural attitude provided by the BMW and it was with amazement that a tester normally finicky over control co-relationships discovered, after nearly 1,000 miles of riding, that the footrests were staggered by a couple of inches to suit the equivalent arrangement of the two big "pots."
rear springing harmonized well with the front, giving superb road-holding under all conditions.
The riding comfort provided by a combination of sprung saddle and suspension impossible to fault was a revelation. With one possible exception, the R69 is the best-sprung machine in the rider's longish experience.
Seldom has the tester straddled a machine which made high-speed cruising so ridiculously easy! At 85 to 90 mph, with the suspension smoothing out the bumps, the engine vibrationless, and the exhaust note a steady drone, nothing but the whistling of the wind and the needle of the speedometer indicated one's speed.
Since the front end is made under Earles' license, part of the credit obviously belongs to Birmingham! Readily adjustable by means of a built-in tommy bar on each leg, the Vintage Motorcycle News
Though flexible enough to allow of 20 mph traffic negotiation in top gear, the big engine really reveled under open road conditions. There seemed no limit on one's cruising speed. "Poodling" at a touring 40 mph, or hurtling along the highway at over "90 per"--it was all the same to the R69.
It was just like riding a big, comfortable car. 37
Acceleration--though not startling--was more than adequate for all practical purposes, the power coming in smoothly, without a flat spot, all the way up the range. Once the knack had been learned, quick gear changes could be made in either direction. Steering was also first rate. Thanks to a low centre of gravity, the R69 could be put into corners on any line the rider cared to choose, and it would hold to it tenaciously. It could be rapidly warped over from side to side, thanks in no small measure to an ideal riding position which enabled full knee pressure to be brought to bear, and was as handy as a lightweight when it came to maneuvering through traffic. With such attributes, it was not surprising that the tester came to regard it as an ideal machine for Winter 2019
putting up averages. On one memorable morning, when Press schedules were tight and time short, the R69 conveyed a staffman from mid-Sussex to the New Forest and back between breakfast-time and lunch, with an hour or so's work thrown in! Over this tricky cross-country journey, measuring just over 90 miles on each stretch, the R69 responded nobly, doing what had to be done in the minimum time, but also with the maximum safety. Naturally, this required the best use to be made of the model's ability to cruise well up the scale, and it was frequently held with the needle at around the 90 mph mark, with occasional downhill sprints bringing it near the 100 mph. Under such conditions, fuel consumption naturally rose, but normally an overall 70 mpg could be expected on give-and-take going. No small contribution to the R69 appeal was made by its excellent brakes. That at the front was of two-leading-shoe design. When the test figures were being carried out, the first two stops were both made in the allegedly "can't-be-done" distance of 26 feet, using the front brake alone! For fear of causing apoplexy amongst readers, attempts were thereupon discontinued. With both brakes in action, the best figure ever obtained in a Motor Cycling test (20 feet from a corrected 30 mph, the speedo was 10% fast) was obtained in the two first tries. No more were made. The spark advance on the left handlebar is one of few characteristics that distinguish the R69 from other BMW twins manufactured between 1955 and 1968. Vintage Motorcycle News
On other points, too, the machine earned full marks. The lighting was first-rate; oil-tightness as near absolute as made no difference; the silencing effective; subsidiary design neat; mudguarding good. A hyper-critical tester might have complained that the dipswitch was a little too far from the left hand for comfort; that the otherwise neat toolbox, with Yale-type lock, concealed behind the left knee rest was the Devil's own delight to repack and that no adjustment appeared to be provided for a gear pedal which, to be honest, didn't in this case need readjustment anyway. But beyond those minor points of detail design, nothing adverse could be said, and certainly they count for little compared with the overall excellence of the layout, handling, performance and finish of this "100 mph plus" scion of a long line of foreign aristocrats. For a price of nearly 500 pounds one expects a motorcycle of nearly Rolls-Royce quality. It is to its manufacturer's credit that the BMW R69 provides it.
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Specifications • Engine: 500 cc BMW horizontally-opposed o.h.v twin four-stroke/bore 72 mm by stroke 73 mm = 590cc; cast iron cylinders' light alloy heads' valves push-rod operated; C.R. 6.5 to 1; claimed b.h.p. 35/7,800 r.p.m.; Bing carburetors. • Transmission: four-speed gearbox bolted-up to engine; car-type clutch; ratios 4.9, 7.8, 9.6 and 16.95 to 1; direct primary drive; final drive by enclosed shaft to hypoid gears. • Frame: of welded tubular construction' duplex main frame, 38
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with extended loop-type rear bearers. Wheels: Light alloy rims carry Continental 3.50-inch by 18-inch tires. Brakes: 7-9-inch, twin leading-shoe front brake; 7.9-inch rear brake. Lubrication: By gear pump submerged in engine sump. Electrical Equipment: Noris 6-volt 60-watt generator, crankshaft driven, supplies current for Bosch battery; coil ignition; Bosch head lamp; Bosch tail lamp; Bosch horn; ignition an neutral warning lights; combined horn button an dip-switch control unit. Suspension: BMW front forks, built under Earles license, with BMW hydraulically-damped suspension units. Swinging-fork rear suspension with adjustable BMW hydraulically-damped suspension units. Tank: Of welded steel, 4 gallons capacity, locking tool box hidden beneath the left knee grip. Dimensions: Wheelbase, 55.75 inches, ground clearance 5 inches, unladen seat height 28.5 inches, dry weight 445 pounds. Finish: Black enamel with white lining; BMW motif in blue and white on tank; chromium-plated details. General Equipment: Comprehensive tool kit; tyre inflator; puncture repair outfit; steering head lock; tool box lock; 120 mph VDO speedometer mounted in head-lamp shell. Price: 397 pounds Makers: Byerische Motoren Werke A.G. Lerchenauerstrasse 76, Munich, Germany Winter 2019
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A R Cy CH 19 cle IV 62 W E ar orl S tic d le BMW R69S CYCLEWORLD ROAD TEST - June 1962 Ask any motorcyclist what he considers to be the two-wheeled equivalent of the Rolls-Royce and you will almost certainly be told "BMW". That answer will not be too far wrong, either, except that the products coming from the Bayerische Motoren Werke incorporate a good deal more in advanced engineering features than the famous English car. Actually, the BMW motorcycle is more like the Mercedes than a Rolls-Royce: conservative in many respects, but quite advanced nonetheless. In any case, the BMW has attributes that make it unique, and it has acquired a reputation that makes it a "prestige" motorcycle - even Vintage Motorcycle News
