Othe<g,.al booll1 !romVeloc•- www.veloce.co.uk INTRODUCTION & ACKNOWLEDGEMENTS S ince the release of the A32 in 1923, the. boxer twin engine design and the BMW motorcycle have become synonymous Other manufacturers have emulated, even copied, the design, and BMW has considered replacing the boxer with an alternative engine layout, but the boxer has endured. Max Friz chose the boxer layout because he felt 11 was ideally suited for a motorcycle application, and this remains relevant today. The two cylinders were out in the air stream for optimum cooling, the engine provided a low centre of gravity, was suited to shaft drive. and could be kept oil- tight. Later designs expanded these features. emphasising reliab1hty and ease of service. BMW's boxer twin always setting the standardlorall-roundusab1hty When the time came to replace the ageing and expensive /2·series 11 was no surprise that BMW continued its adherence to the boxer layout While thenewType246wasundoubtedlycheaper to produce than the /2, 1t continued to provide unparalleledquahtyandreliab1hty.Gradually,the Type246 evolved 1ntothesporting R90Sand sport touring R100RS-bothlandmarkmotorcycles. The R90S also provided BMW with racing success that had eluded it for decades Although BMW planned to replace the venerable air-coo led boxer twin during the 1980s. consistent demand saw 11 remain in production until the m1d-1990s. As BMW moved into a world of high technology, the uncomplicated air-cooled twins re1used to die - providing pleasure to thousands of enthusiasts around the world_ These owners value ease of maintenance and long-term rehab1hty w1th1n an accessible technological framework The air-cooled BMW boxer may no longer be at the cutting edge of high performance. but 11 remains relevant in a modern world with rts open road speed l1m1tsand traffic congestion. Because 1t possesses a unique character and provides unparalleled competence over a wide variety of cond1t1ons. the air-cooled BMW boxer twin has, just1f1ably, earned a loyal following_ This book endeavours to document the myriad developmental changes to these motorcycles during their long production run. The material 1s organised by model year. and only the larger capacity street boxers are included The preparation of this manuscript has only been possible with the assistance and enthusiasm of many friends and en thusiasts Photographs were supplied by the BMW press department. Jeremy Bowdler, editor of Two Wheels magazine. Hans Crabbe, Helmut Dahne. Jet! Dean. Nico Georgeoglou. lvar de Gier, Udo Gietl, Eric Heilveil, Mac Kirkpatrick. JeffWh1tlock and Nolan Woodbury. I must also thank my family, my wi fe M1nam and sons Ben and Trm. for their continued support of my ded1cat1on to such tome consuming projects Ian Falloon Melbourne, Australia CHAPTER I HISTORIC AL BACKGRO UND T he story of BMW motorcycles began dunng World War I. growing out of t wo struggling aircraft and aero-engine companies near Obe1w1esenfeld airport , m the north - eastern outskirts of Munich . On e was th e Bayer1sche Flugzeug-Werke(BavananA1rcraft Works). founded by Gustav Otto m 1910. The other, only a few hundred meters away. was Karl Rapp's Rapp Motor Works. a manufacturer of aircra ft engines. By 1917. Bayer1sche Flugzeug-Werke was produc ing 200 aircraf t a month. unti l a fire destroyed the factoryandthecompanywasreduced tobuild1ng furnoture. Things were little better for the Rapp Motor Works. Following a series ot business disasters, 11 became a public company and. in 1917. the Bavarian Motor Works was established The two companies continued to coexist until 1922 when a merger saw BMW move mto the BFW premises a\ NeulerchenfelderStreet. laterknown as Lerchenauer Street. Th1s1sstdl the s11eofthe mam BMW works In 1917, Rapp'sBMWgamedanewleaseofl1fe whenMaxFnz1oinedthecompany. Friz redes1gnedoneofRapp'sproblemat1c six-cylinderaero-engines.result1ngin theBMWllla_Th1sneweng1neallowed German flying ace. Ernst Udet to down 30enemyaircraft mh1sFokkerDVll dunngthelinaldaysofWorldWarl Unfortunately for BMW. the 1919 Treaty ol Versailles forbode any German company to be involved 1n aircraft manufacture. This provided the impetus for both BMW and the neighbouring BFWto seek salvation in other fields of manufacturing endeavour. BMW managed to survive after its director. Franz-Josef Popp, secured an order to produce railway pneumatic brakes. BFW decided to produce motorcycles. and its first effort was the Fhnk of 1920 with a 143cc Hanfland two-stroke eng1ne.Co1nc1dentally.BMWwasalso 1nterested1nmotorcyclesandin1920 HI ST OR I CAL BACKGROUND its foreman, Martin Stolle. stripped down his 1914 Douglas 500cc flat twin_ Friz set about copying it, with a few mod1ficat1ons. and the BMW M2 B15 engine was born. This engine was then sold to severalmotorcyclemanufacturersasaproprietary motor. including BFW for its Helios early 1n 1922 When BMW and BFW merged in June 1922. BMW inherited the Hellos production line and some unsold stock. This encouraged Popp to engage Friz in motorcycle design, and Friz embarked on desigmngthefirstBMWmotorcycle. The R32 was first launched in Berlin in September 1923, heralding a long line of A-series BMW motorcycles. Although the engine spec1ficat1on was unremarkable, the R32 offered a new level of refinement compared to its contemporaries. Emphasising reliab ility with low maintenance, the R32 pioneered a formula that would dist1ngu1sh all BMW motorcycles. While not revolutionary, Friz was the first to combine the features of a horizontal-transverse twin with shaft final-drive. The R32's engine was based on the M2 815. retaining the same 68x68mm bore and stroke, and one-piece, cast-iron. side-valve cylinder and head layout. W1tha5.0: 1 compression and single, srnall 22mm BMW special carburettor, the power was only 8.5 horsepower at 3200rpm. The clutch was a dry single disc type, and with the hand operated. three-speed. grease-filled gearbox. the R32 was years ahead of its time when it came to user-friendliness. The flat tw in engine was housedinaclosed-duplex tubular-steel frame.w ith a rigid rear end and short-swinging front fork On early models, there was no front brake, and the block rear brake was an old-fashioned type. heel operated with a dummy-belt rim The 122kg (2661b) R32 was capable of around 90km/h {56mph). and the second series o f 1925 included a small (150mm) lront drum brake. Although greeted with scepticism. the transverse-horizontal twin-cylinder engine layout proved ideally suited to a motorcycle The two cylinders were adequately cooled by the air stream. and the design provided a low centre of gravity, contributing to agile handling. Although the R32 was an expensive. premium quality, luxury product, it was a success and 11 paved thewaylor a succession of more sophisticated models By 1924, Friz was again working on aero-engines and motorcycle development was entrusted to Rudolf Schleicher. Schleicher was not only a fine engineer, but an outstanding motorcyclist. riding a prototype overhead-valve R32 to victory in the 1924 AOAC Winter Rally in Garmisch-Partenkirchen. This was BMW's first sporting success. and the overhead-valve R32 eventually became the R37. Although only 16 horsepower at 4000rpm. the R37 won nearly 100 races in Germany dunng 1925. Schleicher also took an R37 to England for the Six-Day race . winning a gold medal. During 1926. the R32 evolved into the A42. The engine was still a side-valve 500, but with new detachable light alloy cylinder heads and circumferential cylinder cooling fins. The power was now 12 horsepower at 3400rpm, the engine located further rearwards to improve handling. and the braking updated with the introduction of a driveshaft rear brake with narrow brake shoes mounted on the gearbo~ case. Although only produced for two years, the R42 was the most popular BMW motorcycle of the 1920s and more than 6500 were sold By 1926 the R32 evolved intc the side· valve R42, one of BMVV's mos1 SI.JC( sf,I/ rnotorcycJesofthe 19.: THE B MW B oxER T w1Ns B1eLE While BMW was earning a reputation for producing sohd and reliable side-valve touring machines like the R32 and R42. 11 continued to develop the SOOcc overhead ·vatvesl)Ortmg model In 1927. the R47 replaced the R37 and, while sllll an expensive spor!ing model. 11 shared the R42 chassis 10 keep costs down. The power was now 18 horsepower at 4000rpm Four new boxer twins were unveiled lor 1928. including two 750cc models The side-valve R52 and R62 shared a longer(78rnm) stroke. while the overhead-valve R57 and R63 retained the 68mrn stroke Producing 24 horsepower at 4000rpm, al'ld capable of 120km/h (75mph). the R63 was one of the fastest and most powerful motorcycles of its day. It also formed the basis of the next generation of racing machines, providing BMW w1th91 v1ctoriesthrou9hun1111930 Problemsw1ththelramescrack1ngwhef1l11ted with a s1decar led to the replacemen1 of the R62 and R63w1th two new 750ccmodels1n 1929. These These new austere machines weren't pan1cularly exc1t1ng. but the R11 round favour with them1htary and helped sustain the company through the d1tflcult period of the early 1930s Germany was hit particularly hard by the 1929 world depression and. in thewakeotfa\hng sales. BMW decided to concentrate on world speed records instead of racing. l\s first successful attempt was in September 1929, when Ernst Henne set a world record of 134.68mph (216.9km/h) on a short-s1roke 750. Henne would set many more records over the next decade. culminating 1n November 1937 when he ache1ved 173.69mph (279. 503kmlh)on a supercharged 500. This record stood for fourteen years BMW's fortunes had improved by 1934, leading to the release of two new 750cc models for 1935. These were the side-valve R12, and overhead-valve R17, replacing the All and R16 The R12 proved even more popular with the m ilitary than the R11, and 36.000 were produced until 1942. Although 1\ shared the ut1t1tarian R12 chassis. the 33 horsepower R\7 was sold as a high performance sporting machine. and was considerably more expensive HI STOR ICAL BACKGROUND Tne RI<! 9 w c111ie6r:;tmc'~ h1~a1.-~ Both the A12 and R17 were an amalgam of conservatism and radicalism. The engine and drivetrain were similar to those of their predecessors. as was the old-fashioned pressed-steel frame with a rigid rear end. But the front suspension was via a set of rudimentary 011-damped telescopic forks - the first hydraulic forks to appear on a production motorcycle. While theR12foundareadymarket,during193StheSOO Kompressor established itself in the racing world and the time was right for a new sporting flagship BMW responded with the AS, an all-time classic. and the most advanced motorcycle of its day Although the arc-welded tubular-steel frame and telescopic forks were similar to those of the racing Kompressor. the RS's engine was all-new, sharing little with the racer or earlier production models. Central to the design was the one-piece, tunnel-type. aluminium crankcase that would leatu1e on all air-cooled twins through until 1996 Instead of a single camshaft. th e AS had t wo chain-driven camshafts above thecrankshalt . the long t1m1ng chain also driving the Bosch generator on top of the crankcase. The four-speed gearbox was now foot operated. and. while the power (24 horsepower at SBOOrpm) was less than that of the A17, the 16Skg (3631b) AS was a much more sporting motorcycle_ Despite the rigid frame . handling rivalled that of the best British singles. and a 600cc side-valve A61oined 11 1n 1937 The A6 featured a completely new engine design with a single gear-driven camshaft, but lasted 1ust one year because the military still favoured the pressed-steel frame R12 for s1decar use The racing Kompressor gained rear-suspension for the 1937 season. and demonstrated its superiority by winning four Grand Prix races that year. In the wake of this success. rear suspension was added to four new production models for 1936. The RS1 and A61 replaced the )p yie le fr ~' 11 1 "I<. THE BMW BOXER TwtNS B1sLE men ,f a~ Wrr t R t nd -ig 1l6 AS and A6, while the side-valve 750cc R71 was 111troduced as another replacement for the R12 This time 1t was more successful. and the R71. BMW'sf111als1de-valvetw111.lastedunt111941. But the most exciting new motorcycle for 1938 was thetop-oHhe-rangesportingA66.Combinmgthe overhead-valve cylinder heads of the A51. with the superior s111gle gear-dnven camshaft setup of the R6. A61, and R71. the 70x78mm 600cc twin produced an 1mpress1ve 30 horsepower at 5300rpm. Thiswasenoughtoprov1deatopspeed 10 of 90mph (145km/h), an impressive speed for a product1onmotorcycle1n 1938. BMW also offered rac1ngvers1onsoltheR5andR51towellconnected privateers. An R5SS and sprung frame A51SS appeared during 1937. but the most effective of these hm1ted ed1t1on production racers was the R51RS(Rennsport).Although1tretainedpushrod operated overhead -valves, this was the closest production model to the works Kompressor. The single camshaft engine was based on the R66. and the power was 36 horsepower. H I S T OR I CAL BACKGROUND ,._ ?go. ~( '11.l)IOl'l Ko na c,Hu R. ·q:: 1rrq lnrh t>veJf~War 'sorg Meler won le Seruo nattl)(! 1e >I Mm on the 8M'N Korn~ /Go.utesylvarkJGJer! 11 THE B MW B OXER T wrNS B IBLE - 12 BMW continued to develop the racing Kompressor, with Georg "Schorsch" Meier winning the 1938 European Champ1onsh1p This was a magnificent achievement. but his finest moment came at the Isle of Man in June 1939. Meier won the Semor TI. the first foreigner on a foreign machine. travelling an average speed of 89.36mph {143.BKm/h). Jock. West came second but BMW's victory was marred by the death of its other worKs rider. Karl Gall. alter a crash during practice. Following the outbreak. of World War II. military production assumed priority. including the venerable R12 and a new military motorcycle, the R75 Although BMW's Mumch-M1lbertsholen plant was extensively bombed. by 1948 BMW was again producing motorcycles. lmt1ally, this was restricted to 250cc and the first post-warmotorcyclewasthesinglecylinder R24. based on the pre-war R23. Capacity restrictions were lifted during 1949 but, with little money available for development, the 1938 R51 was resurrected as the R51/2. An updated R5113 was introduced for 1951 Although similar to the R51/2, powering the R51 / 3 was a new engine with a gear-driven single camshaft above the crank.shaft. This was 1oined soon afterwards by the 600cc R67 and higher performance R68. The R68 was marKeted as an expensive lifestyle accessory, but was also one of the leading sporting motorcycles. ava1lable1n 1952. With 35 horsepower at 7000rpm. the claimed top speed was 160Km/h(100mph) BMW's continued success 1n the early 1950s prompted a return to racing. and the creation of the RS54 Aennsport. With a bevel-gear-driven double overhead camshaft engine derived from the pre-war Kompressor. the RS54 formed the basis of au factory racers for the rest of the decade. Fitted with an Earleslead1ng-hnK front fork.. the limited production R$54 was not particularly successful as a solo racer but, the engine subsequently powered s1decar world champ1onsh1p machines unt1lthem1d-1970s HI STORICAL BACKGROUND The RS54 racers had an Eanes front fork but we.--e not as successful a Sot! race.-- as en vis.aged. wi t h four new models being released in 1961 Heading the new hneup were two sporting models, the R50S and R69S, alongside new versions of the R50 and R60: the R50/2 and R60/2. The /2s looked outwardly similar to their predecessors but underneath there were a number of developments. pr1man!y aimed at improving rel1abil1 ty. The RSOS was short-hved due to its unrehab1l1ty. but the R69S would become one of BMW's most su ccesslultwms Now producmg 42 horsepower at 7000rpm. the top speed was a claimed 109mph (175km/h). Replacing the R51/3 and R68 1n 1g55 were two new twins, the R50and R69. These featured !ront and rear swmgarm suspension patterned on the RS54 racer. The driveshaft was now enclosed in the right-side of the swingarm, with the universal jomt moved to the gearboK end. The neK\ year saw a touring R60, but this coincided with a serious slump in motorcycle sales. During 1957, several German manufacturers (mcludmg Adler, DKW and HoreK) disappeared, while BMW's motorcycle production slumped to less than 5500. There was virtually no motorcycle development for live years, and BMW laced bankruptcy in 1959. A rally of shareholders saw the company survive and, during 1960, the motorcycle range was developed and improved Sldec<lrs powered by !he Rennsport engrne wern much more svcces:;ful Klaus Enders and Raif Englehart won four WOfla' Chamf)IOflsh•ps between 1969 and 1974 The produCtlOf'I RSO of 1955 also had an Earles front fOfk Altho"gh ''°""'"o" '"""9 lhe 1960• ,.,., managed to replicate the boom years o! the early 1950s, the /2 twins sold solidly unto! 1967. As sales tapered, particularly 1n the US. specific US models were developed with a te!escop1c fork. replacing the 1d1osyncrat•c Earles fork By this stage, car production was eJtpand1n.g and becoming increasingly profitable. and as a remnant of an earlier era. the /2 was e:w.:pens1ve to produce. The /2 was built with lavish attention to deta•I and finish. and the engine - with its pressed together rollerbeanngcrankshaftandgearcamshaltdnve - didn't lend itself to mass production. Even components such as the throttle control and !he rear brake linkage were unne<::essanly complex As sales dwindled to around 5000 in 1968. 11 was lI CHAPTER II THE /5-SERIES (TYPE 246) T 1mes were tough for European motorcycle manufacturers during the 1960s. The Japanese already dominated the smaller capacity market but they gradually expanded their horizons. This threatened the survival of the British and European manufacturers that concentrated on motorcycles over 250cc. Built with up-to-date machinery, these new mass-produced Japanese motorcycles offered class-leading performance and were cheap and reliable. Atthough motorcycle sales sustained BMW early in the 1960s, by 1963 BMW's new range of cars was more successful and profitable The increase in demand for cars was coupled with a reduction for motorcycles In spite ol a threat to stop motorcycle production altogether, technical director Helmut Werner BOnsch remained firmly committed to motorcycles. Facing opposition during 1963, B6nschmanagedtopersuadeBMW'sdirectors to sanction a pilot scheme, to develop a replacement forthe/2 with an internal des1gnat1on of Type 246. Under the superv1s1on of Claus von RUcker a new chassis was fabricated for the R69S. Von RUcker came from Porsche in 1964, bringing with him Hans-Gunther van der Marw11z to head the Test Department Ha1hng from a d1stingu1shed family, vonderMarwttz was born in 1927 (he died in 2002), and had also worked with Kreidler and Henkel Like Friz and Schleicher before him. he was an avid mo1orcycl1st, used to racing around on an AJS 7R_ He was dismayed at the handling of the Earles lork R69S and wanted the new BMW to handle as well n a Manx Nonon. It was no coincidence that the prototype frame !or the new bo•er twin me rmpetus behtnd the 15 design was Hans-Gunther von der Marv.1L:: was a full cradle duplex type, that bore more than a passing resemblance to the Re• McCandless Man• Norton ' featherbed.' Replacing the Earles fork of the/2 on the 246 prototype was a set of telescopic forks_ Initially, thesewereratherrud1mentaryw1thsmalldiameter fork tubes, but already included a leading a•le mount to reduce the trail. The first version was 15 TttE BMW B oxER Tw1NS B10LE fhe 1e built m oil-road guise, with a h1gh-r1se single muffler exhaust on the right and m1mmal street equipment Its debut was at an off-road event m Eschwege, in April 1964 During 196<1, the 2<16 protolypeevotved into a s1ree\ model As a test nder. von der Marw1ti: had a strong influence on the design. ensuring the new bike handled well. There was no longer a requirement lor s1decar capability and the prototype was considerably lighter than the R69S. A 19-inch front wheel and strooger front fork were fitted. and the styling of the !uel tank and seat began to assume !he propor tions of the eventual production version. The telescopic front fork soon found 11s way on the US/2, wh1lechass1s development ol the 2d6 continued throughout 1965 and 1966. A new engine was required 11 overall development was to proceed further By 1965. the spec1hcat1ons for a more modern boxer twin were being considered by Engine Development head Alex von Falkenhausen and Ferdinand Jardin. To improve rehab1ht y and reduce costs they decided to introduce many features ot the recenlly developed, smaller capacity BMW automob1les. in parhcular, a plain-bearing crankshaft. While the !our-speed gearbox. single-plate dry clutch and dnveshaft through the swmgarm was s1m1lar to the 12. a Bosch electric start and three-phase generator were new add1t1ons. By 1967, the prototype was close to the eventual production version Despite a recession 1n Germany during 1967, demand for BMW's new range of compact cars from 1500 to 2000cc continued unabated_ It was decided to move motorcycle p<oduct1on to Berlin to provide add1t1onal capacity m Mumch BMW already owned a repair and machine work factorymtheWestBerlmsuburbofSpandau. and THE /5-SERIES (TYPE 246) during 1967. this was converted into a motorcycle production facility. Originally set up as an aircraft engine factory by Siemens & Halske in 1928, in 1936 it became Brandenburg1sche Motorenwerke {Bramo). Bramo merged with BMW to become BMW Flugmotoren-Gesellschaft in 1939, and after World War II. the works became BMW Maschinenfabrik Spandau. It initially produced scythe and sickle hand tools for agricultural use. and from 1958, was involved in the manufacture of vehicle components. While the motorcycle development and administration remained in Munich, the first motorcycles left the Spandau factory in 1967. Gradually. the plant was prepared for the release of the 15 for the 1970 model year, and when 1t was released at Hockenheim on August 28, 1969, even the sceptics were impressed. R75/5, R60/5, R50/5 1970 model year Although a small number of all types were built for press and dealer evaluation in August 1969. production of the R60/5 commenced in September 1969, the R75J5 in October, and the R50f5 in November. The A75/5 was also the first off1c1al 750cc twin since the military R75 of 1942-44, but even as the 750 was first rolling off the production hne. BMW was testing 900cc versions. 