among people who ordinarily don't give two wheelers a second glance. One of the reasons for the BMW's reputation is its appearance, which is overwhelmingly massive in flavor. Even to the "layman's" eye it looks as though nothing in this world would be enough to break it, or even spring it just a trifle. The frame is a two-loop cradle of heavy, round-section tubes that extend from the steering head back almost to the rear axle. It is not triangulated, or gusseted, but somehow, in looking at it, one gets the idea that it isn't ever going to bend. "Unyielding" is a word that describes it very well. 40
All of the miscellaneous hardware is just like the frame. The fenders, tank, and the headlight fairing are drawn from heavy gauge steel and are fixed in position with a vengeance. Every part is enameled, with a black that looks like polished obsidian, and a white pin-stripe following the fender-bead and the tank contour provides just the right amount of trim. Where chromium plating is used, as on the exhaust system, wheels, air-feed pipes and the spring/shock units, it is deep and we would bet that it's there to stay. Th e s u s p e n s i o n s y s t e m i s interesting: at the front, a true Winter 2019
"Earles fork" is used, which has long leading arms locating the wheel. This system gives a useful amount of anti-dive action, which keeps the bike's nose from dipping when it is braking hard, and which also permits quite long wheel movements - a feature that accounts for part of the BMW's phenomenal riding qualities. Here again, in the front suspension, there is that massive quality and in this instance, it lends a much appreciated stiffness to the fork and, consequently, precision to the steering. We noticed too, that an alternate mounting is provided for the suspension links; the purpose is to allow the fork geometry to be re-set for sidecar work. A final very nice touch was the telescoping hydraulic steering damper. This device looks exactly like a small shock absorber which it is - and it stops any fluttering of the forks before it can begin. It acts in the same way as the adjustable, friction-disc type steering dampers more commonly used, but it is superior to the friction type in every way. The rear suspension is reasonably conventional, but with a couple of "different" touches. For example; the trailing links that locate the wheel serve a double function. Th e r i g h t l i n k i s a l s o a torque-tube that houses the BMW's drive shaft. The springing is handled by spring/shock units that fit up into a pair of high steel housings that extend upward from the rearmost frame loop. The mounting looks odd, but it does the job and that is all that matters. Adjustments for the load can be made by hauling Vintage Motorcycle News
around on levers that are on the bottoms of the spring/shock units. The rear suspension, like the front, gives an unusually long wheel travel and quite soft - and ultra-comfortable - springing. The BMW's brakes are unusually large for a touring motorcycle. Of course, these machines are often used in hauling sidecars with a passenger and a mountain of luggage, so the company has shown a lot of foresight in providing the big brakes. The actual drum diameter is just under 8 inches (with shoes 1.4 inches wide) and the drums are cast from aluminum alloy and have cast-in iron liners. The front brake is of the double leading shoe type, with the brake cable pulling on one actuating-cam lever and the cable housing forcing the other lever forward with reaction pressure. The arrangement assures that both levers will be applied with equal force, and has the additional virtue of adding to the mechanical advantage. As a direct result, the brake action is light and smooth; you couldn't want 41
anything better. The rear brake is more conventional, having only one leading and one trailing shoe. However, it is not worked as hard as the front brake and probably doesn't need the two-leading shoe feature. Besides, it is more effective when the bike is rolling back, and that is more important with a heavily loaded sidecar. In the midst of all this mechanical excellence stands the engine, which has the characteristics that account for at least half of the BMW's overall appeal. It is an opposed twin, mounted with the crank centerline parallel with that of the motorcycle's and the cylinders poking right out into the airstream. There are numerous advantages to this layout. Improved cooling is one; with the cylinders horizontal, and standing clear of the front wheel the air can blast can travel right over the cooling fins without any interference. Also, the wide separation of the cylinders assure that there will be no hot-spots between them and finally, when the bike is stopped, the heat from the cylinder will Winter 2019
cause the air between the cooling fins to rise, creating a natural draft - just like a chimney - and drawing up cool air from underneath to remove heat from the engine. There are, obviously, some disadvantages. The first one that comes to mind is that if the rider "comes a cropper" the fall may damage the cylinder heads, which are of aluminum alloy and are somewhat exposed. Actually, the heads are strong enough to take a dreadful whacking without breaking. You may scar them a bit, but serious damage is very unlikely. For the rider who is nervous about this, BMW offers a sturdy set of crash bars that solve the problem neatly. A more real objection to the opposed twin layout is that the cylinders occupy a part of one's foot space. A BMW rider's feet actually fit under the cylinders and if the weather is cool the situation is very cozy - warmer weather will involve warmer feet. Whatever its merits as a foot-warmer, the BMW engine has few faults as a powerplant. Externally, it is distinguished by great cleanness, with cast enclosures surrounding all of the machinery that is usually "left hanging out like the vitals of an Elizabethan traitor's" as one British journalist once put it. Close attention has also been given to the seals and gaskets, and there are no oil leaks - not even the usual seepage. Inside, there is a great lot of roller and ball bearings - plain bushings are almost nonexistent. The crankshaft is made in three pieces and has the crankpins pressed Vintage Motorcycle News
into place, which permits the use of one-piece connecting rods. The crankpins are spaced at 180 degrees, so that the pistons move in opposite directions and each piston cancels the out-of -balance forces from the other, which makes the overall balance of the BMW engine nearly perfect.
BMW's transmission system is as different as their engine. A single-plate clutch, mounted on a flywheel, as in an automobile, takes the drive to a truly massive gear train. Shifting is done with sliding dog-clutches - as in any other bike - but the sheer strength of the unit is extraordinary.
The offset between cylinders introduces a slight twisting vibration, around a vertical centerline, but not enough magnitude to be particularly noticeable.
The bike actually makes three steps to the side: A pair of spur gears takes the drive from a spring-and-cam on the back of t h e c l u t c h s h a ft t o t h e transmission's "cluster gear". Then, the drive jumps over through another gear-set to the transmission's mainshaft and from the mainshaft it passes through a U-joint to the drive s h a ft a n d fi n a l l y t o t h e spiral-bevel gears that drive the rear wheel.