1970 model year frame numbers for the A50/5 began a\2900001. through to 2901810. The R60/5 lrame numbers began at 2930001 , finishing at 2932774, while the R75J5 began at 2970001, ending at 2973761. Each model received a new code from BMW, R75/5 (0260), R60/5 (0250), and R50/5(0240). /5 engine The air-cooled boxer engine in the /5-senes and subsequent developments was known as the M04'. The design differed s19mhcant1y in detail and execution to the 12. Aeliab1hty rather than outright power was emphasised in the design. and the crankshaft now a one-piece forged type running in plain main bearings. The single camshaft was also located below the crankshaft, as originally proposed by Leonhard lsch1nger in the prototype M205-M208 500-800cc twins of 1932. These extremely advanced designs also featured a one-piece tunnel crankcase and forged crankshaft with plain bearings. but never reached the production hne As the camshaft was now underneath the crankshaft , the pushrods were also below the cylinders, tidying the look of the engine. The pushrod tubes also provided an oil return to the crankcase. Unlike the /2 engine that featured a gear c am shaft drive. the camshaft was driven by a duplex chain. Also 1mprov1ng the engine aesthetics. was the extension of the crankcase to the fuel tank. with aluminium covers for the new electric start and air filter on top of the engine Considerable effort was spent in m1mm1sing weight and, instead of the earlier pressed steel sump. the /5 had a cast aluminium sump cover The 15 camshdft was cha!n-dnven and siluared belowthecranAsflilft 17 THE BMW BoxER Tw1NS BIBLE Ostensibly the three 15 variants were identical, sharing the same stroke but with different bores With carburet1ors and 011, but without 1gn1hon coils and an induction system. the R50/5 engine we1ghed58.5kg. theR60/6eng1ne63.5kg, and the R7515 engine 64.9kg. Typical ol BMW's methodical development, the basic engine design was so sound that 11 survived through until 1996 with only m inimal updates As on all boxer twins since the A5. the /5 engine housing was a one-piece tunnel type, however. because 11 incorporated an electric starter motor and air filter above the crankcase. 1t was bulkier than its predecessor. Internal gussets reinforced the cast aluminium housing, and the engine number was located on the engine block. on the left, above the 011 filler_ There was also a BMW logo stamped after the seven-d1911 number. The very earliest crankcase housing (July 1969) featured 'BMW' lettering. cast above the cylinder like on the /2 series (and carried a d11!erent part number), although, duflng 1970 , the crankcase was standardised. The three models were d1f ferent1ated through 1dent1fication plates on either side o! the upper crankcase. the earliest plates without a black background . Instead of the 12·s pressed-steel sump cover, the /5 had a cast alum1mum cover, retained by 14instead of 12 bolts Thealuminiumhous1ng for thet1ming chain was t wo- piec e and cast, without 18 While ma1nta1mng a design without a centre main bearing tom1mmiseollset.thecrankshaft was now a one-piece drop-forged stetil type R1g1d1ty was achieved by increasing the mam bearing 1ournal diameter to 60mm (from 35mm on the R69S), with three-layer (b1onze. tin. and 1nd1um) plain bearings shared with the newly developed six-cylinder M06° 2500cc BMW car engine. These bearings were pressed into a die-forged alloy bear mg bush inserted in the front and rear of the crankcase. Also increased. was the b ig-end journal diameter (to 48mm), while the die-forged steel conrods were two-piece (with a 22mmolf-centregudgeon pm)_ The conrods. also shared with the Mos· six-cylinder car engine. ran mthree-layerplainbearmgs,wh1lethegudgeon pins ran in bronze bushes. With an eye-to-eye length of 135mm the stroke to conrod length ratio was 1.91:1, close to lhe optimum 2:1_ An automotive-t ype llywheel was bolted onto 1he end of the crankshaft and included a ring gear fortheetectricstart Three-ring convex , rising oval, forged aluminium pistons were fitted to the /5. These were almost flat topped, with very little valve cutaway. The top piston ring (compression) was hard chrome-plated and quite Ihm to avoid flutter and loss of compression at highenpm. The second ring was an L-shaped Dykes pattern compression nng, with a third, oil-scraper ring. There was also a higher compression compet1t1on piston available fortheR7515 Unlike the R69S that had cast-iron cylinders, the /5cyhnderswerealummiumwithbonded cast-iron sleeves. The sleeves were molecularly bonded to the cylinders. through a process known as Al-Fin. and provided the benefits of less weight and improved heat dissipation. Because of the more uniform expansion rates between the piston and cylinder, closer tolerances were specified (O 0035· 0.0045mm). Two pushrod tubes were pressed into the bottom of the cylinder. also prov1dmg an oil return to the crankcase. The 0.5mm cylinder base gasket was aluminium fibre. with the cylinder head gasket being metal-asbestos Therewasanewcylinder head design for the /5, with the two overhead-valves set at a shallower. 65-degreemcluded angle. The finned cylinder head was constructed THE / 5-SERIES (TYPE 246) of aluminium alloy, with shrunk-in valve seats, fine pearlit1c grey iron for the intake, and high alloy grey iron for the e)(haust. Each version of the 15 came with different valves. the R75/5 with 42mm intake and 38mm e)(haust (both 98.Bmm long}. On the R60f5, the valves were 38mm intake {98.5mm long) and 34mm exhaust (97.5mm long). with the R50/5 receiving 34mm and 32mm valves (103mm and 102.5mm long). All valve stems were hard chrome-plated and 8mm in diameter, while the e)(haust valves had a heat conductive ferrite stem, and an austenit1c head. The valves were actuated through 22mm hardened followers. pushrods. and rocker arms, with the pushrod having a similar coefficient ol e)(pansion to the cylinder to maintain a consistent valve c learance The valve springs were a single coil-type, and the valve guides 54mm long The threaded intake manifold was 26mm 1n diameter for the R50/5 and R60/5, and 36mm in diameter !or 1he R75/5. The R75/5 manilold was 30mm long. though this was later reduced to 25mm. Von der Marw11z insisted on longer and &turdoer cylinder bolls and. for the first time on a BMW motorcycle engine. the cylinders and cylinder head were retained by four long studs (10)(275mm). Two additional bolts (10)(30mm and 10x50mm) connected the cylinder head with the cylinder. Rocker arm blocks were attached to these through-bolts. with the rocker arms pivoting on 18mm floating bronze bushings The rocker arm ratio was 1:1-39. Soon after production commenced, sealing of the top end locating dowels was improved. with 15)(2)(3mm 0-nngs and spacers (from RS0/52900602. R60f5 2930965, and R75/5 2970980) The case-hardened die-cast camshaft ran d irectly into the crankcase at the rear, and into a flanged a!um1mum bearing support at the front. 11 was phosphated forlowerfnction, and ano1I pump rotor for the Eaton 011 pump was incorporated at the rear. Located on the front of the camshaft were the 1gmtion advance unit and the tachome1erdnve gear While the RS0/5 and R60/5 shared the same camshaft. the R75/5 used a sporting camshaft with greater overlap and a 110-degree lobe centre (compared to the 90-degree lobe centre for the RSO and R60/5). The R75/5 camshaft also provided ft1' ;ylinderheadde ign wa. new wr/11 a narrowet" .nc 'u<Jed valve angle An ai'temMor was .iiso fiitl!d to the front , )/ the engrne 19 THE BMW BoxER Tw1NS BIBLE 6.756mm ol valve hit. compared to 6.198mm for theR50/SandR60/S The duplex chain camshaft drive was s1m1lar to tha t on the overhead camsha ft BMW car engines. The 50-hnk doubleroller3J8x7/321ncha1n incorporated an automatic leaf spring tensioner, and the lower sprocket ran m a 3Sx62x9mm bearing in the housing_ A Sx6.5mm woodruff key located the sprocket on the camshaft The plain bearings inside the engine required copious amoun ts ol l1ltered high pressure oil, and this was supphed by an Eaton hypo trocho1dal pump-essentially a four-bladed impeller revolving 1ns1de a five-chamfered housing. 1t was capable of dehvermg 1400 hires per hour at 6000rpm_ On the early /5 a very small 2.Sx3.7mm woodruff key connec ted the inner rotor to the camshaft_ The 011 pump sucked 011 from the 011 pan through a suction bell with a perforated screen. pumped 11 through the main lubricating passages and into the automotive type disposable full flow 011 filter This was retained by a plain cover on the /5 Oil was then pressure fed to passages in the camshaft bearing flange and the main bearing cover. through thelelt-s1deof the crankcase to the rear main bearing. II then went upward, through the two upper through-bolt holes in thecyhnder. to the tappet bearing blocks and shafts. lubricating 20 the valve mechanism. The connecting rods werelub11catedthroughholesinthecrankshah receiving their 011 from the annular groove of th~ Iron! or rear main bearing sleeve, with the rear camshaft bearing lubricated directly by the oil pump. The t1m1ng chain was splash lubricated from the sump and a venting dome on top of the crankcase separated the oil mist from crankcase pressure, through a check ball valve_ This was then led back into the intake_ Undoubtedly, the efficiency of the lubrication system contributed to the outstanding reltab1hty of the M04' engine throughout its long produc11on lifespan. A new air intake system was designed for the /5. Instead of the air filter being situated 1n a separate housing above the transmission. 11 was now incorporated 1ns1de the engine cases. also at the rear above the gearbox. At the top of the housing, underneath the fuel tank, was a rear facing air intake grill. As the air intake laced rearward there was no ram air effect but the air filter volume was 60 percent larger than that of the R69S. A small amount of air went to cool the electrical components on the front of the engine. before the filtered air entered a common chamber. under the large 'Micro Star' disposable dry paper air filter element. A1rthen proceeded to two ind1v1dual carburettor ducts and, while this THE /5-Semes (TYPE 246) convoluted mtake system didn't contribute to horsepower, 1t successfully quelledintake noise as well as prov1dmg e1<.cellent air filtration_ To prevent oil from the engme breather contammaling the air filter. an improved engme breather tube was fitted after R50/5 2901704. R60/5 2932473, and R75/52973142 After considering Japanese Keihin carburettors, the Nuremburg company Bing eventually gained the contract to supply the /5. Two types of carburettor were fitted. The R50/5 and R60/5 received Bing 26mm concentric carburettors, and the R75/5 receNed a new vacuum type Bmg 32mm carburettor. The vacuum carburettors were initially built 1n the BMW development shop to very fme tolerances Unfortunately, the first batch of Bing vacuum carburettorssufferedfrom1nadequatetolerances. delaying the introduction of the R75/5 until after the two smaller versions. The R75 carburettors were also attached to the cylinder heads through short rubber steeves and 52mm diameter clamps to 1solatethemfromv1bralion. There was no choke provided on the concentric carburettor, only an enriching float plunger, while an accelerator pump supplied additional fuel. The plastic intake tubes were silver on 1970 models. After A50/5 number 2900441, a 135 main 1et replaced the 145 mam 1et and the needle position was changed from 2 to 3. A kit to improve the accelerator pump action was also installed on the R60/5, from number 2930530. Eventually, BMW provided an updated carburettor for the R75/5. from number 2972061, the carburettor receiving a reinforced 0.4mm diaphragm and a 'C' on the top of the carburettor body All /5s shared the chrome-plated steel 38x1.5mm exhaust headers and d1st1nct1ve 100mmdiameterc1gar-shaped muffler. This large capacity exhaust system mcluded a crossover pipe in front of the engine and was designed to m1nim1se backpressure over a wide rpm range. accentuating quietness over performance The /5 received an up-to-date 12 volt electrical system, including an automotive-type three-phase alternator positioned on the end of the crankshaft. Designed by BMW and built by Bosch, this Gl 14V 13A19 alternator provided 180 watts and a maximum current strength of 13 amps. There was a diode plate mounted above the alternator and a Bosch AD 1114V regulator controlled the voltage. AsmallVarta 15Ah battery completed the electrical system. and the first mod1ficallon to the /5 was dunng the autumn of 1970, when a new. more fle1<.1ble battery cable was installed (from number R50/5 2900921. R60/5 2931336. and R75/5 2971545) to m1mm1se damage from vibrallon. At about the same time. there was an improved alternator rotor (RS0/5 2901772, R60/5 2932606, and R75/5 2973649). claimed to be more stable and with a blue or wh1temarkmg The battery and points 1gmt1on system included a single contact breaker opened by a cam mcorporated on the end of the camshaft. Common to all three /5 models was the Bosch centnfugal ignition advance umt s11t1ng on the end of the camshaft. Ignition advance began at 800rpm. ending at appro1<.1mately 2500rpm. The dwell angle for 1970 was 110 degrees or 61 per cent. Right at the end of the 1970 model year, in July (R7515) and August (RS0/5, R60/5), a new centrifugal advance umt was fitted (from R50/5 2901787, R60/5 2932689 and R75/5 9273307). It provided maximum advance at 3000rpm with 43 per cent dwell. butcanrea!tybeconsidereda 1971 model year update. Twin Bosch 6 ThQR5Ql5andR60/5 volt coils were mounted m series and ret,fln9d the oorfJer Bing theh1ghtens1on leadswere550mm. shde-type c..Jff)(Jrottor w1rh with metal shrouded (with resistor) plunger ennchmenl for cold starting Bosch or Beru sparkp!ug caps 21 THE n BMW BoxER TWINS B1BLE spailq;lug lPS m the were met II shrouded BoS<_h HBeru hAd higher m Eur1(J' 22 Hidden underneath a removable alloy cover and located above the crankcase was a Bosch OF 12V 0_5-horsepower series wound D.C. electric start motor and transistor-controlled relay. The electncstartwasstandard on the R75/5 and R60/5, and optional on the RS0/5. Although the /5 was the first BMW motorcycle to feature an electric start. there was still the trad1t1onal kick start incorporated at the back of the gearbox and connected to the input shaft_ Starling was generally reliable. although. despite the small battery. the penalty was we ight because the electncstartassemblywe1ghedmore than 20kg There was some solenoid problems onearlyexamples.w1ththestarter inadvertently engaged while the engine was running A180mmsinglediscdryclutch connec tedthecrankshaflandthe transmission input shaft. with a diaphragm spring compressing a pressureplateandbondedlriction lin1ngclutchplate.TheR50/5and R60/5spnng was2.4mm thick and 17.5mm high, while the stronger R75/5springwas2.6mmthickand 19.0mm high. A diaphragm was spot-welded to the pressure plate. betweenthellywheelandpressure ring, allowing the pressure plate to move axially and to transmit some engine torque. The 6mm clu tch plate was mounted on the splines of the transmission input shaft and was disengaged by a pushrod inside the input shaft. activated by a lever. Designed by Development Team member Ri.Jd1ger Gutsche, the gearbox was similar to thatofthe/2butwithw1dergears,andal1ghter, stronger housing. Gutsche was not only an engineer, he was a leading compet1t1on nder. He would later achieve notable success in the ISDT on his specially-developed R75/5 and, after a few years. would be respons•ble for the R80 G/S. Gutsche was instructed to THE /5·5ERIES (TYPE 246) countershaft. and output shaft _The countershaft and output shafts incorporated four gears. each in constant mesh. with a spring and cam-type shock absorber also on the output shaft _ The transmission shafts were supported in ball bearings and. although the gearbox shifted more smoothly than earlier BMW twins, 1t still wasn't flawless_ There were to be many modif1cat1ons to the shifting mechanism over the next few years A close-rat1ocompeht1on gearbox was an option Drive from the gearbox was through an enclosed dnveshalt running in an ml bath on the right-side of the sw1ngarm There was a needle bearing universal joint at the gearbox end, bolted tc a drive nange mounted to the taper of the transmission output shaft. with a hypoid gear coupling at the input end. To facilitate ease of wheel removal. an internally-splined 1:6 coupling was at the rear of the driveshaft. Rear drive was through a set of Khngelnberg Pallo1d helical-tooth spiral bevel-gears. already well proven on the 12 senes.Toprov1detheopt1mumperformance.each version of the /5 received a different set of final drive ratios After number 2973204. 1n July 1970. to improve acceleration the R75/5 final d rive ratio was lowered to 1:3.2 (10:32). The final drive ratios for the RS0/5 and R60/5 were unchanged essentially unchanged through until 1996. Unlike earlier 12 twms with a removable aluminium VIN plate attached to the steering head. the /5 came with a paper VIN 1dent1hcat1on. The frame number was stamped to the nght of the steering head The Sachs-manufac tured (!o BMW spec1ficahon) telescopic fork first appeared on the RSO. R60.and R69USof 1968. With long travel and progressive spnngs they weighed 11. 