The only area in which the BMW could be improved is in its valve gear. With a centrally-mounted camshaft, the pushrods are entirely too long and heavy, and the BMW cannot be expected to "rev" with most of its contemporaries. The valve gear is simply too ponderous to allow very high engine speeds and while the R69S has been refined to permit much higher engine speed than any others in the BMW line, it has its limits. On the other hand, the BMW is a touring machine and for that kind of service its smoothness is the most important characteristic. 42
The drive shaft is rather thin, like a torsion bar, and it is designed to "wind-up" a bit under shock loadings and thus cushion the drive. The BMW drive layout dispenses with all of the jangling chains we usually see in motorcycle , and it must be commended on that score. Winter 2019
However, we would be less than fair if we failed to mention that in eliminating those bothersome chains, BMW has created a drive that passes through no less than five gears at all times and is, in fact, less efficient than the conventional chain drive. The road behavior of the BMW is intended to be, and is, the very thing for the long-distance, t o u r i n g r i d e r . Th e r i d e i s extremely soft, the engine is unbelievably smooth and the saddle is deeply-padded, "form" fitting and comfortable in a way that beggars description. For extended touring, this really is THE bike to have. Starting is easy: much of the spark and carburation machinery has been arranged to insure that there will be no fussiness on those cold mornings. We do have one complaint though: the kick pedal swings outward from the left side of the bike and the bike cannot be conveniently started from an
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"onboard" position. This has, no doubt, been done to facilitate starting with a sidehack attached, but it creates some difficulties when the BMW hasn't some kind of a prop to holding it up. Our acceleration and speed tests with the BMW revealed that, even in R69S form - as our test machine was - it was no world-beater for speed. The performance data could be improved by a bike with more miles behind it, our test BMW's odometer showed only 3500 miles, and it takes more than that to get everything in their closely fitted engines to bed-in. We are told, by people who know the BMW well that they do not reach their peak until approximately the 10,000 mile mark. Therefore, one might logically expect that our 16.0 second "standing quarter" would be slightly improved and that the top speed might go up to, perhaps, 108 or 110 miles per hour.
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For those who are interested: removing the BMW's mufflers showed that: A, they are extensively baffled inside; and B, they are enormously heavy. Indeed, we are not sure if the improved acceleration can be attributed to reduced backpressure, or reduced weight. Whatever the BMW's merits in a contest of speed, it is still the smoothest, best finished, quietest and cleanest motorcycle it has ever been our pleasure to ride. To be honest, we think that anyone who would worry much over its performance-potential is a bit of a booby. The R69S is fast enough to handle any encounter, and it has attributes that are, in touring, infinitely more valuable than mere speed. All things considered, if we were planning a two-wheel style vacation/tour, the BMW would have to be our choice of mount. List Price...............$1,575.00
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Classic BMW Riders in Japan notice and went into the BMW business.
Kuniniri Jhinguuji with his Earles-forked BMW You might think that with a home industry producing most of the motorcycles in the world, Japanese riders wouldn't need to look to Europe for the bikes of their dreams. But you'd be wrong. For many in the Land of the Rising Sun, nothing comes close to BMW Motorrad for rider satisfaction.
The Professional Restorer "When BMW moved from Bavaria they stopped making proper motorcycles," jokes Kuniniri Jhinguuji. He is only interested in Boxers made between 1950 and 1969: "Black machines with Earles forks!" he laughs. But even the most conservative BMW owners can bend their own rules. Kuniniri-san is a quiet man but his face breaks out into a big smile when he fires up his sidecar hauler and senses the power at the end of the twistgrip wire. He's fitted an R90/S engine into the Earles fork chassis to give his outfit the sort of performance riders could only dream of 50 years ago. Kuniniri-san has worked with BMWs for 45 years. Now aged 73 Vintage Motorcycle News
he has a lifetime of experience under his belt, including racing sidecars at Fuji Speedway and Suzuka. He had to change to a Yoshimura-tuned 812cc Honda in the 1970s to stay in with a chance of a podium finish, but his heart always belonged to the Boxer. "BMW makes a better road bike than Honda or Suzuki," states K u n i n i r i - s a n . " Th e e n g i n e characteristics mean these are bikes you can use in all weathers on all roads. And I really like the Earles fork anti-dive action." Since 1969 he's operated from workshops tucked away down a side street in Toyota. Yes, that's right - hometown of the Japanese car giant. Kuniniri-san had been working in the engine development department at Toyota and racing sidecars most weekends. It wasn't long before other BMW owners started asking him to work on their bikes. Word got around that here was someone who did a great job at an affordable price. Unlike most 'salary men', Kuniniri-san knew that a job for life could become a life sentence. He handed in his 44
"Working at Toyota was great training for setting up my own shop," says Kuniniri-san. "And tuning engines with Pops Yoshimura opened my eyes to what was possible with the Boxer." He didn't advertise his services. He didn't even put a sign outside the workshop. Kuniniri-san didn't want to attract the attention of the authorities, as the taxman and city planners don't do favors for start-up businesses. As a result, he only went legitimate as 'Boxer Shop' seventeen years ago. The classic race bike that takes pride of place in his workshop is a rolling test bed for his ideas and where he tries out parts before offering them to customers. "Being a race mechanic is the best proving ground," says Kuniniri-san. "If you make one small mistake it can be the end of your race - and public humiliation. I want to show my customers that they will get the same quality work on their road bikes that I put into my track bikes."
The Amateur Restorer Nakagawa Toru lives in the factory district of Tokyo, which is really useful if you spend every spare moment playing with old Boxers. He only has to walk next door to a small workshop, where one of the technicians will machine stainless steel fasteners for him in his tea break. "Stainless wheel spindles, high tensile cylinder head bolts, whatever I need," says Nakagawa-san in-between drawing another dose of nicotine. He's owned his 1966 R 50 for 22 years and uses it for touring and enjoying the countryside around Winter 2019
Mount Fuji where he clocks up a relaxing 450 kilometers a day. Then there's the 1984 R 80 ST. This is his favorite for Tokyo commuting but the original grey paint scheme was a little too conservative for Nakagawa-san, who re-sprayed the tank yellow. "I mixed yellow and white in a tin until the color looked like Nakagawa Toru and his collection of classic BMWs liquid moonlight," he sighs. A small universal laps to keep fit. He started out with The Old Age Pensioner screen and R 90 S bars makes the British motorcycles and his first was front end seem a little sportier. Tadashi Suzuki might be 80 years a 1957 Ariel Square Four, but even But while he loves his R 80 ST he old, but he still rides his 1957 R 27 then he had a hankering for a hates the R 100 RS that is tucked every day. "I've owned it for two years BMW. away in a corner of his garage."It is now," says Tadashi-san. "I used to too big for me," Nakagawa-san says. ride an R 80 which was perfect for "They were simply too expensive back "And I don't like the fairing. But at long tours, but now I'm getting older then," he says. His love of least it is easy to work on... but then, it is a bit too heavy. I wanted a quiet, motorcycles has rubbed off on his reliable, easy to handle motorcycle to son Katsunao, who runs British so are all Boxers!" replace it and the R27 has been Beat, a shop dedicated to British Nakagawa-san also has a 1975 R 90 bikes. Katsunao-san is not perfect." S fitted with a sports seat from a impressed with his father's mode of later version, and an R 100 S. He's Tadashi-san uses the little single to transport. "He is a very bad son," been into BMWs for 24 years. “A nip into the centre of Tokyo or to jokes Tadashi-san. "He will not BMW is more comfortable to ride his favorite noodle bar for lunch. maintain my BMW, so I have to do than any Honda." As you might He rides every morning to the local it all myself!" have guessed, Nakagawa-san is not swimming pool where he does 20 one for factory spec restorations. He's just painted a Hoske tank for his R 50 that owes its 'smoked' silver styling to the R 90 S. Meanwhile, his R 90 S will have a nose fairing painted in sky blue. "I do not like boring colors!" laughs Nakagawa-san. There are not only BMWs in Nakagawa-san's garage. He also owns a 1961 250cc Lilac LS18, but even that has a connection to G e r m a n y . Th e s h a ft d r i v e , transverse V-twin has more than a passing resemblance to the Victoria Bergmeister. "And even the petrol filler cap is exactly the same as on my R 50!" Vintage Motorcycle News
Tadashi Suzuki and his 1957 R27 45
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OLD TIMER: THIS SWISS BMW RESTOMOD IS JUST PERFEKT Story by Bike Exif - Images by Marc Schneider It’s tough to get a restomod right. An authentic nuts-and-bolts restoration is more work, but at least you have a blueprint to follow. Knowing how much ‘mod’ to add to the mix—without treading on the spirit of the original—is an art.
cylinders.” “It was clear to Ramon that the bike needed a full rebuild.”
vintage Beemer. But first, he had some repairing to do.
The bike’s new owner wasn’t keen on returning it to stock, so Ramon had some freedom to reimagine the
Luckily, he’s no stranger to old vehicles. The last build we featured from him was a custom BMW, but he spends most of his time
Some BMW historians might baulk at the sight of a vintage boxer with even a single mod. But we’re giving Ramon Seiler of Kontrast Kreations ten out of ten for this delightful petrol-blue bobber. Especially since it started out as a pick-n-mix basket case. Photographer Marc Schneider tells us how bad it was: “This bike started life as a barn find BMW R51/2 with parts from a variety of vintage BMW motorcycles. The tank was from a R50, the gearbox from a R51/3, the ignition case cover was broken, and fins were missing from both Vintage Motorcycle News
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restoring classic cars and motorcycles from a workshop in the village of Bonstetten, near Zürich in Switzerland. He took apart the engine and gearbox, and rebuilt them with new seals. Then he painstakingly soldered and filed the broken case and missing fins, until it was
impossible to tell that they’d ever been damaged.
pedigree of that vintage BMW had to be maintained in every aspect.”
The cylinders got a fresh coat of paint, but the engine cases were left alone—to keep them looking their age. “Ramon wanted a custom rebuild and not a ‘like-factory-new’ restoration,” Marc tells us. “The
The R51/2 was only produced in 1950 and 1951, so there aren’t many around. And as you’d expect, parts are hard to come by. But since this one was already a mash up of various BMW bits, Ramon had no qualms continuing the theme. So he sourced some parts from the R51/2’s successor—the R51/3. These included a fuel tank, valve covers and a set of spoked wheels. The bike came with a pair of rare Phono exhausts, so those stayed. Just about everything on the old boxer needed welding, straightening or general wizardry to get it up to par. The wheels were relaced with new spokes, and repainted in semi-gloss black. A new wiring harness was made up, running close to the frame with neat hose clamps keeping it in check.
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Ramon also ditched all the worn-out rubber bits, like the seat and knee pads. He fabbed up a new seat pan to sit on the stock mounts, then made a pair of aluminum pieces for the tank. Everything was then sent to a local upholsterer to be wrapped in brown leather. The effect is mimicked up top with a pair of Brooks bicycle grips; the throttle and grips both had to be modified to work together.
the new design had to hug the rear tire and travel with it. Ramon shaped a new fender from aluminum, then attached it to the final drive via a custom-made mount at the back, and to the frame via a steel hinge at the front. Between the hinge and the natural
flex of the aluminum, the fender now syncs with the travel of the wheel, without any hassle. There’s also a custom-made license plate bracket out back, and a Bates-style tail light mounted up top. The tail light came kitted with LEDs out the box, but Ramon was
During the build, Ramon realized that the R51/2’s frame looked neat without the rear fender and the complex set of brackets that holds it. Running the bike fenderless wasn’t an option, so he found a solution that would work with the Beemer’s plunger rear suspension. A problem arose: the original fender was fixed to the frame, but Vintage Motorcycle News
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dead set on keeping everything as vintage as possible, so he retro-fitted a 6V bulb. He’s kept the same philosophy up front. Rather than upgrade the entire cockpit with modern components, the headlight (and the
speedo embedded in it) are still original. “You still advance your ignition timing by hand,” says Marc, “and the speedo needs some love from time to time!”
One thing Ramon did want to change though, was the BMW’s iconic black-with-white-striping paint job. Petrol blue turned out to be the perfect substitute: it’s the least subtle change on the entire build, but it hasn’t dampened the vintage appeal. “It’s not about making riding or maintenance easier, or getting that ‘factory look’ after hours of sandblasting,” says Marc. “It’s about preserving a vintage pedigree, the story of the bike, and the ingenuity that made BMW motorcycles so special back in the day.” “It might be a mix of two different BMWs, in a bobber-like package with hipster exhaust wrap. But it still is (and always will be) a barn find—a 1950s vintage bike, with a story yet to tell.”
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Images by Marc Holstein • BMW Group Classic • Facebook • BMW Welt (Museum) Instagram SOURCE: Resurrection: The BMW WR 750 Kompressor, by Dr. Scott Williams, Classic BMW Motorräder, Volume 39, Number 2 and of course article courtesy of Bike Exif Vintage Motorcycle News
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BEHIND CLOSED DOORS: BMW’S HIDDEN SUPERCHARGED WR 750 THE BMW MUSEUM IS THE first port of call for any petrolhead visiting Munich. But there’s an even more extraordinary collection of machinery just down the road, at the BMW Group Classic headquarters. Set inside the original Bayerische Motoren Werke factory, BMW Group Classic houses offices, archives, conference rooms and a café. But it’s also home to a small gathering of rare and vintage BMW motorcycles and cars, and a couple of laboratory-level workshops.
750 Kompressor. Then he threw in a plot twist: this isn’t a restored WR 750, but a complete nuts and bolts replica. It’s been executed so well, even an expert would find it virtually impossible to tell it apart from the real deal.