7kg (down from the 14.Skg Earles fork) with a 57 per cent reduction in the moment of inertia. Unlike earlier US models with ball steering head bearings. on the /5 they were supported by two tapered roller beanngsm lhesteenng head. The upper fork triple clamp was steel and the lower triple clamp forged aluminium. With 36mm hard-chromed fork tubes. /5 chassis The two-piece frame of the /5 was constructed of variable section conical tubing that included changes in taper and ovahty in accordance with the an11c1pated stress Unlike the Norton featherbed· frame that inspired 11, the /5 had a single backbone tube instead of two. This 45x3mm diameter dual-walled backbone was attached to double loops that varied from 28x1 .5mm diameter to 32x3mm. Weighing 13kg (4.5kg less than the 12) the frame was argon-welded and weighed 13kg. 4mm gussets allowed longitudinal elast1c1ty without affecting torsional rig1d1ty while bracing the forged one-piece 46x4.5mm diameter steering head.Ontheveryf lrstframes thesegussetswere butt-welded. The tunnel for the fuel tank was very shallow. the engine located with two bolts, and the light triangular rear subframe bolted to the main frame with four 8mm bolts. The swingarm pivoted in the frame on ad1ustable tapered roller bearings, but the short swingarm favoured by von der Ma1w1tz was cn1tc1sed for 1mped1ng slab1l1ty Some of these del1c1enc1es were overcome through htt1ng tyres with increased lateral stiffness 1n the tyre s1dewall construction. Von der Marw1tz believed too much frame stiffness was detrimental for a street motorcycle and. although the strength or the struc1ure was q uestioned, 1t remained 23 THE BMW BoxER Tw1Ns BIBLE A 13-rib rubber gaiter protected the fork tubes from stone damage. and a tubular-steel brace provided additional ng1d1ty. There was a friction steering damper, with a knob ad1uster on top ol the upper triple clamp, but a more eftect1ve !:!;:;<i~Miiiiiilllllll&ll :~d~~~:~nst~;~n;:r~ym:~::~~~~:b;~o~ n In "°""" ,,bf: e wasa """' st1ct1on caused by the one-piece bush held bya snap ring inside the fork lubes. The soft fork springs also dived under braking. and there was an option of a stiffer fork spring and damping ring Twin 316mm Boge shock absorbers were fitted on the rear. providing 125mm of spring travel. There was an alloy cover over the top of the spring, and spring pre-load ad1ustment was made through a lever incorporated at the bottom ol the shock absorber The springs were black, and the shock absorber pressure was 240-310 Kilo-Pascal High quality aluminium wheel rims graced the /5. a 1.85Bx19in on the front and 1.85Bx 18m on the rear. These included 40x4mmstra1ghtpullspokesoneachwheel, and were a new design compared to the /2 that sometimes failed as a result of the spoke head breaking off. Instead of a rim lock to prevent the tyre bead leaving the rim 1f the tyre deflated. BMW wheel rims were stamped with hve dents oppas1te the valve stem This prevented the tyre bead from moving into the cent re well allowing the other side to climb off the rim. The wheel bearings were a sealed taper roller type, and the front axle was 14mm. Because of problems with stability on early /5 models, certain Contmental or Metzeler tyres were spec1hed: a rib 3.25x19in on the front and 4.00x18in Universal on the rear Metzeler introduced the Block 66 Touring Spe<:1al rear tyre spec1f1callyforthe/5 BMW had no ~~~1~~~r:;~I~~ :~a~~= ll•aiillllll "'""' lo<ged "14'lll.m "' lflfrnger 1ndenl· " /5 had drum brakes Although there was some exper1mentat1on with a rad1allyvented,fourleading shoe brake, ultimately, the double leading shoe remained Compared to the /2. the brake drums offered increased ng1d1ty with deep st1fternng and cooling ridges 1n the alloy housing. The front brake was a 200x30mm Duplex {double leading shoe), with a 200x30mm Simplex (single leading shoe) on the rear_ The left plates were chrome-plated. Although narrower than those ol the 12, the brakes were considerably more effective due to the new bonded brake linings developed for Porsche cars earherin the 1960s. Instead of an ad1ustable rod between the two front brake pivot arms. with both arms pulling 1n the same direction, the single brake cab!e attached d irectly to the arms, moving them together when the front brake lever was pulled. The system worked well and, when properly adiusted. the front brake was perfectly adequate. Rear brake actuation was by a rod, and both brakes also featured chrome-plated covers on the left side. Dunng 1970 (from R50/5 2900689, R60/5 2931055 and R75/5 2971013) a new brake light switch was fitted to the rear foot lever. This featured improved insulation between !he plastic and metal case. Two types of chrome-plated tubular-steel handlebar were 1rnt1ally available for the /5: a 600mmand optional h1gher680mm handlebar The handlebars attached to the top fork crown with two-piece aluminium risers. similar to those of the 1968-69 US telescopic forks R50. R60, and R69. The handlebar controls were also similar to the final 12. Magura-forged aluminium levers with finger indentations. Each lever had Teflon bushings at the pivots, with spring washers between the lever and body to ensure a smooth action. The throttle control incorporated a cam and chain, s1m1tarmdesign to the previous R50/R60/R69-type but prov1d1ng a quicker and more progressive action. Unlike theearhertwins, therewasarubberboot where the cables entered the throttle. THE /5-SERIES {TYPE 246) "P~"0iiiiiiii~~~~-· pinst-~:~ck Generally, only one handlebar-mounted rear vision mirror was filled to the 15. the chrome-plated round mirror screwing mto threaded holes in the lever mounts. There were mirror mounts on both lever assemblies. and both short- and long-stemmed mirrors were specrf1ed The short-stemmed were intended for the higher hand lebars, bul there wascons1derable inconsistency as lo which type was fitted. Neither type of mirror was very satisfactory. especially above 125km/h Rudiger Gutsche was entrusted to design the distinctive large fuel tank . The shape would become representative of the 15-senes. and th" first tanks were 24-litres, rubber mounted at the front with a single rubber pad. and two rubber blocks at the rear. The tank was retained by two wing nuts at the rear. The paint quality was extremely high, with fast1d1ously accurate hand-painted pinstripes. The tank incorporated rubber knee pads on each side. but the early tanks didn't includ e ribs to retain the rubbers. The shape at the rear was also slig htly d ifferent on earlier tanks. There were the trad1t1onal fired clo1sonne enamel BMW emblems with rubber washers. screwed mto the tank with two 4x8mm oval-headed screws. but not always, and this inconsistency accentuated the hand-crafted aspect of the /5. A fuel tank that incorporated a lockable tool box m the top. s1m1lar t o that of some earlier BMW motorcycles. was an option The fue! filler cap was not lockable although a locking filler cap was an option, and initially opened towards the rider. The fuel cap was alum1nium.Asthefueltankwasconstructedintwo sections to clear the frame backbone there were two fuel petcocks. These screwed directly into the tank, and the one-piece metal Everbest pet cocks were carried over from the 12. The Everbest petcocks weren't easily rebuilt. and featured cork seals that could block the fuel llow. Initially only black with wh•te pinstripes (086/590). metallic ThedualDenfeldseat, without model 1dent1ficat1on badge on the rear. hinged from the right to reveal a storage tray. The seat was lockable, utilising the same Neiman key as the steermg lock, whi le on each s ide was a chrome passenger grab ra1L A solo seat wit h lockable rear compartmentwasanopt1on The round footpeg rubbers were also Denfeld. and both a centre and side stand were fitted - the side stand was manually re1ractable on 1970 versions. A chrome-plated hftrng handle was pos1honed near the seat lock, and a factory engine protection bar was available as an o ption Other options included a luggage rack , leather saddlebags, hard plastic bag s, and a black rear mudtlap with a BMW logo Each /5 came with a specific handbook encased m a plastic envelope and the usual comprehensive 22-piece BMW tool k1t: with embroidered towel, tyre repair kit. and tyre pump The tyre pump was located under the seat, on silver with blue (559) and white with pinstripes (084/ 584) / 5 s were produced. All versions (R50/5,R60/5, and R75/5) were available m these three colours Von der Marw1tz was determined to reduce weight, and eventually persuaded the Construction Department (after some re luc t ance) to incorporate f ibreglass mudguards. These we re painted to match the fuel tank (with p i nst ripes) Generally, thepinstnpecolour matched that of the luel tank ,;;;::s~ T1'lf. Evetbestf'""3ipe'' ICI<, were camOO over from me 12 - The large fueJ lank incorporated rubber I.nee pads and screwed-Ofl 25 TH E / 5 · S ERIES (TYPE 24 6) a spec1!1c tail hght tens that differed lrom the left of the rear subframe. An even more receiving versions 1n lhat there was no circle in comprehensive 33-piece toolkit was available European The rectangular turn signal indicators as an option until 1984 One of von der Marwitz' the centre. bodies. and US models (for 1970 1nnovat1ons was to include a removable plastic had aluminium and 1971) included reflectors on !he front and tool tray. a very useful and practical feature On the left handlebar was a three-way Hella rear turn signals horn/high beam and head hghtflashersw1tch,w 1ththe 1' is~ riguishing features 1970 model year turns1gnalsandstartersw1tch Seat without rear badge ' BMW' on the right. The hard robber Early crankcase housing included Four warning lights in speedometer letteringcastabove thecylinder handgrips were Magura. From R50/5 290137g, R60/5 2g32142 and and the plunger 1gnit1on Plaino1lfiltercover R75/5 2972388 indicator hght in the and angle dwell switchintheheadlig htwas 61 per cent 1gnit1on head light shell maJCimum advance at 2500rpm the universal type, as on R75/5 higher final drive ratio until July 1970 thP /2. This also operated Top end locating dowels with 0-nngs {2973203) and spacers (from R50/5 2900602, R60/5 the lights. The plunger was After R50/5 2900441 main jet changed to 135 2930965 and R75/5 2970980) not really an ignition key, and needle to position 3 Improved engine breather tube fitted after more of a kill switch m Accelerator pump carb kit from R6015 R50/5 2901704, R60/5 2932473 and reverse. but it did have some 2930530 R75/52973142 advantages as 1t could be From R50/5 2900689. R60/5 2931055 and Butt-welded steering head gussets without operated with groves and R75/5 2971013 new brake hght switch with outer welds easily snapped into position improved insulation The plunger receptacle had Early fuel tanks 24-htres without ribs to retain R75/5 from number 2972061 carburettor with the knee rubbers a spring-loaded cover that 0.4mm diaphragm and ·c· marking provided effective water Fuel cap opened in the opposite d1rect1on New alternator rotor from R50/5 2901772. protection. A Bosch 0320 Everbest fuel petcocks R60/5 2932606 and R75/5 2973649) Seat with two side grab rails 123013 horn was fitted on 1970 models. with an optional heavy-dutylow tone horn available. R75/S, R60/5, RS0/5 1971 The /5 instrument cluster was incorporated model year into the headlamp_ A single 3 in glass contained the mechanical speedometer and tachometer. and was along with four warning lights. These were for As/5 development lasted nearly s1JC years e. there were few updates for pressure oil eJCtremelyeJChaushv (green), neutral high beam (blue), to (orange), and alternator (red)_ An odometer the 1971 model year_ Visually, there was little Frame was included but there was no room for a trip distinguish the 1971 modelyearfrom 1g10. meter. The MotoMeter instruments featured numbers for the 1971 model year R50/5 were white numbers on a black background, but the 2901811-2903660, the R60/5 2932775-2938932 numbers were quite small and difficult to read. and the R75/5 2973762-2982998 Gradually. BMW ironed out the few small The speedometer read from 10-120mph or 20-200km/h, the tachometer to 8000rpm and a problems that afflicted the earliest bikes. Early redlineat6800rpm. Not all tachometers included in the model year. on the R75/5 from number a redline and the instroments differed between 2977321, new32mm B1ng64/32/9 and 64/32/10 the various /5 models. as the speedometer drive vacuum carburettors were fitted. Despite was from the gearboJC and the speedometer was a mod1ficat1on during 1970 the first series remained troublesome. and the new carburettors matched to a specific final drive ratio. The Bosch 0 303 550 002 headlamp was featured a revised throttle slide with a greater a 160mm 45140 watt unit, encased in a metal wall clearance, a different needle Jet. stronger option an was neoprene diaphragm and a domed carburettor shell - a H4 headlamp conversion From A50/5 2901379. A60/5 2932142 and R75/5 cover_ The result was an improved idle. and 2972386, the head hght shell incorporated a wllh the new carburettors came a new Magura single turn signal indicator hght This 111\h warning choke leverassembtyw1th stronger cables. Other light. on the left of the 1gni11on switch, was mostly updatesmtroducedd ur1ng 19711ncludedslighUy green. but orange on some e)(amples. The tail reshaped e)(haust silencers and an optional light was a rectangular Hella, with us models close-ratio gearbo)( 27 THE BMW B OX ER T WINS B IBLE The R60!5 was little -hanged for 1971 1971 model year bikes featured the new centrifugal advance unit, with maximum advance at 3000rpm and 43 per cent dwell. The gremlin in the starter-solenoid circuit that sometimes allowed the starter to engage whilst the engine was running was sorted out. The R7515 now included a lower final drive ratio and the plastic and rubber components improved to resist premature ageing. Toalleviatecnt1cism of head shaking and wobbles, updates included more careful assembly of the long travel front fork. with closer tolerances so 11 would react to bumps more 1mmed1ately. To further improve stability, the steering head angle was extended to 28 degrees. In the spring of 1971 {from R50J5 2902093. R60/5 2933525 and R75/5 2975253), the battery carrier was modified to include five rubber buffers. The fuel tank was slightly reshaped. the tank cap opened 1n the opposite d1rect1on and it now held 22-litres. From R50!5290300B. R60!5 2937402 and R75/5 2981006 there was a new leak-free 011 pump cover, without a releasing slot. Other updates included a shim on the tachometer dnve to reduce Oil leakage (from R50/5 2903617. R60/5 2938592 and R75/5 2982663). Just before the end of the 1971 model year. the side stand was changed to be self-retracting (from R50!5 2903624. R60/5 2938705 and R75/5 2982738) - this feature continued for 1972. The choice ol three colours for the /5 range was unchanged for the 1971 model year 28 R75/5 included a lower final drive ratio (10· R75/5 new Magura choke lever assembly stronger cables New centrifugal advance unit. maximum advance at 3000rpm and 43 per cent dwell New silencers Steering head angle 28 degrees to further improve stability Fuel tank reshaped and held 22-litres, cap opened in opposite direction From R50/5 2902093, RS0/5 2933525 and R75/5 2975253 battery carrier included five rubber buffers From R50/5 2903008. R60/5 2937402 and R75/5 2981006 new 011 pump cover From R50J5 2903617. R60/5 2938592 and R75/5 2982663 shim on tacho dnve From R50/5 2903624. R60/5 2938705 and R75/5 2982738 side stand seff·retractinl R75/5, R60/5, RS0/5 1972 model year The/5rece1vedmanymoreupdatesforthe1972 model year and most were st~listic. With the T HE /5-SERIES (TYPE 246) intention of making the /5 more appealing for the US market. the fuel tank was downsized with chromes1depanelsandaccomparnedbymatch1ng chrome-plated side battery covers. It soon earned thernckname'Toaster'tankbecauseof1tss1milarity 1n appearance to the kitchen appliance The previous22-litretankwasst1llava1lableasan opt1on Frame numbers for the 1g72 model year were RS0/5 2903661-2905718. R60/5 2938933-2945721 and R75/5 2982999-2984790 Bob Lut2 /Olned BM'W ITT 1972, and was 1nfluent.al 1n the subsequent de11elopment of f/le /5 and 16 (Covrtesv Two Wht..>e!SJ 29 THE BMW BOXER TWINS BIBLE Engine (1972) in Updatestothe/Senginew ereminomaltorlhe 1972 model year. but improvements were gradually implemented when necessary. Early m the model year. in September 1971 (from RS0/5 2903693. R60/5 2938962 and R7515 2982820). a 2mm thrust washer and new bush were added to the gearbox output shaft. A s!ronger crankshaft with new bearing shells was installed during February 1972(lromA50/52904190, R60/52940740andA75/5 2985208).Thecrankshaf t material was changed fromCK45 to41 CR4VBO. andthecrankpin to crank web radius enlarged from 1.6mmto22mm The engine housing was also modified. and th is would run through until the 16 (1976 model year). Complaints about excessive noise meant new slotted rocker shaft supporting brackets and hardened steel shims were htted from March 1972 (R50/5 2904721, R60/52942632andR75/ 5 2989472). One update the R75/5 (from 2993256 m June 1972) received that the smaller models didn't - until a few months later - was new cylinder heads with cast dowels. eliminating the 0-rings and spacers introduced m1970 The R75/5 from 2992320 (June 1972) also received vacuum ports on the carburettors. Some later 1972 model year R75/5s featured black carburettor a1r intakes instead ol silver. These black intakes were a precursor for the 1973 model year. providing more legroom. but only a few 1972 R75/5s had them. The model 1dentoficatmn badges on the engine cases were now on a black background. and the exhaust header pipes were slightly thinner {38x lmm). Some US examples featured add1toonal vented heat shields over the header pipes Chassis (1972) The most notoceable styling teatures for 1972 were the 1nclus1on of a smaller 17-Mre fuel tank. chrome-plated side panels. and matching chrome-plated battery covers. Nicknamed the Toaster' because ol 1ts s1m1lanly to thos household electrical apploance, the tank incorporated three 30 painted stripes. and the soae panels four stnp&e Another feature Of the ·roaster' lank was that t unders1dewas alreadydes1gnedlortheompend1 /6 under tank front brake master cylinder. but optoonallargertankwasnotmod1f1edunt11m•d-19 Nol all markets greeted the "Toaster' fuel tank unequivocal acclaim: 1n Australia lhe /5 was with the earlier-style larger tank as standard BMW (GB) followed suit later in the year A w1derselect1on of colours was also available lor 1972. Alongside the ex1shng black, silver or white were metallic blue with white pinstripes (033/533}andmetalliccu rrygoldw1thblackstnpes (029/529). Black. blue. or silver bikes came woth black or blue stripes on the chromed panels. but therewassome1ncons1s tencyinthecolourof these stripes although they were obviously intended to match the tank. Along with the smaller fuel tank. there was a new seat with a single handrail running across and behind the passenger. Thosincluded a model-type black highlighted emblem on the rear a white bead following the line of the handrail and longitudinal pleating on the upholstery Along with slightly wider 650mm handlebars some 1972 /Ss had two mirrors. An extra mirror on the right was sometomes fitted to balance the left handlebar and alleviate weaving. US models had a 680mm handlebar, and thos was also blamed for high speed weaving. especially when combined with the US propensity for strappmg luggage to a rear rack . US and European /Ss shared the same alumin1um-bod1ed turn signal indicators. with the large, round US-required reflectors located on the head light brackets at the front and license plate bracket at the rear. There were new head light brackets for 1972, and many 1972 models had a Hella 831 horn This large round horn had a chrome-plated grill. as did the equivalent Bosch horn. Ooo small practical improvement was the rerouting of the cables. allowing easier reading of the small tachometer One ol the more s1gmf1cant updates during 1972 was to the front fork To further improve fork action. from AS0/5 2g04276. A60/5 2941811 and R7515 2987432. a three-piece lloating damper noule replaced the one-piece bush held by a snap ring msode the fork tubes. The aluminium centre damper ring was now supported by two outer thieaded rings that allowed the piston to move more freely, also altenng the rebound damping shghUy From AS0/52904276, R60/52940990and A75/5 2g0sago, three types of fork springs weie available: 538x4mm. 567x4mm and 543x4 Smm A thrrd fork mod1hcat1on occurred at the very end ot the 1972 model year (R5015 2905654. R6015 2945479 and R7515 2994494). when a copper asbestos sealing ring was fitted at the bottom of the front fork. The Boge shock absorbers also gamed heav1erdampmg and the springs were now chrome-plated. Although the tyre sizes remained unchanged. from October 1971 all /Ss received a woderWM32.15Bx181n rear wheel nm (trom R50i5 2903756. R6015 2939:?07 and R7515 2983280) During 1972. BMW expanded 1he range ol luggage and accessones available In add1t1on to the larger fuel tank. tradotoonal leather panniers were first offered, followed by plastic cases produced1mtiallybyClausW1lckeandlater"G1gr Krauser (a Munich dealer) 31 THE BMW B OXER T W I NS BIBLE / 5 distinguishing features 1972 model year From R50/5 2903693. R60/5 2938962 and R75/5 2982820, 2mm thrust washer and new bush was added to the gearbox output shaft From R5015 2904190. R60/5 2940740 and R75/5 2985208. stronger crankshaft Mod1hed engine housing From R50/5 2904721. R60/5 2942632 and R7515 2989472, new rocker shaft supporting brackets R7515 (from 2993256) cylinder heads with cast dowels From June 1972, R75/5 featured carburettor vacuum ports Later in the 1972 model year. R75/5sleaturedblack carburettor air intakes Engine case model 1dent1f1cat1on badgesw1thablackbackground Thinner exhaust header pipes {38xlmm) 17-litre fuel tank. with chrome side panels and chrome battery New seat with a single rear handrail and ident1ficat1on badge Slightly wider, 650mm handlebars, some with two mirrors New head light brackets Some with Hella 631 horn From AS0/5 2904276. R60/S 2941811 and R75/5 2987432, fork included a three-piece floating damper noule From RS0/5 2904276, R60/5 2940990 and R75/5 2985890. three types of fork springs were available From R50/S 2905654, R60/5 2945479 and R75/5 2994494, a copper asbestos sealing ring fitted to the bottom of the front fork Shock absorbers with more damping and chrome-plated springs From October 1971, a wider WM3 2.15Bx18m rear wheel rim filled R75/5, R60/5, R50/5 1973 model year Market resistance to the gaudy 'Toaster' tank m Europe led to BMW returning to their more trad1t1onal. conservative styling during 1973. The 22-litre tank was standard and 17-htre tank was optional, both with rubber knee pads The chrome 'Toas!er' tank was still fitted to many US models Frame numbers for the 1973 model year were RS0/5 2905719-2907865, R60/5 2945722-2952721 and R75/5 m three series. 