The WR stands for Werksrennmotorräder (works race bike), which is exactly what the WR 750 was. It was a technological tour-de-force, built to take on speed records and racing championships. They got the former right; Ernst Jakob Henne
Access to this remarkable hoard is by special appointment only—but on this day we had one such appointment. And it was during a behind-the-scenes tour that I stumbled upon this vintage beauty. To be honest, at first I had no idea what I was looking at. So our guide graciously explained the history of the supercharged 1929 BMW WR Vintage Motorcycle News
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set a land speed record of 134.68 mph on a WR 750 in 1929.
assemblies. Groundbreaking stuff, back then.
The WR 750 had a 750 cc four stroke flat twin with overhead valves, a supercharger wedged between the seat and gearbox, and a single carb. It had no rear suspension, and a leading link front fork with twin leaf spring
The thing is, an original WR 750 is impossible to come by. Which is why collector, racer and master fabricator Jürgen Schwarzmann decided to build one from scratch. So he joined forces with friends Alfons Zwick and Erich Frey, and the trio eventually ended up
creating a small series of WR 750 replicas (the exact number of which is a closely guarded secret). Their first challenge was finding a blueprint to work from. Only two of Ernst Henne’s original record-breaking machines still exist: one belongs to BMW, and the other is in the Deutsches Museum. Both existing bikes are land speed racers, modified for straight-line glory. So they are distinctly different from the road racers that Schwarzmann wanted to replicate. Bits and pieces from the pre-war race bikes do pop up on the radar from time to time. But they’re rarely for sale, and are a far cry from a complete bike. And documentation is sparse too, even in the BMW Group Classic’s extensive archives. So the trio’s first task was a virtual puzzle build, documenting
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everything they could about the WR 750 before they even picked up a spanner. Their primary goal was to recreate the bike as accurately as possible, and to make it fully functional. Once the build itself was underway, each man had a specific portfolio. Frey is an experienced engine designer; he would measure and sketch up parts from what was available, and machine the motor and gearbox’s casings and internals.
unique to this bike, and so—for the sake of authenticity—they went all in.
could exchange every part of the replica with an original part, and it fits and it works.”
And they really did go deep. Fred Jakobs, the head of the BMW Group Classic archive, gives some insight: “My personal highlight is the perfection in every detail. So you
“There was no compromise. For example, they made their own screws, because in the 1920s they used special screw threads that were normally used in BMW aircraft engine
Schwarzmann would handle the chassis, and Zwick would tackle pattern making, molds, cast parts, and the final drive assembly. Recreating the chassis was never actually part of the plan. The guys had intended to simply replicate the WR 750 motor, then wedge it into a different pre-war BMW frame. But then documentation surfaced indicating the chassis was Vintage Motorcycle News
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production. This was not necessary, but for me it’s a sign that they strived for one hundred percent perfection.” Every last detail has been replicated. The unique sump curves forward to trace the fender’s lines. The linked braking system has adjustable bias.
The leather tank strap, the BMW roundels, and even the font used for the numbers stamped into the casings are all straight out of 1929. BMW themselves supported the project, because, as Jakobs puts it, “We knew about the professional
skills of the people involved. And also we knew about their integrity.” “So there was no doubt that they had no commercial interest and made the bikes only for themselves, and two pieces for the BMW collection.” It took six years before the guys were able to fire up their first engine, and a total of ten years before their work was done, and a limited series had been built—some mit Kompressor, and some ohne Kompressor. Schwarzmann himself completed several laps on a Kompressor version at the Nürburgring, taking it easy to preserve the motor. Fast forward to this year, when our good friend Marc Holstein snuck into BMW Group Classic and wheeled the WR 750 Kompressor into one of the halls, ready to document this truly spezial motorcycle.
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R1232 – German heart meets French design flair At the Berlin motor show in September 1923 BMW unveiled the Max Friz-designed R32. The elegant and beautifully engineered Boxer announced BMW’s arrival as a fully-fledged motorcycle manufacturer, after previously being only an engine supplier. With the cylinders in the cooling breeze and a cardan shaft, the 8.5 hp R 32 was reliable and, due to its light weight (122 kg), had a top speed of over 90 km/h.
Vintage Motorcycle News
It was more expensive than other 500cc motorcycles of the era but the high quality, innovative design and dynamic ability made the R 32 successful. During the course of its three-year production, 3,090 machines were sold. The R 32, with its Boxer motor and black paintwork with white pin-striping, set the design pathway that characterized BMW motorcycles.
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It was not until 1973 with the launch of the R 90 S and /6 Series that colors other than black became more acceptable to BMW riders. BMW motorcycle design evolved as technology progressed and there was never a deliberate attempt to recreate or revisit the past, as has been the case with certain other manufacturers.
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A BMW enthusiast from France who obviously values and respects the past, but is interested in the latest technical developments, has created the R1232, a unique motorcycle that seamlessly blends the past with the present to celebrate the original R32, but with a contemporary twist – modern Boxer engine technology. The R1232 is the work of Jean-Luc Dupont, of French BMW Motorrad dealer Panda Moto 89. Situated in Villeneuve-Sur-Yonne, south east of Paris, Panda Moto has developed a reputation for not only offering the latest range of BMW
Motorrad motorcycles, clothing and accessories but also producing an array of special BMW machines based on current production models.
motorcycles as a modern interpretation of the past, I wanted to do the same for BMW and where better to start than BMW’s first motorcycle, the R 32,” said Jean-Luc.
Jean-Luc had the idea of creating a modern interpretation of the R32 using current technology.
To be a success the proportions had to be correct, so an original R32 was used as the starting point.
Th i s w o u l d b e a c o m p l e t e motorcycle design and production exercise, and would require everything to be fabricated in what would be a test of the skills of Jean-Luc and his team at Moto Panda.
It was not just a case of making a replica R32 and slotting in the modern Boxer motor.
“Harley-Davidson has built its reputation on having their
The R32 is by today’s standards a tiny motorcycle so it was more a scaling up exercise, with a continuous focus on remaining true to the spirit of the Max Friz design. After many months of work the design plans were ready and it was down to the business of actually building the motorcycle. The tubular frame, the front forks with leaf springs, the beautiful 9.5-litre fuel tank, the elegant alloy foot-boards and many other parts were specifically produced for what Jean-Luc named the R1232 (the ‘12’ signifying the current Boxer motor which would give life to the project and the ‘32’ as a homage to the R32). In the Panda Moto workshop the bike slowly took shape and even in
The original 1923 BMW R32 Vintage Motorcycle News
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the raw unfinished form it looked good. The modern Boxer fitted in perfectly, as did the cardan shaft and final drive with rear disc brake. Although the R32 was air-cooled, the R1232 needed a radiator, but this of course had to be unobtrusive as possible so it rests almost without being noticed between the frame down-tubes. On the left hand side of the fuel tank is the hand gearshift complete with wooden knob (the gear shift of the R32 was on the right side). Unlike the R32, which only had three gears, the R1232 has six. All the ancillaries were also gathered together, including the headlight and rear light, LED indicators, instruments, the handlebars and their internal cables, and all the other details that are needed in creating what is essentially a new motorcycle. With Jean-Luc and the team happy with their work it was time for
every component to be finished and prepared for the paint shop and final assembly. There was no expense spared in either time or resources – this was to be a motorcycle and a work of art. After 16 months and over 600 hours of work the R1232 was finished and ready for the road and public exposure.
The bike is stunning in both concept and execution, and the detail is impressive. The deep, lustrous paintwork, the beautiful chrome, the handmade leather seat and panniers make the R1232 a unique motorcycle that blends the old with the new. The modern instruments are mounted in the tank and the traditional speedo is mounted on the handlebars that have all the cables routed inside to give it a clean look. All the switchgear is within easy reach of the rider but is cleverly hidden from view so as not to distract from the 1923 feel of the motorcycle. To further compliment the original design there are four protector studs on both cylinders, which offer protection in case of a fall. On the R32 there was a patented ‘mushroom’ that did the same job. It is a motorcycle that is without a doubt a ‘showstopper’ but it is also a motorcycle that is designed to
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be ridden. “The power and the lack of rear suspension make it different to ride than modern motorcycles but it is still enjoyable,” said Jean-Luc about the 235kg R1232 that cost around €70,000 to develop. As with the first series of the original R32 there is only a rear brake to look after retardation and Jean-Luc thought it prudent after
Vintage Motorcycle News
riding the bike to develop a front disc. Again this follows the R32, as the first 100 to 200 examples were not originally fitted with a front brake but after this, all R32 models were fitted with a front brake). With this R1232 model, the rear brake is a disc brake, but it has been cleverly covered to give it the look of a drum brake.
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The bike is a credit to the imagination of Jean-Luc Dupont and the ability of the technical team at Moto Panda. This R 1232 has been displayed at several shows and is currently destined to remain as a feature in the Moto Panda dealership but there are plans for limited production should there be a demand.
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BMW R51/3
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While it's great to see historical and classic motorcycles in a museum, they were originally designed to be ridden and that's exactly what 180 competitors did when they contested the 32nd Milano Taranto Rally. Among an amazing gathering of much-loved bikes were some truly special BMW boxers, direct from the Classic Collection in Munich...
the 'heel' of Italy, where it still ďŹ nishes today. Back then, competitors used to cover the approximate 1,300 kilometers distance in around 12
hours, non-stop, on public roads. Inevitably though, as machines got faster and casualties increased, the race was banned by the authorities, with the last one taking place in 1956.
There's a great sense of history surrounding the Milano-Taranto Rally (or MITA for short). Unsurprisingly, given the Italians’ passion for motorsport, it started out as a street-race, with competitors going at-out, hell for leather, from Milan to Naples. In the 1930s, the rally was extended to Taranto on the Ionian coast in Vintage Motorcycle News
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Thirty years later, the MITA rally was born, organized back then and still to this day - by the Moto Club Veteran San Martino. The event attracts a wide variety of riders from across Europe and beyond, competing on all manner of classic bikes. It's a more leisurely affair these days, with the approximate 2,000 kilometers route divided into six stages of between 267 and 361 kilometers, seriously putting the vintage – and even veteran – bikes through their paces.
the oldest bike in the rally was a 1927 Victoria KR 6A, ridden by Johannes Götze from Berlin, and of great interest to BMW enthusiasts because it features an overhead valve boxer that was built by a former BMW engineer called Martin Stolle.
A look around the exotic machinery on the 'grid' is a classic bike enthusiast's dream, especially when they are fired up in preparation for departure.
There was even representation from someone who had actually competed in the original MITA, when it was still a race – 85-year-old Cosimo Vaccarelli – who was riding a 125cc MV Agusta from 1962.
Motorcycles (and scooters of course, this is Italy after all) are categorized in various classes according to engine size. This year Vintage Motorcycle News
Most of the 180 starters were Italians, but there were also a lot of Germans and Austrians, quite a few Dutch, a couple of Englishmen and even someone who travelled from Hong Kong to compete.
Another notable addition was former Grand Prix rider 67
Gianfranco Bonera, who finished runner-up in the 1974 World Championship behind the legendary Phil Read and enjoyed 15 podiums in a successful racing career. He was riding a 1947 Gilera Saturno Sport in the MITA. Like the original street race, the first stage of the rally starts at midnight with competitors waved off in Milan before riding through the night. Along the way and throughout the rally there are designated rest stops, often hosted by local motorcycle clubs, whose members refresh and refuel competitors with a mouth-watering array of local delicacies, fruit and liquid refreshments. In beautiful town centre piazzas and scenic hilltop villages, the rally participants always receive a heroes' Winter 2019
welcome and it seems that the whole town turns out to line the streets when the MITA arrives, with cheers, applause and genuine joy seen on the faces, from young to old. Th e c o m p e t i t i v e element of the rally is important for many, while others are there purely for the special atmosphere and camaraderie it generates. For those trying to win their respective classes, then it's important to avoid (negative) penalty points which can be accumulated for all manner of 'offenses', such as not leaving exactly at your designated time; putting a foot down or stalling the engine between the two starting lines; losing your score card; and various other infringements. You do have a chance to score some bonus points along the way too, such as push-starting your bike when required.
Then, the whole rally rides together in a massive convoy for the final 25 kilometers to Taranto, with the Carabinieri controlling all the traffic junctions along the entire route and allowing the large group of riders to snake their way right into the city centre without stopping for a single red light. Almost every evening there is a new hotel waiting for this traveling museum of motorcycle fanatics. At dinner, there is always a slide show, speeches are made, rally updates delivered and strategies discussed for the following day. And then, after six days of riding solo or in small groups for many hours, stamping route cards, performing special tests, fixing broken bikes, packing and unpacking your bags to visit yet another hotel, the rally is nearly over when it reaches its penultimate destination at picturesque Villa Castelli, close to Taranto, where the cards are handed in for a final time.