2984791-3000000 4000001-4008371 (from January 1973) and 4009001-4010000 (the final series m August 1973) There was some overlap between model years with the fitting of the 'Toaster' tank. evenlorEurope, the 'Toaster' fimshmg at RSOJS 2906304, R60/5 2947966, and R75/5 2997986 In response to continua! complaints regarding the high speed stability, a longer swingarm was fitted from January 1973. This lengthened the wheelbase and also allowed for a larger battery and longer seat. Two longer wheelbase R75/5s were selected at random from the production line. by the West German Motorcycling Federation, and shipped m sealed cases to the Isle of Man m May 1973. In an attempt to wm the coveted Maudes Trophy, awarded to manufacturers for extremely commendable performance and run under strict ACU control. fourteen riders rode the two R75/Ss continuously for a week. Despite heavy rain and two crashes, the machines covered 16.658 miles (26,808.5km)andwonthe Trophy. Towards theend ol 1973. in add1t1on to the normal US spec1frcat1on machines imported by Buller and Smith , a number of European spec1f1cat1on / 5s from the Italian distributor ended up rn the US These bik es had different reflectors. with the rear ones glued to the lender because the license plate bracket wasllat Engine (1973) Engine updates were ffilllOf tor 1973. The R50/5 (from 2905756) and R60/5 (from 2946787) received the new cylinder heads with cast dowals. A new inner rotor for the 011 pump included a larger 3x5mm Wood1uff key coonect1n91t to the camshaft As the c am sha!t drive sprocket woodruff key was also reduced to the same 3x5mm. the camshaft was new. Another centrifugal advance unit was fi tted from November 1972(1rom RS0/52905857. R6015 2946096 and R75/5 2996220) Ignition advance now commenced at 1550rpm. with lull 3dvance at 3000rpm Chassis (1973) While the tanks with rubbe1 kneepads made a return during 1973. the earlier b<l1tery covers were optional These were now painted black or blue but man y were also c hrome-plated as before. US examples with 'Toaster' tanks also had chrome battery covers. From October 1972 {RS0/5 2905828 . R60/5 294 6037 and R7515 2995073). the steering head bearing adiuster was 33 THE BMW BOXER TWINS BIBLE changed from the round indented nut to a large hexagonal nut 1g731ss also received a new top throttle cam cover. and US examples a new Hella ta1lhghtlens. During 1973.theearherEverbestfuel petcocks were replaced by Karcoma or Germa. depending on supply at the time of manufacture Eight colours were available for the IS for 1973 In add1t1on to the five ex1st1ng colours, were red with white stripes (023/S23), green metallic with white stnpes (074/S74) and metallic silver with bluestripes(SS9) Tofurther1mprovestab1l1ty.alongersw1n9arm was fitted after R50/S 2906304. R6015 2947966 and R7515 2997986. The splined coupling ratio was now 1 7 (instead of 1-6). The new sw1ngarm lengthened the wheelbase SOmm, and was also c!a1med to provide increased clearance between the riders' sh1nsarxl the carburettors. The foot pegs were actually 1n the same pos1hon. and the improved clearance was achieved through the new shape of the black intakes. These were 36mm in d iameter. and 25mm long On the first examples of long wheelbase /Ss. the extra swing arm length was rather crudely achieved through an inserted welded sleeve wrth a temporary mudguard mount Eventually, a specific, longer swmgarm appeared. fitted on most final /Ss and st1ll 1nclud1ng a welded seam. but also a larger diameter transverse tube to increase stiffness. From June 1973. the R75/5 also incorporated a 10Smm spacer tube at the rear crankcase mount - this continuing on all later models from the /6 onwards. Accompanying the longer sw1ngarm were a longer seat. longer rear subframe. longer rear brake rod and longer rear mudguard mounting bolts. A breathing hole was also included 1n the gearbox cover to prevent the rubber gaiter 1nl!at1ng. The rear axle 011 capacity was also increased to l SOcc (from 100cc) of SAE 90 hypo1d gearo•I. The long wheelbase s1gn1flcantly improved the stra1ghHine stability of the IS. TH E / 5 - S EAIES (T YPE 246) ast/l ~rialy8all 191 th P J bu~ or. shown h f •)µfionar w reducing wobbles, and also enhancing cornering ab1l1ty through better weight d1stnbut1on. It also allowed more room in the frame for a larger 16Ah battery To overcome problems with the spoke heads disintegrating on the rear wheel. from September 1972 the rear wheel spokes were moved 1.5mm to the left to provide more swingarm clearance, and there was a new spoke type. This featured from A50/5 2905646. R60/5 2945366 and R75/5 2994445. The spoke now had a small shoulder that kept 11 from sp1nn1ng 1f the tension was correct. From R50!52905828. RS0/52946097 and A75/5 2995037. the high US handlebar was reshaped for improved ergonomics Over its four-year lllespan the ~~~iiii!!~:::::::::'.!i1~--::!! up to its than lived 15-senes more With nearly 69,000 " expectations 35 T HE BMW B OXER T WIN S BI BLE /5 distinguishing features 1973 model year New camshaft, inner 011 pump rotor andcen tnfugaladvanceumt R50J5 (from 2905756) and R60/5 (from 2946787) with the new cy linderheadsandcastdowels Fuel tan ks with rubber kneepads (17-or22-htres)dunng 1973 Battery cO\lers optional US bikes retained the ·toaster' tank and chrome battery covers From R50/5 2905828, R60/5 2946037 and R75/5 2995073. steering head bearing adjuster changed to a large hexagonal nut New top throttle cam cover US models with a new Hella tail light lens During 1973. the Everbest fuel petcocks replaced by Karcoma orGerma Longer sw1ngarm with welded seam was htted after R50/5 2906304. R60/529479ti6and R75/5 2997986 Splined coupling ratio 1:7 with longer swingarm With the longer swingarm were a longer seat, longer rear subframe, longer rear brake rod and longer rear mudguard mounting bolts With longer swingarm breathing hole included in the gearbox cover From A50/5 2905646, R60/5 2945366 and R75/5 2994445. the rear wheel spokes were moved 1.5 mm to the left From A50J5 2905828. R60/5 2946097 and R75/5 2995037, US handlebar reshaped ......... A50/5 2900001-2go1810 2901811 -2903660 A75/5 -- -- /5 frame numbers Type R60/5 produced, the 15 almost matched the entire production run of the R50, A60and12-senes from 1955. through until 1969. It continued the BMW motorcycle tradition of offering unparalleled touring comfort ~nd reliability, whilst (particularly the R75/5) prov1d1ng acceptable performance But 1n some respects the /5 was outdated. By 1973, the single face combined speedometer and tachometer and the p lunger ignition switch was old fash ioned. The era of the disc brake had also arrived, as had c loser ratio five-speed gearbo~es On July 28th 1973. only three days after the 500.000" BMW motorcycle (an R75/5) came off the production hne. the last 15 left Spandau. The end of the /5 also saw the demise of the 500cc boxer twin. 1mt1ated with the R32 back in 1923 By 1973. the demand for a 32 horsepower 205kg motorcycle was virtually nonexistent 1970 11/69-08/70 1971 09/70-08171 09/71-08/72 2903661-2905718 1972 2905719-2907865 1973 09/72-07173 2930001-2932774 1970 09/69-08170 2932775-2938932 1971 09/70-08/71 2938933-2945721 1972 09/71-08/72 2945722-2952721 1973 09/72-08/73 2970001-2973761 1970 10/69-08170 2973762-2982998 1971 09/70-08/71 2982999-2984790 1972 09/71-08/72 I 2984791-3000000 1973 09/72-01173 r 4000001-4008371 1973 01173-07173 4009001-4010000 1973 08/73 36 CHAPTER Ill THE /6-SERIES (TYPE A Ithough !he /5 can be credited with saving :~e~~tww:~~O:,~~:;r~m1 ~~~n~~~o~;rvk:~ for motorcycles was changing. During the /5 production run a new wave of 'superbikes' evolved· from Honda's 750 Four to the Kawasaki Z1 900 and Laverda's 1000cc tnp!e. Motorcyclists now demanded more performance, and this inevitably meant an increase 1n engine capacity. BMW was reluctant to follow this trend. While Dr Helmut BOnsch encouraged the development of the R75/5, he declared that 11 would be unfortunate ii BMW foltowed the path of producing larger and more powerful motorcycles. BOnsch retired in 1972. but even after that there was an unw1llrngness to embrace a displacement increase to 900cc As a result, the development of the /6-senes initially proceeded along similar lines to the /5 The team responsible included Rudolf Graf von der Schulenburg (tater to head the motorcycle department) and Ferdinand Jardin, in charge of engine deve!opment. Jardin was assisted by Gard Wirth and Wolfgang Wurst {engine testing) HardyMUllerwasinchargeofmotorcyclestrategy, Gi.Jnther von der Marw11z coordinated the overall design while AUd1ger Gutsche was responsible for the updated chassis and live-speed gearboJ< Without the intervention ol Bob Lutz, is 11 unlikely the /6 would ever have evolved into 900cc or the A90S. Lutz joined BMW as eJ<ecut1ve vice pres1dentofBMWSa!esduring 1972. The American educatadbutSw1ss-bornLutzcameto6MW from General Motors in Europe, and was a member of theBMWBoard.AneJ<·USMarinellgliterpilot and 247) motorcycle enlhusiast. Lutz was troubled by the state of the motorcycle division when he arrived at BMW. Lutz grew up with Hondas and told the author: "I had just arrived at the company. had to sell my almost-new Honda CB 750 Four. and was dismayed at what I found . There was no 'bike d1v1s1on.'Therewasasymbolic.smallb1kegroupi n each of the main departments-sales. engineering. design. etc - but they all reported to their various functional bosses. Nobody was 1n charge of the overall motorcycle business.~ Soon after arriving at BMW Lutz ordered a special A75/5, but he saw the future in high performance motorcycles. saying in 1972, -1 adm11 that what attracted me to the big Honda was brute power and the seJ< appeal of four cylinders. The growth market is in big b ikes and that 1s why we are taking a look at a motorcycle which might be more eJ<Citing for the high performance man. A bigger BMW would be another harmonious synthesis of all things or we won't build1t." Lutz approached BMW's CEO. Von Kuenhe1m, about contributing to motorcycle development and, at a meeting of the motorcycle department, 1t was agreed to increase the engine displacement to 900cc. This 1mtialfy went against the wishes of the engineering department and von der Marw1tz, who was happy with a 750. Vonder Marwitz envisaged an S variant of the R75/5. believing an increase to 900cc would compromise BMW's trad1t1onal reliability. Von der Marw1tz thought 50 horsepower was enough for the average rider but Lutz wanted to match the 67-horsepower of the Honda 750 In the end Lutz was more influential, but, while 37 THE BMW BOXER TWINS BIBLE he was the chief protagonist for more capacity. Rudiger Gutsche had already successfully bu1l1 his own 900 in 1970. boring an R75/5 to 90mm Celebratingthe50'.. anniversaryoftheBMWboxer twin. the/6-seneswasreleasedforlhe 1974 model year. The R60/6 was now the base mode!. with the R90S the spearhead. The /6s (including US versions) also received new production codes. now changed with each new model year ~/J hastnetargerfl.JI. ' rubber knee pads uS R90S, R90/6, R75/6, R60/6 16 engine Creating a Superb1ke out of the R75/5 was not an easy propos1t1on but, from experience gamed with Helmut Oiihne's racing R75/5, BMW knew a well-balanced machine with a wide power band was extremely effective on road circuits such as the Isle of Man. Knowing a twin-cylinder motor could never match a lour-cylinder for outright horsepower. BMW chose to emphasise all-round performance instead o! pursuing high revs and high horsepower Although the R90S would spearhead the BMW range for 1974_ the /6 included many important updates. notably a live-speed gearbox. disc front brake {except the R60/6), and revised instrument panel. Numbers for the 1974 model year were R60/6 (code 0251) 2910001-2911677 Considering the performance differential between the four models, the s1m1larity 1n engine spec1ficat1on was striking and an example of clever model rationalisation_ The quoted weight of the 16 engines (including starter and carburettors but without ignition) was also sim ilar. The R90/6 engine weighed the same as the A90S (62.Skg), while the A75/6 was the heaviest, at 64 9kg. The R60/6 engine weighed 63.Skg Designated the Type 247, the essential tunnel-style engine housing was carried over from the final series A75/5. bul was strengthened around the front crankcase aperture_ The front crankshaft bearing was now in a closed seat and there was a new outer alternator and ignition cover This included three air vents and vertical ribbing instead of the eartier smooth cast type, and was 1974 model year Burto ;if/]fl'dr ·brake. 91~R7 6w very S/fl t theR15-5 Thi US versions received a specific number sequence for the first time: 4900001-4900827 (code 0253) R75/6 (code 0261) '1010001-4012831 and versions '1910001-4911097 (code 0263)_ The R90/6 for 1974 (code 0271) were numbered '10'10001-404'1971, the US versions (code 0273) 4930001-4932218, the R90S (code 0272) were 4070001-4075054 and the US versions (code 0274)4950001-4951005 THE '?·SERIES (T YPE 247) sloghtly different for the R90S lnsidelheengmetherewere only minor updates. the Eaton type 011 pump including a new inner ro!or and the engine brealher check valve was mod1f1ed slightly to accommodate the larger piston pulses from the 180-degree twin. At the time. 90mm pistons were 1 amongst the largest d1ameterf1tted to a product1on motorcycle, and the R90/6 check valve was m the ~~~ r::~'·f~~ ~~~~! z~~h~~;,~s. I\i~•JI. ._ The drop-forged. threebeanng crankshaft wrth 70.Gmm stroke was similar 1n all the /6s. although for the high performance R90$ with 9.5:1 pistons. 90 per cent tungsten plugs were inserted 1n the crank webs. This was to reduce the crank web diameter to 130mm because the strengthened front crankcase tunnel aperture was too small to allow a large. fully counterweighted crankshaft to pass through. Evenw1th the smaller crank weights and tungsten plugs. the crankshaft was a very tight fit through the front crankcase opening and required 11ltmg for c 01J ':t ~e~~:~~:;~~:~!~!:~;~;a~;:;:~~I: r:'.""~-;...____ f'l'!l.V/(lr /11f!R9(}:;. through the smaller aperture of l~:lii2~gi:~~~ilj the new crankcase. As the R75/6 t. crankshaft was 1dent1ca1 to that of the R90/6 (and R90S). 11 was a relat1..-ely easy constructed of a high tensile N1monrc steel alloy operation to convert an R75/6 to 898cc. The The valves were manufactured m two pieces. with forged I-section connectmg rods lor the 900cc the head fusion-welded to the stem. R90S valve models were also constructed of a higher tensile guides (48mm) were shorter than the /6 (54mm). steel, while the conrod bearings were now and the rocker arms on all /6s pivoted m needle roller bearings mstead ol bronze bushes. with new. four-layer mstead of three-layer as on the 750 The automotive-like eight-pound flywheel was wider. rocker support blocks. The R90S also had bolted to the crankshaft with the same five small larger(38mm)intakemanrfold s.butthe308-degree 10x1mm bolts as the /5. Some of the early R90 camshaft was shared with the R90/6 and R75/6 engmes vibrated e•cessively, particularly between The cam hit was 6.756mm and a more sporting 336-degree camshaft was available as an option 4100 and 4500rpm Along with the capacity, the cylinder heads The R60/6reta1ned the284-degreecamshaft. While of all models varied. The R60/6 cylinder head was the pistons for the R60/6 and R75/6 were 1dent1cal identical to that ol the R60/5. and the R75/6 the to those on the 15. lhe 90mm R90/6 pistons had same as the R7515. The R60/6 retained the 38mm a flatter dome than the A90S. and a lower 9.0 1 and 34mm valves (98.5mm and 97.5mm long) and compression ratio. The cylinders on 16s were plain the R7516 the 42mm and 38mm valves (98.Bmm aluminium. and pamled black on the R90S All models featured a Micro Star dry a1rf1lter. long) The R90/6 valves were the same 42mm and 40mm as for the R90S. The val\/0 lengths were but the carburehon differed. Like the AS0/5 and 98.Smm. W•th an Bmm stem, and the valves were R60/5, the A60/6 11lCluded t wo slide-type Bmg 1or-191.: •\ hel<.fCJ<. .cartleverwas taJne:! JUrt•' yJen Wh' XKIMar. Klrl<.patnd<. 39 THE BMW BOXER TWINS BIBLE 26mm carburettors, with accelerator pumps. in1!1ally without a choke_ From number 2911378 and US 4900617, a choke was incorporated with the usual Maguro choke lever a\lached to the air filter housing_ Theearhest R90/6 lealured constant vacuum Bing carburettors(64/32/13-14), identical to those on the R75/5except for a 150 ma1n1et. 2.68 needle iet. and needle in the first pos1t1on Although some R90S prototypes were fitted with Bing carburettors. the production R90S received a pair of Italian 38mm Det!'Orto PHM 38BS and BO concentric carburettors. The PHM Dell'Orto was relatively new in 1973, incorporating an accelerator pump. and hence was nicknamed 'pumper.' Every time the throttle was wound open 0.4cc of fuel squirted into !he cylinder. On the first R90S the carburettor bodies were smooth cast PHM 38AS and AD. without any provision for a choke attachment. Starting enrichment was by a float depressor. but these carburettors were fitted to only the very earliest examples. Most production models incorporated a choke, with the Magura lever 1n the usual pos1t1on on the left-side of the aluminium air filter cover. The early Dell'Orto carburettors featured polished aluminium float bowls. alum1mum ban10 fittings and a 14mm float bowl nut. The alum1mum cable guide at the carburettor top was also sharply bent {almost 90 degrees). There were a number of variations to the carburettors during 1974, some early examples coming without a plugged hole for connecting a vacuum gauge. The 1ncons1stency in Dell'Orto specification was typical of Italian manufacture, especially during this period. and there were also variations in the choke setup on the carburettor bodies Theintakemamfoldswere26mmindiameter on theR6016. and 36mm (25mm lor.g)onthe R90/6 and R75/6_ While the R90S featured a new air filter housing with larger intakes suitable for the larger carburettors. the R60/6. R75/6, and R90/6 aluminium housing was shared with the /5 series. The /6 exhaust system included double radius 38x 1.5mm exhaust headers coupled with 87mm (3.391n) diameter mufflers.The R90/6 was also offered a specific US muffler (Cahforma. Florida. and Oregon} 16 gearbox In add1t1on to the earlier /5 gearbox, Rudiger Gutsche was responsible for the /6 11Ye-speed gearbox on the Type 247. The die-cast housing was new, lighter and smaller than the previous fourspeed unit, while the three-shall design included an input shaft {supported by caged ball bearings) in constant mesh with a helical-gear driven gear on the loy shaft. Also included on the input sha~ was a kick start engagement gear and spring loaded shock absorber cam to provide a cushion between the engine and final drive. Sh1ft1ng waa achieved with two cam plates rotating. one sliding two shift forks and two gears on the main shaft with the other slid ing one sh11t1ng fork and gear~ the lay shaft. Wh1lesh1ftingwas1mproved over the 15. there was still room for improvement and t 1974 transm1ss1ons were problematic_ A design fault led to pawl spring breakage - resulting in ro shifting - while the kick start pinion gears were very soft. Sometimes loose metal destroyed the bearings, while neutral was often difficult to find on early models. The R90S clutch featured a new forged pressure ring, with ribbed supports, and a stronger (2.8mm) diaphragm spring. The clutch throw out bearing was now a needle instead of ball type, and the c lutch cable lined to improve clutch action_ While the driveshaft was the longer type introduced on the final /5, there was a new type of DNTP bearrng for the ring gear. The R90/6shared the 2.8mm clutch diaphragm spring of the R90S, but both the R7516 and R60/6 used the 2.6 mm R75/5 clutch spring. As with the 15. each model of the 16 had a different final drive ratio, with the R90S having the highest final dnve ratio of the range and the option of an even higher (1:2.91). /6 electrical system All /6 models received an updated electncal system, with a larger 25-Ah battery and G1 14V 20A 21/280W (14 volt, 20 amp) three-phase Bosch alternator !or the R60/6, R75/6 and R90/6 The R90S featured a 240 watt (14 volt. 17 amp) alternatorwithasmallerd1ame1ertop rov1demore clearance at higher rpm, when crankshaft whip was more evident. Anothere1ectncal improvement was the colour-coded wmng system which included a Bosch printed circuit diode board in the head light shell. The head light was a 180mm Bosch 60/55 watt H4 quartz iodine and the head light shell also housed a new key-type ignition on the left mounting bracket, with five positions on the 1974 models to also combine the head light low beam switch. Three ignition keys were supplied a flat metal key, a hinged key with a plastic upper and a barrel-shaped. plastic key 1974 modet year /6 retained the older style /5 Hella handlebar switches, the left switch operating the head light high beam. flash0!' and horn. The right switch operated turn signals and starter. There was no engine stop switch. and the 1974 /6 included alum1mum-bod1ed turn signals New for the R90S and R90/6 was an updated 1gnit1on advance. with the dwell angle increased T HE / 6 - S ER I ES (TYPE 247) overcome some high speed 1nstab1llty, caused by the handlebar-mounted cockpit fairing The boll-on rear subframe on all /6s was new, but the strength of the entire structure remained questionable due to littleng1dityprov1ded by tnangulat1on The F1chtel & Sachs leading axle 36mm telescopic fork was internally 1dent1ca l to 110 degrees. The 1grnt1on advance umt for the R60/6 and R75/6 was the same as the /5. The sparkp!ug caps were still metal shrouded Beru, and the starter motor a Bosch 0.5-horsepower. 16 chassis The Type 247 frame was a development based the Type 246 (15). With 34mm outer diameter steel tubing. and an internal cylindrical tube on the R90S, there were some add1t1onal gussets around the steering head. The R90S received the add1t1onal frame strengthening m an attempt to """'"""'""'"""' to that of the A75/5, w1thsoftspnngsand generous wheel travel, but the R60/6 fork !egs were new and specific for that model. The forged aluminium lower triple clamp on all /6s and the R90S was also new. but the /5 steel upper triple clamp remained. The R90S had a specific upper triple clamp. and the forks d1stingu1shed by fork cups instead of the trad1t1onal ribbed gaiters Inside the fork cups were 011-soaked felt rings to maintain a smooth action_ Like the /5 there was only a single axle pinch bolt (on the right). this changing to twopmch boltssomet1medurmg 1974 The front axle was still 14mm 1n diameter for 1974 The 1974 ~and 16 retained the eamer He/la handleb.Jr swirches The instrumem face~ had white rdes, and the tum signal bodleS were alumm urn JUTl<..>sy Jeff Wh 1OCl<J Mc K1rl<.patnck1 An earty publieity phor, )f the 1974 R9016 TheSilX Ner decals are missing and the fuel rank badges lre sti the screw-on type There are no rubber 1<.nee pads on me tanks and early exampleslil<.eth1shadrea.r vl€W mirrors w th curved Sl~S THE BMW BOXER Tw1Ns BIBLE The 16 fork springs were 1mt1ally shorter than those of the R90S. at 538mm _Aller R6016 29t0998. R75/6 4012043and R90/6404461. the fork springs were changed to the longer (567x4mm) R90S type. A shorter and stronger sect.on (543x4.25mm) fork spring was available when the bike was fitted with a full fairing. On early /6s the fork spring locator bush was too wide at 16mm. and was subsequently reduced to 15.Smm to prevent fork spring breakage As on the 15. the /6 sw1ngarm pivoted 1n taper-roller bearings, and the earliest examples had a welded seam. The 316mm Boge shock absorbers were new for the R90S and 16 series Although some early publicity photos showed /6 rear shock absorbers without aluminium spring covers, production shock absorbers had covers The cahper was black anodized (for improved heat d1spers1on), and piston size was 38mm. The caliper was mounted on the left behind the fork leg to m1rnm1se angular momentum in turning. Brake pad ad1ustmentwasbyaneccenlncp1nunderneaththe fork leg. and the ATE master cylinder was located undemeaththefue!tank-crudelyattachedtothe top frame tube with a hose clamp on the earliest versions. A Bowden cable connected the master cylinder to the handlebar-mounted brake lever and. while this seemed excessively complicated. the front brakes worked adequately 1f set up correctly The master cylinder size was 14 29mm. with the dual disc A90S receiving a larger 15.87mm master cylinder. The master cylinder location was again, one of pract1cal1ty, under the fuel tank where 11 was well protected in the event of an accident ~~o;;d:~sa ~~~h1 ~~~~~ 1t=~ r-----~-: ,, from road irregularity but the soft suspension and extra long travel did compromise ultimate sporting abthly Acknowledging that high speed stab1l1ty wasn't perfect. BMW fitted a three-way adjustable double-acting Stab1lus hydraulic steering damper under the steering head The steering damper knob turned a shall 1ns1de the steering head tube, moving the damper away from the steering head axis. This provided a very effectwe damping ad1ustment. although the damper umt was prone to 011 leakage One of the /6's maon updates was to the braking system. the R90S. R90/6 and R75/6 all receiving a front disc brake. The R60/6 retained the earlier Ouplex drum front brake. s1m1lar to the previous 15 umt. but with a new ribbed casting and no chromecover lncooperat1on with Alfred Tewes GmbH (ATE) of Frankfurt. BMW developed a floating piston brake cahper. The lloa\ing p1stonmeant!hefrontwheel could then be removed without unbolting the cal1per THE / 6 - S ERIES (TYPE 247) The solid stainless steel brake disc was 260mm, the R90S rece1v1ng dual front discs The rod-operated rear brake was the 200x30mm Simplex of the/5, but with a stronger hub casting and US DOT-required inspection wmdows to check brake lining wear without removing the wheel. The wheels included Weinmann light alloy wheel rims (185Bx19in and 2.15Bx18m) and the fmned front hub featured 40 stainless steel straight pull spokes, to provide maximum strength fo r the frontwheelw1thd1scbrakes The /6 instrument layout with a separate 85mm MotoMeter speedometer and tachometer and fi ve warning lights was shared with the R90S. but each speedometer was geared for a specific fmal drive. The new mstruments featured black faces with white numbers. and the 1974 speedometer also included a tri p meter for the l 1rst time on a BMW The speedometer read to 140mph or 220km/h. and the 8500rpm tachometer was red lined at 7000rpm (or 6750rpm 1n early brochures). Some early A90Ss were madvert ently fitted with an R90/6 speedometer designed for a lower final drive ratio . resultmg 1n opt1m1s t1c speedometer and odo meter readings The R90Salso recei ved a clock and voltmeter. mounted in the small Muth- designed fai ri ng. In 1974. a clock as standard was revolu tionary- the first as standard equipment on a motorcycle since the wmd -up eight- day cloc k o n the Ariel Square Four. thirty years earlier. The black anodized alum1mum Magura handlebar levers incorporated finger grooves, and the c am and c ham throttle assembly was matched to the Bing ca rburettors On the R90S the thrott le was very slow acting THE BMW BOXER TWINS BIBLE At.WI ~,,., C' 1 r''"'fl •, m The standard /6s had a smaller (18-litre) fuel tank and a larger 22-litre tank was optional Only the larger tank now featured rubber kneepads Most tanks for 1974mcludedglued thin metal BMW badges. but some 16s and R90Ss received the older-style enamelled (clolsonne) gas tank badges Some early /6 badges were screwed, as on the /5. but on the R90S even the enamelled badges were glued. There was a range of s111 colours for the /6: Black with White pinstripes (086/590): White with Black pinstripes {084/584): Metallic Bluew1th White pinstripes {0331533): Red with White p1nstnpes (026J526J: Metall1cCurrywith Black pinstripes (029/529) and Green Metallic w ith White p1nslnpes (0771577) The hallcl-pamted pinstripes ~ fully encircled the side of the smaller tank. A22-htre police spec1f1cat1on fuel tank. with lockable built 1n toolboio;. was available as an ophon_ Some early f6s and R90Ss had the older style Everbest petcocks but these were gradually replaced by Karcoma or Germa during 1974 On the /6 the dual Denleld seat was s1m1lar to the 1973/5, with longrtudmal pleats on the upholstery, a white plashc bead and a single chrome-p lated handrail at the rear The seat a!so had a black model emblem on the tail and a shorter solo seat was an opt1onthroughunt11 the1976 model year. The /6 libreglass front mudguard wasn·1 shaped as deeply as that of the R90S but a deeper police mudguard was an option In add1hon to the pressed steel brace between the fork legs. /6s also included a chrome-plated tubular stay that connected the rear of the mudguard to the lower forkteg. The fibreglass side coverswerepa1ntedtoma!ch the tank and fenders . Some early brochures showed side covers without decals. but production models came with a decal 1nd1cating the capacity. '900cc'. '750cc' or"600cc' THE /6-SERIES (TYPE 247J TheR90S :Iii! w d fferent 10 :hat of the 16 Forl974.fhe:-;eat ~ wassmoorher (Courtesy Jeff Wh 110 -w M- -Kirl<patnc~) Unhk.e the /6 that featured a fuel tank. and seat similar to the/5. the R90S had a new shape 24-litre tank. and seat with fibreglass base. In a ground-break.ing move for motorcycle design. BMW enlisted the services of an industrial designer and stylist, Hans A Muth. Educated as a toolmak.er, Muth went on to study design and graphics in Wuppertal. in the Ruhr valley. before becoming a freelance automot1vedes1gner. From 1965 he work.ed at Ford. moving to BMW in 1971 as the chief designer of car interiors Muth was a motorcycle enthusiast. riding an MV Agusta 750 at that time. and approached von der Marw1tz regarding motorcycle design_ The /6 and R90S was his first motorcycle project. and he had to fit 11 in with his automotive work. Hans Muth w, respons ble for the design of the R90S. ;;m(i BISO rhe ldltff R IOORS 45 THE BMW BoxER Tw1Ns BIBLE As mony European sporting mo torcycles were beginning to incorporate standard famngs, 1n 1g72 11 was decided 1h1s should also feature on the R90S. The production l1breglass fairing was beautifully hmshed. and many early e)(amples featured two holes underneath the head light Muth's styling makeover not only included the fairing , but e)(tended to the steel 24 -litre fuel tank and Denfeld saddle. T he saddle had a fibreglass base and incorporated a sporting rear cowling Undernea t h were two storage trays , one removable and slightly different to that of the /6. The seat pad was thinner than the other /6s, with denser foam , but was iust as comfortable. The 1974 seat covering was without pleats andthetankcapwas aluminium Only one colour was available on the R90S for 1974, Silver Smoke with Gold pinstripes (561). The Silver Smoke was hand painted and air brushed. with a clear lacquer over the paint The paint was supplied by Herbol of Wurzburg and the dual colours had to be applied within 20 minutes of each other. Muth felt the R90S needed a special colou r scheme that wasn't shared with other BMW motorcycles. The p1nstr1ping was 1mt1allybygoldtape1nstead of the usual hand-painting because a suitable paint prov1d1ng a uniform fini sh wasn'tava1lable1n 1974 .The luel tank was also located by wing nuts tor 1974. The fibreglass front mudguard ol theA90Sd1fferedtothe/6as 11 didn't incorporate a lower stay. Front mudguards had pinstripes. but not the rear mudguard of the R90S. The 1974 R90S front mudguard had a longer cen tre sec tion than later front guards. where 1\ angled in to clear the 1ork Completing the spec1l1cation of the /6 and R90S was an eKlremely 46 comprehensive toolk1t, including a BMW towel tyre patches and tyre pump · While the A90S was envisaged as a sporting model, BMW didn't follow the strict cate racer route. the low 600mm handlebar providing a semi-sport ing riding pos1t10n. The other /6s included new head light support brackets and a new tubular-steel handlebar: a standard 600mm and a broader 680mm fo rt he US. The handlebars we re con nected to the top triple clamp with polished aluminium clamps and the t w in round mirrors were chrome-plated, rather than black as on the R90S. While all R90S had black m irrors the mirror stalks on the 1974s (and some earl; 1975s) were curved, and not straight as on later models. BMW also rnstalled reflectors on the sides oftheforksandattherearoneachs1defor those markets that required them. in particular the US. Most fibreglass components were coded fo r the yearofmanu facture.mclud1ng thefainng,battery side covers and mudguards 16 options included the R90S lairing, with voltmeter and clock.. or a touring fairing with high w1ndsh1eld provided by Avon in England The voltmeter and clock. were also available as accessory pods mounted on top of the forks. In add1t1on, there was the usual lockable fuel filler cap, engmeprotect1on bars. soft and hard luggage and additional driving lights. The R90S was sold as an e)(pensive lu)(ury model and eKceeded BMW's e)(pectations. Bob Lutz said: "We made more o ut of each R90S than a 1600cc car." Apart from the ad ditional horsepower, e)(tra front disc brake. larger tank. cock.pit fairing and special Silver Smoke pain t, a number of detail touches set the R90 S apart. T HE /6-SERIES _(_Tv Besides the lower output alternator and Dell'Orto carburettors. the A90S also received black painted cyhnders for improved heat d1ss1pat1on. The handlebars on the A90S were clamped with black h19hllghted aluminium brackets to the black top tnple clamp and many bolts (including the shock absorber bolts) were chrome-plated. There were special R90S emblems on !he motor and seat, and only the R90S recerved 16 supplemental breather holes in the back of the arr filter housing to assist induction at h1ghereng1ne speeds. The high price ensured the A90S earned celebnty status. finding a place in the garages of racing car champions Emerson F1tt1pald1 and Hans Joachim Stuck. and motorcycle enthusiast King Hussein ot Jordan All BMW motorcycles of this period were characterized by superb quahty control. Each bike was assembled by one tecl1111c1an and 66 inspectors checked various components and t11e motorcycles before t11ey left t11e factory in Spandau. Many inspectors stamped t11eir 111111als in an inconspicuous place and 26 paint spots througnout tne machine indicated bolts had been correctly torqued. Every engine and 1ransm1ss1on was run for 15 minutes on a dyno. before its final assembly and a road test 247) THE BMW BoxEA Tw1NS B1BLE 16 distinguishing features 1974 model year Stronger crankcases with closed seat front crankshaft bearing Alternator and 1gmt1on covef with three air ventsandvert1calr1bbing New inner oil pump rotor and the engine breather check valve Five-speed gearbox with new die-cast housing Larger 25-Ah battery and 280 Watt three-phase Bosch alternator 180mm Bosch 60/55-Watt H4 quartz iodine head light incorporating five pos1ttons igmt1onkey No engine stop switch Older style /5 Halla handlebar switches retained R90S and Rg0/6 with updated ignition advance. the dwell angle increased to 110degrees Alum1mum-boched turn signals Frame received add1t1onal steering head gussets and new bolt-on rear subframe New forged aluminium lower tnple clamp Early fork with single axle pinch bolt with two bo!tsduring 1974 Early /6 fork springs shorter at 538mm New Boge shock absorbers Adjustable Stabilus hydraulic steering damper Solid 260mm single disc brake with 38mm floating piston ATE cahper for R90/6 and R75/6 14.29mm master cylinder underneath fuel tank Stronger rear hub casting with brake lining inspection window Finned front hub with 40 stainless steel straight pull spokes Separate speedometer and tachometer with five warning lights and white outer ring Black Magura handlebar levers incorporated finger grooves 18-litre fuel tank standard without rubber kneepads, most with glued thin metal badges New head light support brackets. and a new tubular-steel handlebar Handlebars clamped with polished aluminium clamps Twin round mirrors chrome-plated with curved stalks 48 -.........1974-- Tungsten plug& lnaerted In the crank webt Cylinders painted black Dell'Orto PHM 388S Md BO concentrie carburettors, the earNnt 38As without chokes. Sharply bent aluminlum cable guide Air fiher housing with larger intakes and 16 breather holes Clutch with a 2.8mm diaphragm spring Smaller diameter 240 wan alternator Specific upper tnple clamp, the fOl'ks without ribbed gaiters Top frame tube with additional reinforcing ,,.,. Dual 260mm discs wrth 15.87mm master cylinder Clock and voltmeter mounted in fairing Only colour was Silver Smoke Gold pinstripes 1mt1ally by gold tape 24-litre fuel tank with aluminium fuel cap located at the rear with wing nuts Early examples with Everbest fuel taps Seat with fibreglass base and seat covering unpleated Front fibreglass mudguard not as deeply shaped as /6 and didn't include lower stay. 1974 front mudguard with longer centre section Rear mudguard without pmstripes Black mirrors with curved stalks Handlebars clamps black highlighted alumimum brackets Many bolts (including the shock absorber bolts) chrome-plated Chrome acorn-shaped nut on the nght lower shock mount A90S emblems on the motor and seat First A90Ss with a different instrumeot support bracket R90S, R90/6, R75/6, R60/6 1975 model year BMW continued its policy of gradual evolut10 of the R90S and /6 during 1974, and, in Jun and July that year. several 1975 model ye<i pre-production examples of the R90S and /I. were prepared. There were new production code and a new number seQuence for 1975: R90: (0276) 4080001-4084675. US examples (027S 4980001-4981738; A90/6(0275) 4050001-4053311 us (0277) 4960001- 4963602; A75/5 (0265 4020001-4023688, us (0267) 4940001-4942087; R60/6 (0255) 2920001-2923868, US (0257) 4920001-4921103 There was some overlap with the end of the 1974 series, but general 1975 model year production commenced in September after the summer holiday break, as was customary. The early 1975 model year bikes were essentially similar to the final 1974 bikes. except for updated cosmetic and electrical equipment As was evident during 1974, there was no definitive date for the implementation of all the 1975 model year updates. The R90S and 16 continued to evolve through the production cycle EvolutlOfl or the R9QJ6 1w anumberolupd<.il<>Slor 1915. though lhegen<x. style was unchang1.!d 49 THE BMW BoxER Tw1Ns BlBLE Engine The basic engine for 1975 was carried over !rom 1974. but BMW installed new Jet production equipment that provided smoother alloy engine castings. and while the rear gearbox cover still provided for a ktck start . this was now optional Several updates were incorporated gradually, after: R90S 408 0438 and US version 4980305: R90/6 40501 87 and US 4960791: R7 5/6 40 20453 and US 4940407: R60/6 2921611 and US 4920663 The motor was updated with a new c rankshaft. front main bearing, fly wheel and stronger (11x1.5mm) flywheel retaining bolts. These bolts replaced the previo us M 10x1mm ones that were known to fail on the larger engines . Th e ignition advance unit also received new springs to eliminate the shudder that existed at around 2800rpm , the smaller R60/6 and R75/6 now shared the centrifugal 1gmt1on unrt with the 900cc models. The ignition t1mmg was also reduced from 9/34degrees to6/22degrees tosu1t lower oc tane fuel There were new 15mm 41CR4 cylinder head nuts after numbers: R90S 4081381 and US version 4980678. R90/6 4050895 and US 4961838; R75/6 4021199 and US 4940956; R60/ 6 2921572 and US 4920637.Ataroundthesame time.theflywheeloilsealwas updated: R90S4081381 and US version 4980678: R90/6 4050895 and US 4961958, R75/6 4021205 and US 4940987; R60/6 2921627 and US 4920738. Now made o! silicon. this included a strongersealin9hp The weakest component. the 5-speed transmission. also came in for some updates with new l 'and2''gearsh1 ftmgforks starter motor was fitted This increased the shortc1rcu1t starting currant to 320 amps(from 290 amps). ensuring reliable starting in even the most adverse conditions. A change in the starter ratio !rom 8.93 to 9.111 further improved starting efficiency. The R90S regulator was also fitted to the rest of the /6 range for 1g75, While ostensibly thecarburettorswereunchanged,therewerenew mixture chambers for the Bing constant vacuum carburettors on the R90/6 and R75/6 this yea r 900cc models also received updated cylinder head centnng during 1975. From A90$ 4081080 and R90/£ 4050544 the clamping dowels and countersunk nuts were d1scont1nued. These wera accompanied by new cylinder base gaskets. The sharply angled Dell'Orto carburettor cable guide~ on the R90S were discontinued during 1975 ~:r~i~~94~~~~~~~;~;~~~/~ ((,}:1111111••!!!!