It's a fantastic and memorable experience that is only surpassed by the final surprise on the boulevard next to the sea in Taranto, where all participants get their chance to shine in the spotlight, with a sprint 'race', one against one, over several hundred meters to the chequered flag. With excellent organization throughout, wonderful hotels and an amazing sense of camaraderie between competitors, who share everything from tools, knowledge, petrol and probably even their last drop of water, the MITA is a 'must-do' event for any owners of classic or historic machinery who really want to use their motorcycles for the purpose for which they were designed – however many years ago that was! And if you don't yet own your own piece of motorcycle history, you can still participate in the MITA, in the 'Assaggiatore' class where riders on modern bikes can follow the route, but without having any competitive element attached. All the details can be found at www.milanotaranto.it or the organizers can be contacted at +39075607223 or by emailing info@milanotaranto.it
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The Mighty MITA – from the saddle of a classic BMW New impressions on an old BMW Andy Dukes rides the R 51/3 at the MITA I was really looking forward to the experience of the MITA on a 63-year-old R 51/3. This is a special gem, always owned and maintained by the BMW Classic department in Munich, and an important model in the brand's history. The R 51 series were the first large capacity boxers to be produced following WWII and certainly one of the machines that safeguarded the company's future. It's one of the most sought-after models by collectors and fans, who admire it for its great looks and Vintage Motorcycle News
excellent handling, thanks to BMW's own hydraulically-damped telescopic forks and plunger-style rear suspension.
It’s great to look at, with its six-finned rocker covers, fishtail silencers and steel rims with black/silver paint scheme.
It was the first classic BMW bike I'd ridden and I was pleasantly surprised at just how easy – and how much fun – it is to ride.
This version has been 'tweaked' by the experts at BMW Classic so feels fast and agile, and I'm not surprised that it was a formidable club racing machine in its time.
It has a surprisingly good turn of speed with a comfortable cruising speed of around 110 km/h, although it will go faster if required... It has a smooth, four-speed gearbox and a tractable engine that made easy work of the twisty ascents and descents found throughout the MITA. 69
It was also a sales success too – over 18,400 were produced in less than three years – so if you can find one, then buy it as it's a fantastic introduction to the world of classic bikes and a genuine slice of BMW Motorrad history. You'll need to get in the queue behind me though… Winter 2019
Living the dream – Axel Klinger-Koehnlein Among the many respected participants in the MITA 2014 was Axel Klinger-Koehnlein, who was looking after three of the classic BMW bikes participating in the rally. Axel was riding a rare R 68 from 1952.This ‘high performance’ version of the R 67 was BMW’s first genuine 100 mph (160 km/h) production motorcycle and the company’s answer to the British 650cc bikes of the time that were dominating the market. Axel was also looking after an even rarer R 67/2 ‘Six-Days’ edition, which BMW’s Peter Püffel was riding. This special factory bike (one of only three ever produced) was bought four years ago from a private collector in The Netherlands and was restored with original high-level Six Days exhaust, knobby tires, full aluminum hubs, aluminum fenders and with its engine higher in the frame for increased ground clearance.
chrome. The best thing was riding it for the first time, and then running it in carefully! Since then it’s been taken to events such as hill-climbs and the MITA.
in the customer’s eyes, when you hand over their machine back to them!”
I’m really lucky to do the job I do, where I’m meeting so many interesting people and get to work with amazing bikes and cars that come to us from all around the world.
Sebastian Gutsch is a familiar face in the classic scene with several decades of experience in restoring and racing classic motorcycles.
It’s not a normal job of course, but I feel privileged to bring these parts of BMW history back to life. And the best thing, of course, is to see the look
Sebastian Gutsch
An enthusiast and authority on pre-war BMW boxers, Sebastian can often be found at events, such as the Goodwood Revival or Manx Grand Prix, where historically
Axel is responsible for BMW Group in-house restorations as well as customer restorations of classic BMW motorcycles and cars. The ‘Six Days’ and the R 68 he was riding are two of his projects. “It took about a year to restore this very special R 68, of which only 1,452 were ever built,” he says. “We found it in Bavaria and it had all the original parts, but in a bad condition. Every single nut and bolt had to be cleaned and reconditioned. The engine and gearbox needed completely rebuilding and everything needed new paintwork or new Vintage Motorcycle News
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I couldn’t bear the thought of flying home! I restored this bike 22 years ago after a friend called me from his holiday in Greece and told me that he’d found an old R 68 that was in really bad condition but could be for sale. I spent two days driving down there in an old Ford Transit van and when I arrived and saw the bike, it was like I’d found gold! It’s a special BMW and very fast, and I’m looking forward to riding it back home.
important bikes are brought to be raced, and not just looked at. “I’m a lawyer in my ‘real’ life, but among other things, I also restore bikes for the BMW Museum. I work closely with Axel and we’ve been supporting the competitors who have
Vintage Motorcycle News
been riding the bikes from the BMW Classic Collection at the MITA. I’ve actually been riding a new R nineT – which is fantastic – in the Assaggiatori class, but I’ve brought my own R 68 with me because I wanted to ride it all the way back to Munich from the south of Italy
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I’m meeting two of my friends – one with a 1955 BMW R 50 and another on an old Triumph – and we’re going to spend four days riding back to Munich. There will be no back-up vehicle, no support, just a small tool kit and some camping equipment strapped to the back of the R 68. It’s the perfect holiday after the MITA!”
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BMW R68
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Nigel Lomas: Professional Photographer Retired, photographer working for various charities specializing in motorcycle art All proceeds to charity UK phone +44 7748 937487 • email: niglom@gmail.com Here is a good idea for a Christmas gift, not only you will
www.redbubble.com/people/niglom/collections/1011098-class ic-british-motorcycles
please yourself or the person you are offering the gift to but you will also help in supporting a charity.
About the artist: This 67 year old bloke has been a keen biker for over 50 years.
Nigel Lomas artwork is above anything I have seen so far.
When he retired from work, he used his spare time to concentrate on his other great passion: photography.
His talent, expertise and savoir faire make his photographs look like painting.
He combined his love of biking and photography to produce unusual pictures. He travels around the country looking for unusual bikes (the older the better) to photograph and then virtually re-site them into a more appropriate environment.Â
If artwork on the wall is not your thing, how about having a sweatshirt, tee-shirt or coffee mug with your favorite bike on
Big chances that your old British bike has been snapped by his camera. Worth a look at his web site I would say. Ed.
it. Check his web site:
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Like you guys, age is starting to show its weight and reality sets in… You are getting old and any devices help. I just bought this fantastic head set
LED Headband Magnifier DESCRIPTION Special buy. Limited stock. For projects and repairs where you need to see small details clearly, this is an invaluable workshop accessory. You can choose any of the five included lenses (1X, 1.5X, 2X, 2.5X and 3.5X) to provide the right amount of magnification for the task at hand; for even more magnification power, you can use two of the lenses in tandem. The LED array runs on three included AAA batteries, producing a bright beam of white, diffused light that can be aimed up or down to illuminate your work. The headband adjusts for a good fit and, weighing just over 10oz (with batteries and single lens), it’s comfortable to wear even for long periods. Available in limited quantities at a great price, it offers excellent utility and outstanding value.