@! 4050991. US 4961904. A li..o hell. k 111 n 1tie ~ « md 16 ,,., 191 yJeff Wh1//oc1t./MJc Kirk(.'.Jl Hnck) 50 ~:2:~-n~!~ 7 ~11~~e:k~ 11 1~:~ . ..,~. .!"ii!~iiiiiml; the gearsh1!t lever. As the kick start was now optional. a slightly more powerful Bosch 0 6-horsepower TH E /6·SEAIES (TYPE 247) Chassis For 1g75, the frame on !he touring /6 models rece1vedthere1nforced topframetubeoftheR90S All 1975modefsre<:e1vedne wforklegs,anewfront hub and a larger diameter (17mm} a Kie to tighten the handling . The front fork included pinch bolts on both fork legs. as on the final 1974 model year bikes. There were some gradual updates during the production cycle: From R90S 4081154 (US 4980521 ). and as an option for the R90/6 4050984 (US 4960803); R75/6 4020748 (US 4940641): and R60/6 2921589 (US 4920637) there were new fork damping tubes, and a stronger damping ring Primarily to accommodate the double disc front brake. these new dampers provided more compression damping They not only stiffened the suspension. but reduced the fork travel to 200mm. While the brake cahpers and under tank master cylinder were unchanged. the stainless steel disc rotors were now drilled (100 holes in each). Although unsprung weight was reduced slightly, the primary reason for the holes was to improve wet weather braking performance - the perforations aiding the d1ss1pat1on ol water more quickly_ The R60/6 retained the drum front brake, bul with new front brake plate The 16 atso received updated handlebar controls. with black dogleg Magura levers and new Hella handlebar switches The new clutch lever provided an improved ratio for clutch actuation and was JOined by an improved throttle assembly. The R90S throttle included a taster action 40-stroke bevel-gear and chain spec1flcally for the larger Dell'Orto carburet tors The other /6s retained the 33-stroke throttle. The throttle cam provided a more progressive action, shortening the thro!tle throw to a quarter of a turn, improving throttle response During the year, the R90S Dell'Orto carburettors received ports for vacuum balancing. There was also an add1t1onal cable adjuster incorporated at the top of the carburettor. facilitating carburettor Thfc lrOflt d1 f•<Jnl 1915 Whllock/M were d .ourrcsy K1rl<patnc1< ''°'"'°"'""0" The integrated Hella handlebar ~ ~:;:~~=~I~~~~~=~ .t~~t~~~g~~: !It~~: andturns1gnalsontheri ght. As the ,.:;; • 1gmt1on key no longer sw11ched on the head light, thlS now included only three pos1t1ons. On US models the l•ghts were always on w•th the ignition. Other running updates. some installed gradually throughout the model ~ :--.1'!::"'"'"":::::'3"'C::::""'.'-;'-:,,..,...;::"O~'.!'.'!lij;ii.i ~~~:~~:n~~p~~~f:~!~ 1ncludedstraightstalksf or the black mirrors on the R90S.andachrome-plate d steel fuel filler cap. By now, all the fuel petcocks were Karcoma The MotoMeter and speedometer tachometer had smaller graduation marks and no white outer ring. with the tachometer including a The "'"'trumefl' 1nd .w11cht>,<; 1\-et"e ni:w for 1g7., 1Court•tsy.Jeff W111t.'ock/M - K1t"-PJ!1 51 THE BMW B OXER T WI NS BIBL E An add1/l()(J,1J colour kx the 19:5 R90S was Dayton.1 O"ange (Courtesy Jeff Wh1t/ocll; Mac K1r!<putnck) larger red line band and high beam light. The Hella turn signal indicators now featured low reflective black plastic bodies ra1her than aluminium. The R90S received a new seat cover for 1975, with transverse grooves rather than smooth. This was introduced in response to complaints that the earlier smooth seat allowed the rider to slip backwardsunderfull-throttleaccelerat1on.Alsonew that year. was an add1t1onal colour to Silver Smoke: OaytonaOrange (510). known in house as ·egg yolk Oft1cially. colours were named after racetracks 1n 1975: Dayton a Orange (after Daytona Beach. Flonda) Joining TT (Isle of Man Tourist Trophy) Silver Smoke There are many stories in c1rculat1on regarding how e)(actly the Daytona Orange colour came about. which at the time seemed out of character for such a conservative company as BMW One 1975 brochure describes the colour as 'Daytona Orange-Safety Colour.· and this could make sense w1th1n the conte)(t of BMW"s philosophy. Although Sales Direc tor Bob Lutz.wasn't enamoured with the br1ghtDaytonaOrange,dunngthe1980shecla1med responsibility for the colour. saying the insp1rat1on wasasunriseatDaytonaBeach The pinstripes were now md1v1dually hand painted. Red for the Daytona Orange (still without a rear fender pinstripe) and Gold for the TT Silver Smoke. The 1n1t1als of the pinstripe painter were often under the seat, tank or to the right of the fairing inside 11. Two piastre knobs. rather than wing nuts, nowretainedthefuel tankandthecentreot the horn went from chrome to black during 1975 There were also fewer chrome-plated nuts and bolts, the lower right shock mount changing from achromedacorntoaplainnut A number of updates also flowed onto the /6 for 1975. Following the success of Helmut Dfihne and Hans Otto Butenuth 1n production racing and production-based racing in Europe. colours for 1975 were named after racetracks. Five colours wereava1lableandmcluded: Monz.a Bluew1thWh1te stripes (038/538): Nurburg Green metallic with White stripes (077/577); Bol d"Or Red with White stripes (0261526); lmola Silver with Black pinstripes (5591 and Avus Black with White stripes (590). There was a new seat cover with transverse grooves for the 1975 16. also without white beading. Instead of a specific model emblem on the tail, there was now a round BMW emblem. Other equipment was shared with the R90S. including the MotoMeter speedometer and tachometer. 1gnitron key and handlebar switches. bu! the new twist-grip was a 33cam. In the same year. the/6 was offered w•th an opt1onaltounng package that included aw1ndsh1eld andthelargerfueltankOfatouringlu)(urypackage - w1thth1scameafullrangeofaccessories j' 16 distinguishing features 1975 model year {some introduced gradually) New crankshaft, front main bearing. flywheel and fly wheel retaining bolts New ign1t1on advance springs. all /6s sharing the centrifugal1gnit1onunit 15mm cy linder head nuts fitted Updated flywheel oil seal New 1'' and 2"" gear sh1ft1ng forks for R90S and R90f6 larger 26x7x16mm gearsh1ft lever oil seal More Powerful Bosch 0.6-horsepower starter motor R90S reg·~:;i.tor fitted to all /6s New mixture chambers for R90/6 and R75/6 Bing New 900cc cylinder base gaskets and clamping dowels discontinued Frame on /6 models with R90S reinforced top frame tube New fork legs with twin pinch bolts, new front hub anda17mmaxle New fork damping tubes and stronger damping ring Stainless steel front disc rotor drilled (twin discs an option) R60/6 with new front brake plate New handlebar controls with black dogleg Maguralevers New He11a handlebar switches Three position 1gnit1on key New clutch lever and 33-stroke throttle assembly Speedometer and tachometer with smaller graduations, no white outer ring, and larger redhneband Chrome-plated steel fuel filler cap Hella turn signals with black plastic bodies Fuel tank retained by two plastic knobs Horn centre black instead of chrome New seat cover with transverse grooves, no white beading. and a rear round BMW emblem As BMW prepared lor the introduction of the 1000cc boxer twin and the 17 series. man y interim updates appeared on the R90S and 16 for 1976. There was another new number sequence R90S (0284) 4090001 - 4093724 and US versions (0294) 4990001 -4991260; R90/6 (0283) 4060001 - 4063018 and US (0293) 4970001 - 4973316; R75/ 6 (0282) 4030001-4035306 and US (0292) 4945001 4947578: R60/6 (0281) 2960001 -2965122 and US {0291) 4925001 - 4925914 As usual. there was some overlap between model years and the introduction of all updates gradual, as the parts supply for earlier versions was exhausted Thf. R90Sep'.fll ·~ 197 ;tyle Th1s1sfromape; >d advert1semem 1,.,, worn ck.J!/llflQ R90S distinguishing features 1975 model year fasterachon40-strokethrottle Dell'Orto carburettors received Ports for vacuum balancing and an add1t1onal cable adjuster Dell'Orto cable guides discontinued Blackm1rrorshadstra1ghtstalks New seat cover with transverse grooves rather than smooth Daytona Orange available alongside Silver Smoke Fewer c hrome-plated nuts and bolts 53 THE BMW BoxER Tw1Ns BIBLE Engine (Type 247/76) Altnough /116 1976 R90S /ooll.edV91'}'.Sfflllar'O that ,, 975 1nSJde/he6'191ne .., 54 a number of update: While the 1976 R90S and /6s looked visually s1m1larto 1975, there were many unseen updates. particularly to the motor- most a precursor to the new 17. The updates were officially incorporated from February 1976. with the proviso 1hat these "mod1hcat1ons were subiect to a11era11on without notice." The Type 247176 engine included new crankcases. cylinders. pistons and cylinder heads. The reinforced crankcasesaccepted larger cylinder sp1go1s and were strengthened around the front main bearing. There was also a lOmm deeper 011 sump pan (and longer dip stick), although theeng1neo11 capacity of 2.25·htres was unchanged. The new sump pan moved the oil further from the cranksha ft and camsha ft to reduce 1nternalfnct1on,stab1l1ze oil consumption, and lower 011 temperature In October 1975, a 59x3mm 0-ring was inserted between the crankshatt and flywheel after numbers: R90S 4090352 and US 4990308: R90/6 4060267 and US 4970610: R75/6 4030398 and US 4945030; A60/6 2960660 and US 495289_ Also new for 1976, was the timing chain case and inner and outer cover. with larger bushes and 011 seals for the timing advance mechanism. All /6s now shared the R90S alternator cover The cylinder heads were also new, with mod1tied valve guide positions to provide a greater clearance between the rocker and valve spring plate. Allmodelssharedvalvegu1desw1thlheR90S and the inlet valve guides were longer. al 54mm. while the exhaust valve guide remained al 48mm There were wider rocker arm support blocks and a spacer was included 1n the cylinder head pushrod supports_ These updates were aimed at reducing valve clatter. The shorter rocker arms. centred m the cylinder head with special fitted rings instead of sleeves, were re-angled to increase stiffness and striking angle efhc1ency. The rocker arm ratio was unchanged. but incorporated selt·aligmng needle bearings. This had a practical benefit in that the valves didn't require read1ustment every time the cylinder head was re- torqued. The 275mm push rods were 20 per cenl lighter, hollow three-part alum1mum/steel/alumm1um. similar to those used on the V8 automoblle engines. with new lower rubber grommets. These pushrods expanded more consistently with the aluminium cylinders and provided quieter running from cold to full operating temperature_ Instead of an aluminium base gasket to seal the new cylinders, 'Hylomar' sealing compound was used. with O·nng seals on the cylinder studs. The Hy1omar compound needed to be applied sparingly so as not to block the small 0-rings. Thenewcylindersalsoincluded newpushrod tubes Although the camshaft valve lift and timing were as before, the camshaft spindle d iameter was increased from 12mm to 20mm. The larger diameter spindle was intended to reduce camshaft flex, with a reduction in 01t seal wear and improved valve operation. The front cam beanng fiange was cast-iron, instead of alumm1um. with a bronze bush - resulting m closer tolerances and cam timing accuracy. The reduced bearing play was also claimed to reduce load on the sealing nng which was now large!". Inside the 011 pump was a new inner rotor and the clearance between the oil pump rotor and pump housing. as well as the gap between the inner and outer rotor, was tightened The woodruff key locating the 011 pump rotor on the camshaft was increased to 5.0x6.5mm, although the sprocket key remained the same as before During 1976. a new engine breather cover was also introduced. TheR7S/6eng1nebreathercheck valve was now 1n the same pos1t1on as that of the R90/6, and all models were fitted with the same front alternator cover as the R90S. The R60/6 and R75/6alsorecewedtheR90/6automat1c 1gnit1on advance umt THE 16-SERIES (TYPE 247) Gearbox updates 1ncl uded strengthened transmission cases and a '!;~~:;:~~===~:=~~j~~~~!~~;:;;i=~~=~ F new gearsh1ft cam plate and detent spnng to improve thegearsh1ft. The neutral Indicator was also revised. with a redesigned spring· loaded neutral 1nd1cator switch detent plunger m the gearboK, and the recess m the shift cam replaced by a raised pro1ect1on. The other gearbox update was a new torsion spring for the switch pawl, with five turns instead of three. The US R60/6 and R75/6 received a lower final dnve to improve top gear acceleratton, and featured revised speedometers Except for a new Bosch diode camer and slightly higher rated Bosch alternator, the electrical system was largely unchanged. The maximum output was now 250 watts with 18ampsofcurrent Thes1arterincluded a wider chamfer on the starter gear ring, and a modified starter pinion for easier starting and pinion engagement_ Updates to the Oell'Orto carburettors on the Rgos saw the carburettor slides activating the accelerator pumps earlier. to improve low speed enginep1ckup To improve the handhng there was less clearance between the fork tube and fork leg (0 1mm instead Chassis There were also a number of chassis updates of 0 24mm). The brake cahper mounts were for 1g75_ The swingarm was more convent•onal wider (72 Smm from 72.2mm) fort he larger brake than before, and instead of the single transverse cahpers, and the rear shock absorbers had dual bracing tube welded across the e)(treme closed rate springs_ Not all 1976 R90Ss and /6s were end of the arm. BMW now adopted a pressed 1dent1cal, and some 1976e)(amples had a cut-away out bo)( section, welded in place. and reinforcing for the rear subframe bolt 1n the nght side cover the sw1ngarm so lhe bearing pivot couldn't twist The clutch lever featured a repos1t1oned pivot torsionally as before. The cross strut on the centre point and. when combined with the reduction in stand was repos1t1oned to provide clearance for clutch spring pressure, made for a lighter clutch the deeper sump pull and improved clutch engagement The 1976 /6 and R90S looked similar to There were also updates to the braking system, with larger piston (40mm) ATE black the 1g75 eJ1amples as \he colour range was anodized front brake calipers and new brake unchanged. By June 1976, production of the R90S pads The cahpers were marked '40' to indicate and 16 was scaled down, as BMW prepared lor their piston size Accompanying the larger cal1pers the /7, R100S. and R100RS. and some R90Ss on the Rgos (and the twin disc option for the /6) appearedw1thnfeatures. Some of these features was a new master cylinder with a larger (17.46mm) included•a/7-styteflushgascap;blackreargrab piston, considerably reducing hand lever effort rail and black left hit handle rns1ead of chrome; The R7516 and R90/6 also featured a 40mm matte black f1msh on the rear mudguard and brake caliper, along with a new master cylinder. side covers; and a matt black tyre pump The but unlike the R90S, this wasn't correspondingly valve covers were also black and the cylinder fins larger with the piston size remaining at 14.29mm unpainted on some of the final R90Ss. To move A coil clip replaced the hose clamp retaining the e~cess stock in the US. BMW also offered the mastercyhnder to the lrame. and there was a new R90/6 L1m1ted Ed1t1on. This included a standard Bowden brake cable connecting lhe handlebar clock and voltmeter rubber mounted on brackets lever to master cylinder, with a larger {12mm from the top tnple clamp, four-way emergency instead ot 10mm) cable nipple !lasher and stiffer fork springs so the LE could The suspension also included some updates be fitted w1lh a fairing upgrade f<Y 19,6 Cha lflCluded bral\e C<lif)e(S w !I f' Y gl!rptS' ;)flS ,(;()1Jr1e Y \Ml t:oclv'MacK,,kp._ilr<ek. 55 l THE BMW BoxER Tw1Ns B1BLE Nurburg Green {/6 verSIO<lS only) The range of r Jlours wai.Jble frx the R90S and 16 kY 1975 and 1976 TI Silver Smoke (R90S only) Avus Black(/6versionsonty) lmola Silver (16 wirs•ons only) R90S and /6 distinguishing features 1976 model year (some introduced gradually during the model year) New crankcases. cylinders and pistons. and cylinder heads 10mm deeper oil sump pan and longer dip stick 0 -ring inserted between the crankshalt and flywheel New t1mmg chain case and inner and outer cover shared with the R90S Modified valve guide pos1hons, longer mlet valve guides, wider rocker arm support blocks, shorter rocker arms with special rings and needle beanngs Lighter pushrods with new lower rubber grommets Sealing compound on the cylinder base and 0-ringsonthecylinderstuds Camshaft spindle 20mm Cast-iron front cam bearing flange with a bronze bush New inner oil pump rotor 011 pump rotor Woodruff key on the camshaft now5.0x6.Smm New engine breather cover introduced R75/6 engine breather check valve now the same pos111on as A90/6 R60/6 and R75/6 with R90/6 automatic ignition advance unit Strengthened transmission cases, and new gearsh1ft cam plate and detent spring Revised neutral indicator New torsion spring for the gearbox switch pawl US R60/6 and A75/6 with lower Imai drive and revised speedometers New Bosch diode carrier and alternator Modified starter pinion New swingarm Centre stand altered to provide clearance for the deeper sump Front brake caliper with 40mm piston and new mastercyhnder 12mm brake cable nipple New front fork with wider brake caliper mounts Clutch lever pivot point repositioned R90S Dell'Orto carburettor slides activated accelerator pumps earlier R90S 40mm brake calipers with larger (17.46mm) master cylinder Some final R90Ss with n-style flush gas cap and miscellaneous /7 black parts TH E / 6-SERIES (TYPE 2 47) ... ""°"' :;;: R75/6 R90J6 - -/6 frame numbers 1974 07173-08174 2920001-2923868 1975 08174-08175 08175-06176 2960001-2965122 1976 4900001-4900827 1974(US) 01174-07174 4920001-4921103 1975(US) 08174-07175 4925001 -4925914 1976(US) 09175-05176 4010001-4012631 1974 09173-08174 4020001-4023688 1975 09174-08175 4030001-4035306 1976 09175-08176 4910001-4911097 1974(US) 09173-08174 4940001-4942087 1975(US) 09174-08175 4945001-4947578 1976 (US) 4040001-4044971 1974 09173-08fl4 1975 06174-08175 4060001-4063018 1976 08175-06176 4930001-4932218 1974(US) 01174-06/74 4960001-4964263 1975(US) 06174-08175 4050001-4053311 R90S Productlond1tes 2910001-2911677 09175-08176 4970001-4973316 1976(US) 09175-06/76 4070001-4075054 1974 09173-08n4 4060001-4064675 1975 06/74-09175 4090001-4093408 1976 08175-06176 4950001-4951005 1974(US) 01174-07174 4980001-4981738 1975(US) 07174-08175 4990001-4991260 1976(US) 08/75-06/76 www.veloce. co.uk & www.veloceb ooks.com Information on all books• New book news. Special offers• Gift vouchers • Forum 57 CHAPTER IV THE /7-SERIES (TYPE 247) T he success of the 16-senes. particularly the R90S and R90f6 during 1974 and 1975. resulted 1n the establishment of BMW Motorrad GmbH in January 1976. Although engine development was as before. the production and sales of motorcycles were now separate from the car d1vis1on_ Under the control of Hans Koch. with Horst Spmtler in charge of sales. the development team of von der Marw1tz. Muth. Or 01etnch Reister TheRIOORS wi"ls lhe new 1ngeleador tor 1977. d w. a superb ndlng m ;hine and Gerd Wirth were encouraged to produce an innovative design. more funct1onal than the flawed R90S Following the success of the R90S, Hans Muth was asked to style a motorcycle emphas1s1ng "--•"'!"llj .,_ _ _ rider protection and aerodynamic function. Again he was successful. and the R100RS was the first production motorcycle to offer a fully integrated famng that not only provided outstanding weather protection. but also contributed to the stability of the motorcycle. Sharing the AS abbrev1at1on with the legendary bevel-gearracing500 of 1950s. instead of the Rennsport RS, now indicated a more appropriate Reise Sport or Touring Sport. The new lairing improved aerodynamics but, because the frontal area was increased, the top speed was less than that of the A90S. High speed handling was superior though, as was rider comfort Alongside the R100RS for 1977 was a completely new range. the 17-series. Now comprising five models, replacing the successful four model range of the R90S and 16. displacement 1umped up to 980cc with the R100RS. The 900cc models were discontinued. and the 750cc and 600cc versions were in1t1ally much as before. in updated form. Although the R90S continued as the RlOOS, this model was relegated down the line-up as the RlOORS established itself as the range leader. It was also an improved motorcycle. even 1f 11 lacked the R90S mystique. Despite a slightly lower power output, 11 was arguably the strongest performer in the 1977 line-up. The other 17s also incorporated many of the improvements introduced on the R100RS. As in the past, there was a high degree of model uniformity and parts interchangeab1l1ty, with all /7s sharing much with the more expensive RlOORS R1 OORS, R1 OOS, R100/7, R75/7, R60/7 1977 model year As usual, there was some overlap between the final 1976andearly 1977modelyears.withall 1977 variants rece1v1ng a new frame number sequence R100RS (code 0306) 6060001-6085159 and US (Code 0316) 6180001-6181263; RlOOS (0305) 6060001-6063149andUS(0315)6160001-6161365: THE /7-SERIES (TYPE 247) R10017 (0304) 6040001-6043414 and US {0314) 6140001-6142451; R75/7 (0302)6020001-6024507 and US (0312) 6120001-6121474; R60/7 (0301) 6000001-6005517 and US {0311) 6100001-6100407 Engine (Type 247/76) Despite the success of the /6-series, BMW's board wouldn't agree to the development of a new engine for the /7, so the engine remained very s1m1!ar Many ol the engine updates for the R100RS. and its /7-series stable mates. were introduced on the R90S and /6 for the 1976 model year. But while the RlOORS engine earned the same 247176 internal engine designation, the new engine type was known as the M65'. The deeper 011 C: pan introduced during 1976 leaturedonall/7seKceptthe A 100RS for Cahlorn1a. Florida and Oregon. where 11 was optional As was typical of BMW, the engine continually 1 evolved. Although the s1lumin crankcases were further reinforced to withstand the increased horsepower. engine weight was 1dent1cal to that of the earlier R90S at 62.Skg. The quoted weight ol other /7 engines was also 1dent1ca1 to their respective /6vanants T he most noticeable development for 1977wasthe increase in capacity for the A100RS. RlOOS and R100/7, achieved with 94mm pistons and cylinders. Constructed of a new lightweoght aluminium alloy by either Mahle or Kolben Schmidt, the pistons weighed the same as the previous 90mm type. The cylinders had thicker and shorter cooling fins to reduce noise, and no longer were there any black-painted cylmders (as on the R90S) The p iston clearances were also tighter on all /7s. with a maK1mum wear limit of 0.08mm instead of 0.12mm The crankcase ventilation system was omproved and, along with a small baffle chamber cnst into the crankcase starter cavity, there was a new breather An RICIO repJaced the R90!6. 1/fhougfl tflil style was SlfT)llar Thr. e~ample has many op'-onat acce. sone::: The R7517 was short Wed andontypn:Jducedlor-197 (CourtesyTwoW'hee- 59 I ~ THE BMW BoxER Tw1Ns BIBLE housing that included a small rectangular top hat ser1esrepresenteda shghllyd1tferenlvariahonon and new outlet. A longer hose and new intake bell the engine type 247176 theme. Inside, the eng•ne, accompanied the housing. and 11 still ventilated of the R60/7 and the A7517 d•ffered very little !rom into the right carburettor intake. The engine 1heir respective /6 variants, while the A100/7 was breather system on the A75/7, Rl00/7 and RlOOS also similar to the A90/6. The AlOOS engine was was the updated setup of the RlOORS, while the 1dent1ca11n spec1l1cat1on to the RlOORS. although R60/7 retained the /6 engine breather housing the power output was slightly less due to a more Inside the gaocc cylinder head were larger restr1ct1veexhaustsystem inlet valves. now 44mm (98.8mm long)w1th48mmlnletande!thaust valve guides. The R100Scylinder head was 1dent1cal to the RtOORS. while the RlOOn valves were the 42mm and 40mm of the Rg0/6. Jns1de the cylinder head of the R60/7, the 38mm and 34mm valves were the same as the R6016(and R60/5). The42mmand 38mm valves of the R7517 were unchanged from the earlier 750 There were still only two AJI 17s had new .Jngu/ar camshafts, the R60/7 rece1v1ng the roc1<.ercovers afld Bing milder 284-degree camshaft and carbureruxs The covers all other models the 308-degree were black on /he RIOORS camshaft. The camshaft drive !Counesy Two WheelS) system was also unchanged, but longer (8!t45mm and 8!t55mm) studs retained the camshaft drive housing. Setting all the new engines apart from Although lighter aluminium pushrods featured earlier versions were new angular rocker covers on the 1976 R90Sand /6, 1twasn't until 1977 that Compared to the older round rocker covers tighter valve clearances of 0. 10mm for the inlet that first appeared on the R68 of 1g52, the new and 0.15mm for the exhaust were specified to covers were larger and heavier, increasing engine reduce noise. The one-piece forged crankshaft width slightly. 'l' and 'A' marks were cast inside was unchanged but the con rods exh1b1ted more the covers to represent left and right. Both the resistance to cracking due to improved forging. AlOORS and AlOOS featured black anodized Changes to the lubrication system included rocker covers with polished fins. The A100RS a gasket for the 011 pump pick-up 1n the sump, special engine emblems were black with silver and and a new 011 filter outer cover plate. The 011filter blue highlighting, while the RlOOS emblem was included a steel shim and 0-ring and. as already highlighted in red to match the bodywork. mentioned, the deeper oil pan from 1976featured Rather than the concentric Dell'Orto on all /7s except the R lOOAS where 1t was optional carburettors of the R90S, the AlOOAS and RlOOS in some US states until 1979 (number 6183254). both received Bing 40mm Type 94 constant Towards the end of the 1977 model year. vacuum carburettors. With these carburettors the rocker arms were strengthened by widening came 40mm intake manifolds, a new a1rbox and the bridge between the hub and thread from a revised intake bell on the top of the air filter 7mm to 11mm. These were fitted from: R100RS box. With larger40x1.5mm exhaust header pipes. 6084553 and US 6181262: RlOOS 6062884 and new star exhaust pipe nuts and an 87mm muffler. US 6161323: Al00/7 6043219 and US 6142340: the RlOOAS was the most powerful boxer twin A75n 6024207 and US6121470: A60/7 6005190 to date. The larger exhausts came with 42mm and US 6100407 At the very end of the model clamps, although the smaller 38mm exhaust year. the AlOORS (from 6085018) received new header pipes (with 40mm clamps) were listed Seeger pattern gudgeon c1rcJips and a redesigned as an option for 1977. All Ca11forma, Oregon and piston c rown for improved combustion and 0 11 Flonda AlOORSs had the smaller header pipes and debris reduction. These would feature on all 1978 a more restrictive muffler (through unlll number model year engines. 6183254). The RlOOS, Rl00/7, R7517 and R60/7 As with the /6 series, each model of the /7 continued with 3Bx1.5mm exhaust headers. The 60 THE / 7- S EAIES (TYPE 247) cart>uret1on on the R100/7, R75/7 and R60/7 was essentially carried over from the previous models. the R75f7 and Rt00/7 reta1mng 36x25mm intake manifolds. The clutch on the RlOORS, RtOOS and R100/7 was a s1m1lar 180mm single disc unit to the R90S, also using a 2.8mm diaphragm spnng, but with a heavier duty an ti-warp clutch disc. There was a new flywheel. slightly thinner than before, and the number of teet11 on the flywheel increased to 94 The transmission case received lengthwise external ribbing, and the five-speed gearbox featured 6.Smm {up from 5.7mm) gear wheels. The selector fork guide t11ickness was reduced by lmm and there was a different riPutral light switch. To prevent jumping out of gear, the square shift dogs on 3- 0 , 4"' and 5· gears incorporated window sections. There were no longer sealing rings on the cam plate bearing bolts and an alternative close-ratio sporting, or competit ion, transmission was also available.Thekickstartrema1nedanopt1on.and the standard final drive ratio for the European RtOORS was 1:3.00 (33:11), with a higher 1:2.91 (32: 11)fortheUS. Some early US RlOORSscame with the European final dnve. All /7s featured the revised clutch and flywheel with different starter ratio but the R75/7 and R60/7 both had a 2.6mm clutch spring. A different final dnve ratio for each version also distinguished the 17, with the US R100/7 having a higher 1:3.0 ratio than European versions. The R100RS and R100S retained the 250 watt Bosch Gl 14V 18A 22/240W alternator of \he R90S and. while the 0.6-horsepower Bosch starter motor was also identical, the starter transmission ratio was increased to aid starting in colder temperatures. The other /7s featured the Bosch Gl 14V 20A 211280W alternator of the R90/6, R7516 and R60/6. Along with a new Chassis (Type 247177) Although the /7 frame and swmgarm was essentially unchanged from the final 1976 version, a second transverse tube was added between the front double downtubes, and the frame tubing was a thicker sechon_ There was also add1t1onal gusset1ng around the steering head and the chassis type designated 247177. The fork legs were black to fit the A100RS's accentuated black image and, because of the fairing, the steering angle of the front fork was reduced to 35 degrees (from 42 degrees). US versions still 11ad tile rectangular reflectors but these were absent on European models. The fork springs were also shorter on the R100RS than other / 7s. at 543mm. while modified front fork damping provided the same 200mm of fork travel as the 1976 A90S. There was one less bleed hole m each fork damper assembly oil capacity was also reduced 250cc). This resulted in a softer ride in the middle The leading axle front fork on the 17 was 1m1e changed from mar of the 16. nor were the spoked front wnooi Ind Slflgiefrontd1 ·bfak {with 31-degrees of advance) but there were new sparkplug leads and caps, and different Bosch W225 T30, Beru 230/14/JAor Champion N6Y spark~ugs Very early in the model year, the 1gmt1on timing mark on the flywheel was reduced to 6 degrees before TDC instead of 9 degrees. This was to accommodate lower octane fuel and was changed alterc R100RS 608036g and US 6180040; R100S 60603g6 and US 6160217; R100/7 6040680 and us 6140074, R75/7 6020327 and US 6120088; R60/7 6000207 and US 6100055 61 THE BMW BOXER TWINS BIBLE All / 7s. and the R100$, featured plain aluminium fork legs. 567mm lork spnngs and 42 degrees of steering loc k on each side. The R1 00S forks retained the more sporting. rnbber fork cups. with gaiters s\111 featuring on other / 7s. There was a new, pohshed steel upper triple clamp, and blac k anodized handlebar clamps All/7s. and most 1977 RlOORSs, had spoked wheels with usual aluminium nms. cast hubs and 40 straight pull stainless steel spokes. These wheels were the same s ize as the p revious /6 (1.65B)(191n on the front and 2.158)(16m on the rear) and two blue pinstripes on each w heel nm d 1st1ng uished the A 1OORS. Cast alloy 'snowflake' McA 1977RIOORSshad WITTJ-spol<.eclwheefs. 11Je shocl<. absorbers no kJnger had top spnng ~vers pattern wheels w e re listed as an optio n ($400) for the R 100R S only - the rear a 2.50)(18m. Whilst these featured on RlOORSs m brochures and manyearly road tests, they weren' t generally ava1labledur1ng 1977due to supply problems. and were possibly fitted to only three 1976 European prototypes and lour US prototypes - 11 the chassis numbers fo r early b ikes are any guid e Muth always envisaged the RlOORS with alloy wheels, initially buil t by BBS near Stuttgart Nearly 3kg heavier than the spoked type. they were also prone to cracking. and all wheels manufactured prior to the end of 1962 were rec alled during 1964 The replacement wheels 62 looked s1m1lar, but included add1t1onal support around the spokes. Tyres on the R\OORS were Continental Twins (matched front and rear) 01 Metzeler Block C66 Touring, 1n 3 .25-H19 and 4.00-H16 All /7s (including the R60/7) had a front disc brake this year with the R100$ and R100RS receiving dual discs. The perforated dual front discs were now quoted at 264mm, with 40mm ATE single piston l!oat1ng calipers . The brake calipers were black on the R100$ and /7, and anodized blue on the R100RS. M uth originally wanted red anodized cahpers, as on a Ferrari, but couldn't find any company able to do that in 1976. The ATE (17.46mm on dual disc versions) master cylinder still resided underneath the fuel tankandthebrakelmeswereas1m1lar rubbertstee1 combination, but spaced to clear the fairing. The rod-operated 200mm rear drum brake was as before on spoked wheel models . The few cast wheel RlOORSs inc orporated air scoops for cooling the rear drum brake. with protective plastic screens over the scoops. A much narrower, almost clip-on style. handlebar distinguished the A100RS from other sporting BMWs. Short enough to lit completely ins1dethefamng, the 548x22mm flat handlebarprovided an aggressive riding position. contributing to the AlOOAS's +mproved stab1l1ty overthe R90S. The handlebar levers were black Magura dogleg-type with the same Magura handgrips as before. and the new rectangular rear-view mirrors were also black Standard on the /7 was a 600mm chrome-plated tubular-steel handlebar. while US 17s had a broader 680mm handlebar. Because the frame mod1hcat1ons improved stab1lrty there was no lon')"f a standard steering damper on the R100S and 17s. although the R100RS retained the three-pos1t1on two-stage steering damper as standard equipment this year. As on the 16. the round mirrors were black on the R100S and chrome-plated on other /7s. As there was now an add1t1onal frame brace where the horn had been located. the Bosch horn on the 17 and R100S was replaced with a new Italian single Fiamm 410 Hertz horn on the left. The RlOORS had twin Fiamm horns. the left as on the /7 and a 410 Hertz on the right. Although the layout of the Hella handlebar switches was the same as before. the right indicator switch now included a thumb extension wing for ease of operation, as did the left high/low beam and flashersw1\ch While instruments and instrument layout on were 1dent1cal to the final /6. the R100S and with the 1gni11on switch rema1mng on the left head light bracket. the instrument layout of the A100AS with warning lights was more integrated into the fairing. The speedometer and tachometer were still black with white numerals, mounted on the top tnpleclamp. and an au1omot1ve-style plastic cover concealed the handlebar. On the R100RS the 1gmt1on key was more conveniently located. between the voltmeter and electric clock_ The 180mm Bosch H4 head hght, Hella tail light in polished black surround and Hella turn signal indicators in black housings were unchanged All /7s, including the R100RS. featured the 24-htre steel fuel tank of the R90S. with the black !lush-mounted lockable filler cap that appeared on some linal A90Ss - the key to the ignition was separate. The design of !he tank cap wasn't perfect on early e~amples as it could sometimes rotate without unlocking Constructed 1n two halves as before. the tank incorporated an internal eKpans1on chamber and wasreta1r.edattherearb ytwoplast1cthreaded knobs An update on the A60/7, from 6005190 n 63 THE BMW BOXER TWINS BIBLE and US 6100407, saw the petrol tank cap fitted with a lmm breather hole. All the fuel taps were Karcoma Germa wtlh rubber seals and enlarged internal passages the fork legs. Three colours were specified for the other /7s: Black Metallic with Gold stripes (532t, Metallic Blue with White st11pes (533): Oran Metallic with Gold stripes (0341534) The 17s also featured the R90S-style fibreglass front mudguard but without a lower brace. although the fork leg casting Shll retained the mount (even on the AS}. The rear mudguard was painted to match theluel tank on / 7s. but black on the R100RS and R100S. / 7 pmstripesenc1rcled the side of the tank while lhe R100RS and R100S pinstripes were more abbreviated. as on the R90S. The handlebar-mounted fairing of the R100S was 1dent1ca1to that or the R90S. as was the dual seat (but with a black grab handle). The left-side handle was also black on the R100S, although chrome on other /7s. The R100S had black side covers. with gold '1000cc·decals.andfor 1977, the only colour available was Metallic Red with Gold pinstripes (566). The 1977 R100RS was only available in one colour as well: flat Metallic Silver with clear lacquer and Blue pinstripes (530). The insp1rat1on for thlS colour came from the pre-war BMW 328 car, and the fm1sh was developed in con1unct1on with Herbol-BSF_ With the support of Bob Lut:i:, Muth managed to persuade the accountants to agree to produce the RlOORS m metallic paint with a clear lacquer byonlyoffer1ngonecolour. The side panels were flat black with blue ' 1000cc' decals, while the !font mudguard was painted silver with blue pmstnpes and incorporated a steel brace between There was a choice of two seats for the R100RS. a solo (almost one and a half) sport seat andtheR90S-typedualseat. Bothseats1ncfudeda roundBMWemblemonthe1rtailandwere lockable, with the dual seat featunng a black grab rail. As well as two helmet locks there was the usual hit out plastic tool tray under the seat. with a useful rear storage compartment that was quite large on the solo seat version. Locks for 1977 included separate keys for the ignition and fuel filler cap. There were new rectangular Denleld loot peg rubbers for all /7s this year, although on the solo seat R100RS there were no passenger foot pegs The R I00S continued the style of the R90S. and had Wlf9-Spol\ed wllee/S !ex 1977 Many 1971 RIOORSs had a )Jo seat !Courri:sy TwoWheel-V 64 had failed , (such as the Vin cent Black Prince and Anel Leader) •t wa s a big ask The RlOORS lairing was the first motorcycle component to benefit from CAD (C omputer· A1ded Design) technology, shared with the automotive department. and was tested in a wind tunnel. Design commenced as early as 1974 . w hile testing began during 1975 - initially at th e Technical Univers1 tyof Stuttgart and subsequently at P1nmfar 1na in Italy. Although BMW paid handsomely to use the Pininfanna facili ties (£2500). by attachin g fabri c an d electrodes to the bodywork. Muth was able to design a fa1rmg that redu ced wind re sistance by 5.4 per cent. side w ind yawing b y 60 per cen t and front wheel hit by 17.4per cent y, lh th roolk.11 wo WI he Pini I sea t HIOOfi w round BMW and spec1f1c decal model emblems on the ta1L As in the past. the 26-piece toolk 1t was extremely comprehensive <:1nd included a spanner!or ad1usting thesteermg head bearings and sw1ngarm. Along w ith the usual tyre repair kit there was a tyre pump under the seat European models also included a first aid kit that fitted under was the in1ect1on-moulded fibreglass fairing Despite the R90S's sales success. von der Marw1tz was not enamoured w ith the high speed •nstab1l 1ty created by the handlebar- mounted la1r1ng - and although BMW offered aftermarket Avon or Glaser fairings. these were sens1t1ve to side winds. Von der Marw1tz asked Muth to design a fairing that offered improved weather protection and stab1hty, while continuing BMW's design Philosophy. The !airing also had to be easy to P•oduce and_ cons1der1ng other fu lly faired designs 65 THE BMW BoxER TWINS B1e1.e n RTOOFI I JEW tt 11ounnq anrJmetainnq~ bee '116abenehmJri< Beautifully constructed. the 9.Skg famng was in seven sections with a low w1ndsh1eld The front upper sec11on included a rubber head light shell and a Sekurit safety glass cover that 1ocorporated five orange Imes. These lines were purelyastyhngadd1t1ontothedesign of the w1ndsh•eld with no functional was also a horizontal rectangular parking hght abovetheheadhght. The front fa1nng sect1onwas a grill that allowed air to reach the front of the engine. whilethelowersect1onscould be removed for ndmg m hot weather. These were one-p•ece on 1977 models, requmng the e)(haust pipes to be dropped for removal. Two black-painted tubular- steel brackets. incorporated into the bracket welded to the headstock. rigidly located the top of \he lamng and served as mounts for the mirrors. Two add1t1onal tubes bolted to the sides. with a third set of pressed· steel