Available from LeeValley.com - Item: 99W9732 - Price: $22.50
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Treat Yourself with this Fantastic Christmas Gift
The BMW R90S Boxermotor kit
• It includes museum issued collector’s manual.
• Working five-speed gearbox. While shifting the legendary BMW gearbox and witnessing the
• It is an Official BMW licensed product.
engineering, you can almost hear the famous clunk.
• This 200 part kit requires no glue or special tools.
• Original engine sound; recorded from an actual R90. Once built, press the button and experience the
• It will take about 3 hours to assemble. • 1:2 scale transparent working model; see all parts move through the high quality plastic casing.
engine’s sights and sounds.
This kit is available from Amazon.com or from your nearby hobby store. SRP about $240.00 Vintage Motorcycle News
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Treat Yourself with this Fantastic Christmas Gift
HALCYON MARK 49 MOTORCYCLE GOGGLES
HALCYON MARK 49 MOTORCYCLE GOGGLES
The wide elastic headband had silicone strips on the inside to keep it firmly in place when the goggles are worn with a helmet, they fit inside the eye port of most 3/4 face helmets and of some full face helmets with larger front openings like the Bell Moto 3.
MADE IN BRITAIN FROM CHROMED BRASS AND LEATHER The classically-designed Halcyon Mark 49 motorcycle goggles are made in Britain from chromed brass and leather – the company prides itself on not using a single piece of plastic anywhere in their products, they still utilise the same materials and methodology they’ve used since the mid-20th century.
It’s increasingly difficult to find good quality, traditional goggles that aren’t made of tacky chrome-coloured plastic, there are fewer still that are still made in Britain. The MK49 goggles come in a variety of color options and one size fits all due to the adjustable bridge.
Each set of goggles starts life in the Hertfordshire factory as a single sheet of brass which is cut to shape and formed into a pair of distinctive motorcycle/aviator goggles just like the pilots of WW2 wore 70 years ago.
A-Grade Quality Leather All Halcyon leather goggle apparel is hand-made using soft lamb nappa.
The brass is chromed for longevity and corrosion resistance, and a richly upholstered leather face mask is attached to the back for all-day comfort.
Only the finest A-grade quality skins from reputable brands is used for our craft. Brands such as GHLeathers and Pittards specialize in elegantly soft, natural leathers. Each leather face-mask is then hand-stitched to solid brass frames.
The Mark 49 goggles have an adjustment screw above the nose that allows the wearer to adjust how far apart the lenses are to tailor the goggles to their face perfectly. The lenses are made of tough, shatterproof polycarbonate that meets or exceeds the Safety Institution Standards (BSI – BS4110), they also offer 99.9% UV protection.
Each Halcyon goggle is carefully created with great care at our factory in Hertfordshire, England.
These goggles are available from Amazon.com. SRP about $99.00 Vintage Motorcycle News
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Treat Yourself with this Fantastic Christmas Gift
A caricature of yourself and your bike Why not think outside of the box by getting something daring like a caricature? Well that’s an idea… Not all caricaturists are talented but we do have one located in Alberta that fits the profile. Get in touch with him and be the talk of the evening or the party.
Just remember that Dean can recreate all kind of events in his caricatures such as birthdays, wedding, trips, retirement, etc… So here is the Best Canadian Caricaturist:
Contact me for a quote at DeanFoster444@gmail.com Tel: (403) 466-9602
ABOUT ME My Background Born and raised in South Africa, I had a passion for both motorcycles and art from an early age. I attended art school in Natal and soon found myself contracting to some of the top marketing firms in the world. Some 25 years later and a half a world away, I've since relocated to Central Alberta and am creating unique illustrations and caricatures for individuals and companies. My Medium I use pencil for my caricatures when I'm at an event typically head and shoulders. For special occasions such as anniversaries and birthdays or corporate gifts, I'll use ink and if requested, I'll apply color digitally. When I find the time, I like to dabble in pastels and acrylics. My Inspiration Life and my surroundings inspire me and the fact that I can make a good honest living doing something that I enjoy. Seeing the surprise on someone's face that just received one of my drawings is the greatest reward. Vintage Motorcycle News
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www.deanfoster.ca
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Winter 2019
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Vintage Motorcycle News
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Winter 2019
Seeking Grandfather's Long-Lost Vincent
This is a bit of a long shot and I’m sure you get these requests all the time, but I’m looking for my grandfather’s bike. He’s been in quite ill health and finding its whereabouts would be the boost he needs. Currently I know that the bike is registered offroad. There are no customs notices so I presume the motorbike may still be in the U.K., but the VMCC have no registered owner since 2003. Any help would be massively appreciated. The tag appears to read 00D 607. Anna Skeates, Ringwood, England Email: skeatesanna@gmail.com
R & T Motorrad Sidecars Sales & Service since 2000 Specialists in subframe fabrication, Installation and alignment
Tel: (613) 967-0301 www.sidecarcanada.com Vintage Motorcycle News
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Winter 2019
COMING IN 2020
Vintage Motorcycle News
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Winter 2019
COMING SOON TO YOUR MAILBOX
In 1982, at the age of just twenty-three and halfway through her architecture studies, Elspeth Beard left her family and friends in London and set off on a 35,000-mile solo adventure around the world on her 1974 BMW R60/6. Reeling from a recent breakup and with only limited savings from her pub job, a tent, a few clothes and some tools, all packed on the back of her bike, she was determined to prove herself. She had ridden bikes since her teens and was well travelled. But nothing could prepare her for what lay ahead.When she returned to London nearly two and a half years later she was stones lighter and decades wiser. She'd ridden through unforgiving landscapes and countries ravaged by war, witnessed civil uprisings that forced her to fake documents, and fended off sexual attacks, biker gangs and corrupt police convinced she was trafficking drugs. She'd survived life-threatening illnesses, personal loss and brutal accidents that had left permanent scars and a black hole in her memory. And she'd fallen in love with two very different men. In an age before email, the internet, mobile phones, satnavs and, in some parts of the world, readily available and reliable maps, Elspeth achieved something that would still seem remarkable today. Told with honesty and wit, this is the extraordinary and moving story of a unique and life-changing adventure.
AMAZON.COM Lone Rider (Paperback) US$16.62 Vintage Motorcycle News
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Winter 2019
CANADA Vintage Motorcycle News
2019
1923 BMW R32
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Winter 2019
MMIXX
Vintage Motorcycle News
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Winter 2019