brac kets below the cu ps encircling the fork tubes. while open- cell foam filled the space between thefa1nngand the front frame down tubes. theRIOOR. ' ~St y v in 'Jl..blK;Jrypic· ns. /he whee:.:: Neri rare :>ri pt'Od!J(,'·c~nxJels 66 T HE /7-S ERIES (T YPE 247) Cylinders w•th lh•cker and shorter cooling f>nS Improved crankcase ventilation system 1ooocc models with 44mm inlet valves Longer camshafl drive housing studs Gasket for the oil pump pick-up and new oil filteroutercoverp!ate New angular rocker covers b!ack anodized on the A100RS and RlOOS RlOOAS ior>ri RlOOS with Bing 40mm Type 94 constant vacuum carburettors RlOORS, AlOOS and R1oon with a heavier dutyant1-warpclutchdisc Thmner flywheel with 94 teeth Transmission case with lengthwise external ribbmg 6.Smm gear wheels and no sealing rings on the cam plate bearing bolts Selector fork guide thickness reduced by Shift dogs on 3·o,i1· and 5"' gears incorporated window sections Starter transmission ratio increased New Bosch relay and 28 Ah Varta battery New sparkplug leads and caps Frame included a second front transverse tube and add1hona! gusset1ng All /7s. and the A100S. featured plain alum1rnumfork1egs No standard steering damper on the RlOOS and/7s Black round mirrors on the R100S and chrome-plated on other ns Single Fiamm horn on the left for R100S and/7 Handlebar switches w1th thumb extension w>ngs R100S and /7 ignition switch st11\ on the left headlight bracket All /7s featured R90S-style 24-litre steel fuel tank !lush mounted filler cap All 17s with fibreglass front mudguard without a lower brace Left-side handle black on the R100S and chromeonother/7s 17 lower metal seal fixtures black instead of chrome New rectangular footpeg rubbers R60/7 with front disc brake instead of drum RlOORS distinguisl · features 1977 model year 40mm exhaust header pipes Black lorklegs Shorter fork springs and mod1f1ed front fork damping to other t7s Rear Boge shock absorbers without top polished alloy spnng covers Most fitted with spoked wheels with two blue pinstripes on each wheel nm 40mm front brake ca11pers anodized Narrow flat handlebar that fitted 1ns1de the famng Black Magura dogleg handlebar levers Black rectangular rear v1ew mirrors Steering damper standard Twin Fiamm horns lgrnhon key located between the voltmeter and clock Black rear mudguard Flat black side panels with blue '1000cc' Choice of two seats. a solo and dual 67 THE BMW BoxER TWINS BIBLE R100RS, R100S, R100/7, RS0/7, R60/7 1978 model year The 1978modelyearwasoneoftrans1t1on !or BMW Replacing the shorHived R75/5 was the similar R80/7, and this was effectively the Imai year for the R60/7 before 11 was replaced by the new generation R65. This year also saw a variety of add1t1onalolhcial. police and tounng models: the R60/7 T; R80/7 T; and R80/7 N. In the US, the strong German Markhadadetnmentaleffect.lorcingup pricesandresult1ng1nd1m1nishmgsales during 1977 and 1978. It was rumoured up to 8000 motorcycles sat 1n dealers' showrooms and only 1092 examples of the flagship RlOORS were sold in the Unrted States throughout 1978 In the US, noise and emission controls, and the introduction of lower octane low lead fuel, were also hurting the engine - requmng complicated engine breather systems and a general lower stateoftune. lnthefaceofcheaperand higher performing Japanese fours. the expensive boxers struggled to find a market in the US, although they continued tomamtamaloyalfollow1n91n Europe. But w1thonly29.580motorcyclesbuiltduring 1978, the future of the BMW motorcycle remained uncertain. 1918w tf>eflnl:. yoorfor the R60/7 68 T HE /7-SERIES (TYPE 247) Number sequences for 1g75 were as follows R100RS (0325) 6086001-6082865 and us {0335) 6182501-6 1835g2:R100S(0324)6065001-6068753 and US (0334) 6 162501 - 6 163870: R1 00/7 (0323) 6045001-6047gg5 an d U S (0333) 6145001-61481g6; andasmall senesof R100/7T (0344),61 1000 1-6110088.TheR75n(0326)for1g77 were from 6220001-6220278 (no US model th is year); the R60/7 (0321) bet ween 60070 01 -600g844 and US(0331) 6101001 -6 101158 Finally, the new R80!7 (0322) were from 6025001- 6021915 and US (0332)6122501-6124go9 s1m1lar to the R75/5, but for 2.Smm large• pistons and cylinders. and the engine type was known as the Mas·. There was also a lower compression version (R1. 50 horsepower). The valve sizes were unchanged from the 750 and the claimed weight for the 800cc engine (with starter. carburettor and oil) was 63.Skg. Also new for the R80/7, a flat-topped Bing carbu rettor wi thout a spring seating the th rottle valve There were only detail updates to the rest of the range for 1g1a. A new camshaft. with the same duration and va lve lift but advanced 6-degrees. Engine wa s installed together with a new camshaft drive sprocket {without a tachometer drive spiral gear) and new timing cha in case. Other engine updates during theyearmcluded Seeger-pa tterncorchps to For 1978 a new model, the R80!7, replaced the A7517, although a few R7517s were produced as 1978 models for Europe. The RS0/7 was very For 1978 ~heRI w .poJ< ;e ng1etrontr1 reramed tl w~.andl 69 THE BMW BOXER TWINS BIBLE retain the piston wrist-pins: a redesigned piston crown for improved combustion: and 'L' and 'R' cast into the external top surfaces of the angular rocker covers to make 1dent1hcat1on easier. The c1rclips and piston updates featured on a\I R8017s R100S from 6065101. and R100/7 lrom 6045408. The R6017 also featured a lower compression ratio this year, down to 8 .6:1 from 9.2:1. This was achieved with a 0.7mm plate at the base of each cylinder The gearbox housing was now pressure-cast1nsteadofch1ll-cast US examples. from R100RS 6183255: R100S 6163465: R10017 6147574, and R8017 6124338, now included a double-sided breather ventmg into both carburettor intakes, and new crankcase top cover. This replaced the previous single-sided type. and the new cover featured 'BMW' lettering cast m each side, as well as an integral air intake and a T-1unct1on with three breather hoses. At the same time, US R100s received 38mm header pipes: a deeper sump: new cylinder heads: new mufflers. and Bing 40mm carburettors with slightly leaner 1ett1ng (160 main 1ets) This year. warmer Bosch W175 T30. Beru 17511413A or Champion NlOY sparkplugs were spec1f1ed The R6017 received a new Imai dnve ratio for 1978, and all US R8017s un11I number 6124337 were fitted with the 1:3.36 ratio. Those after number 6124338 had the 1:3.20 ratio . There was also a change to the R10017 US final drive ratio from number 6147575, now sharing the 1:3.09 of European models. The R100RS was also ava~able with an op11ona1 thermostatically control!ed oil cooler Chassis rt: ATC 70 k perswere ,;Js!lverlmm 1918 yNolanWoodbury/ The /7 frame was unchanged !or 1978. but the cost of manufacturing reduced considerably because the welding process now involved inert gas instead of tungsten-hydrogen. Detail updates lo the front fork included: a black cover on the Mier cap instead of chrome: a larger 10x13.5mm oil fill washer (from 8x11.5mm); and new upper fork spring retainer Inside the front lork of the RIOORS, R100S and R10017 were new damper rods While the R6on. R8on, R100/7 and hrst R100S and RlOORS retained the trad1t1onal wire-spoked wheels. during the 1978 model year the R100S and R100RS received 'snowllakQ cast alloy wheels. Alt lront wheels featured tw( larger (40x22x7mm) sealing rings. the wire wheei received an updated front hub, and the cast alloy wheels were lacquered to s1mphly cleaning. The rear 18-mch wheel was now quite different to the previous optional cast type, featuring a wider 2.75-mch nm and incorporating a drilled 260nu~ disc brake instead of the Simplex drum brake. The brake disc was supplied by Brembo and featured the holes drilled m a pattern of alternating two holes (80 holes m double rows), instead of twos and threes. later in the 1978 model year these Brembo discs were also occasionally fitted to the front wheel. The rear brake caliper was a twin opposed-piston Brembo with 38mm pistons: mounted on a large alloy plate and attached to a pressed·steel brake torque rod . The Brembo rear master cylinder diameter was 15.8mm 1978 US R10017s. R8017s and R60/7s featured a single front disc brake, but European R10017s and R80/7s included a second front disc On European /7s the cast alloy wheels and rear d isc brake (of the R100RS and R100S) were also an option this year The dual front brakes were unchanged for the R100S and RlOORS with most silver RlOORSs retaining the blue anodized front brake calipers. Other R100RSs, the RlOOS and all /7s included silver anodized brake calipers instead of black this year. There was also a special R100/7 for the US with alloy wheels and a rear drum brake - these were the same wheels originally offered for the 1977 R100RS. a precursor to those fitted to the R100Tin 1979 There were several deta•I changes to the equipment for 1978- The fuel lank now included a hose atfached to the overflow cavity dram, directing luet overflow to the ground in front of the rear wheel instead of on the engine as before The screw-type fuel filler cap had a matt hnish While the R100RS famng was much the same. therewasanew fa1ringheadhg htcoverandhe ad light rubber. The lower side panels that encircled the cylinders were split so they could be removed there w1thout d1sturb1ng thee~haust system. and was an add1t1onal metal support bracket. The RlOORS also received new handlebar clamps and instrument support, along with a revised instrur:'lvnt light support and cover. The R100S and all /7s now featured a vinyl covered loam pad over the new upper triple clamp. a matt black tail light housing and. from May 1978, a new rear mudguard constructed of foam plastic and painted matt black. The AlOOS now had twin F1amm horns like the A100RS were~i;1i~P';'iimiian ergonomic upgrades softer Magura handgnps. In an effort to further improve the gearsh1f1. the gear lever now pivoted on the rider's foot peg attachment and connected to the small shifting lever with a U rod that was covered with a rubber bellows. The pivot included a grease nipple Other new features included a folding cable lock stored in the frame backbone tube, and a toolk1t without tyre levers because they weren't suitable for the softer alloy wheels. All dual seats included the pocket for a first aid kit. even 11 the kit wasn't included 1n the spec1f1cat1on (as in the US) The R100RS was available 1n Metallic Gold (546) alongside the ex1st1ng flat Metallic Silver for 1g75_ The Metallic Gold RS had black pinstripes, red 'RlOORS' engine emblems and ' lOOOcc· side cover decals New colours for lhe R100S included Metallic Dark Red with Gold pinstripes (553) and red '1000cc' side cover decals. while the 17 was available m Metallic Black (532), Blue (533). or Orange (534). with tank pinstripes as before. Also available for 1978 was a Metallic Red (531). with AlOOS-style gold pmstnpes and b lack side covers and rear mudguard The optmnal engine protection bars and luggage racks were also now black instead of chrome n The most noticeable changes to all / 7s this year were to the instruments. All the MotoMeter instruments now had black faces with green numerals. white needles and non-reflective glass There was an electronic tachometer (instead of mechanical). and an electric quartz clock for the R1005 and RS. A single key operated the 1gn1tion, fuel tank cap, seat and fork lock. On US models. the head light and tail light operated whenever the engine was running and there was no head light ·on1011· switch. US models also had a loud turn signal beeper, wired to the electric start interlock. Accompanying this beeper was a change 1n the 1nd1cator light position to the lop of the warning light panel. with the brake failure light now at the bottom_ Completing the Jrrangom. ,, pm ")(9 pos r o 'J'WselecrlOn !Courresv Nolan Woo 100ry Th Mc.t~11e• ~ K1St1 JllJfJ/ ~ had greP.n markwigs horn 1918. (Courtesy M 'In Woodbury THE BMW BoxER Tw1Ns B1eLE The RIOORS was also availableinGoldtrY 1978. The )lour range for 1978 Only rhe R 1OORS was iv bJeintheMera. Gold and >1/ver. dnd a Datk MPta/lic Red was exclus ive rotheRIOOS 72 This year also marked the first of several series of limited ed1t1ons with two hundred Motorsport. painted white with orange and blue p1nslnpes and a red head light surround. It was available with matching white Krauser saddlebags. and many came with dark blue seat upholstery. There was also a special US model A100S without the handlebar fairing, but with higher R100/7 handlebars, clock and voltmeter housed in accessory pods and an optional touring package that included a Luftme1ster falfing and Krauser luggage. Another special ed1t1on was the R100S Motorsport. or RlOOSRS. featuring a 70 horsepower R100RS engine. but with a smaller S handlebar fairing. The colours were 1dent1cal to the s1m1lar RlOORS Motorsport, and equipment edended to s ingle and dual seats (in blue tnm). engine protection bars and a kmlh speedometer (with a mph speedometer 1n a separate box). No official data ex ists for the number of Motorsport models produced. but they were available 1n both US and non-US series. US R100S Motorsports were around numbers 6163000-6163870 and non-US 6067500-6067700. The RlOORS Motorsport numbers were from around 6183000-6183592 for US and 6088000-6092865 for non-US spec1f1cat1on TH E / 7 - S ERIES (TYPE 247) '7 distinguishing features 1978 model year New camshalt. camshalt drive sprocket and t1mmgchaincase Seeger-pattemp1stoncirclips Redesigned piston crown T and 'R' cast into the top of rocker covers US examples included a double-sided breather US R100s with deeper sump, new cylinder heads.mufflersandleanerjett1ng Warrnersparkplugs R60/7 with lower compression ratio Front fn1c with black cover on the filler cap, larger 011 lill washer, new upper fork spring retainer and new damper rods R60/7, RBOn, R100/7 and first R100S and R100RS with wire-spoked wheels Most R100S and R100RS with cast alloy wheels All front wheels featured two larger sealing rings Rear 18-inch cast wheel with 2.75-inch nm and 260mm disc brake Rear brake disc with new drilled hole pattern New pattern discs fitted to the front wheel laterinthemodelyear Rear brake caliper twin opposed-piston Brembo with 15.Bmm master cylinder us Rioon, Reon and R60ns with single front disc brake R100RT, R100RS, R100S , R100T, R100/7, RB0/7, R60/ 7 1979 model year In the wake of the serious sales slump, virtually the entire BMW Motorrad management team was replaced at the end ol 1978. Only those 1n the chassis department retained their pos•hons AUd1ger Gutsche and Ekkehard Rapelius_ Dr Eberhard Sarfert took over as general manager from Rudell Graf von der Schulenburg and Richard Heydenreich replaced Hans-GUnter von der Marw1tz as Head of the Development Department_ Klaus Volker Gevert repaced Hans Muth, while marketing and distribution was now under the control of Karl Gerl1nger. Completing the new line up was Martin Probst, who moved lrom automotive engine devetopment to head engine development. Under this new regime the boxer line-up was considerably expanded and revised for 1979 With the release ol the new generation R65 Rest of World R10017 and R8017s with dual Silver R100ASs retained blue anodized lront brakecahpers All other ATE calipers silver anodized Fuel tank wrth hose attached to the overflow cavity drain Screw-type fuel filler cap with a matt finish Vinyl covered foam pad over the new upper triple clamp Mattblacktaillighthousing Black plastic rear mudguard R100S with twin Fiamm horns Instruments with black faces. green numerals and white needles Instrument warning light panel with indicator at the top and brake failure at the bottom Electronic tachometer Single key operation for the 1gn1tion, fuel tank cap,seatandforklock Softer Magura handgnps Gear lever pivoted on the rider's foot peg R100RS included a new famng head light cover, and head light rubber R100RS with new handlebar clamps and instrument support the R60/7 disappeared from the US hne-up for 1979-though it was produced in small quantities for other markets through until 1980. There were now five 1000cc models, with the R100T filling a void between the sporting A100S and basic R10017 asa touring machine. Supplanting the R100RS, with the highest price and most equipment, was the full touring R100RT. Although its life began precariously, aimed at the lick!e US market, the R100RT ultimately established a formula that was more successful than the R100RS. The RlOORT lasted through until 1996 There were also other transitory variations on the /7 theme, some specifically for the US market - such as the R100S Touring and similar R100T - because the R100/7 was especially popular there. The R100T spec1ficat1on also varied between markets and 1n the US included standard chrome saddlebag brackets and engine protection bars; voltmeter; quartz clock, an electrical accessory outlet; and rear mud flap. But 73 THE BMW BOXER TWINS BIBLE despite the high spec1hcat1on and keen pricing ($1415 less than the RlOORT), the RlOOT only sold in very lirmted numbers With only 24.415 motorcycles manufactured during 1979, production was the lowest since 1974 In an effort to stem this downward spiral a RlOORS was prepared for an attempt on a series of long distance records. In October 1979. at Nardo 1n Italy, a team of four nders (Di:ihne; Cosutt1; Milan; and Zanini) set five new world records, including an average speed of 220.71tkm/h (137.14mph) over 100 kilometres (62. 14m)- the lowered R100RS was only slightly modified. Frame numbers for the new 1979 model year R lOORT (code 0386) were 6155001-6157982. with two different series for the US: 6190001-6 190004 and 6195001-6196039(codes0339 and 0399)_ The R100RS (0377) numbers were 6095001-6097007 and us (0395) 6185001-6185421; R1oos (0376) 6070001-6070651 and US (0394) 6165001-6165152, lncludmg 1980 (0436); two series for the R100T (0344 and 0385) began at 6115001-6115002, but the general series was 6150001-6150173. There were also new number sequences for: the R10017 (0375) 6050001-6051293 and US (0393) 6170001-6170414; and R80/7 (code 0374) 6030001-6030973, us (0392) 6126001-6126349 A small number of 37Kw R75/7s (code 0372) were produced m 1979 with numbers 6222001-6222005. The R60/7 also continued as 29Kw (0371) with Police TIC (0381) versions until 1980, numbers 6015001-6015382 and 6117001-6117273 (TIC) Engine For the 1979 model year the M65' engme received its most significant revision yet. Although the general spec1ficat1onswereunchanged.there were several subtle developments to the camshaft drive, 1gmt1on and driveshaft. There was also some engme rat1onahsat1on for 1979, the RlOORT and RlOOS both sharing r~~~'.'J;~~~~,i~~~:~ fheR ~T -eplacedthe R/OOR) flhet>ruclof/he BMW motoo v 'lo!! range for 1979 74 R100RS, including the sameofBing the 70-horsepower engine the 94/40/105 and 106 carburettors and 40mm exhaust header pipes. The R100T and R100/7 engine was the 65-horsepower version of the 1g7g RlOOS (with 40mm intake manifolds and Bing 40mm carburettors) and also included the 40mm exhaust header pipes. All the 980cc engines had 44mm inlet and 40mm exhaust valves. Like the R100RS, the RlOOT and Rl00/7 now used the smaller alternator and Bosch W225 T30 or W6D. Beru 200/14/3A or Champion N7Ysparkplugs. Developments began with the crankcases which now had black and silver highlighted 'BMW' emblems on each side. instead of an emblem indicating a particular model and capacity. The AlOORS had specific crankcases as 11 included an 011 cooler. but all /7s crankcases included cast main bearing shells, instead of forged. with a c1rcumlerenhaf 4.Smm groove THE /7-SERIES (TYPE 247) as an add1t1onal 01! supply_ They also all shared a new crankshalt which incorporated riveted counterweights to the 1nneJ surfaces of the crank webs, instead of tungsten plugs. The crankshaft and balance factor for the 1000cc engine was the same as that for the SOOcc. The new Vrton rear crankshaft 011 seal wasn't as deep as the earlier type and, to eliminate the persistent oil weep from the cylinder base, from May 1g79 each cylinder base included a g3x2mm O~ring seal and modified head gaskets. During 1g7g the oil filter cartridge was also revised. While the previous type utilized a paper gasket and steel washer. the end ol the newer version was crimped to the outer lube. with the square section sealing rings glued to the inside ol the filler_ For the R100RS (and RlOORT} 1here was now a spec1f1c oil filter with a hinge that provided easier removal and 1nstallat1on with the lull fairing on All /7s also received a new camshaft drive With 50-link. single row 3J8J1.7/ 32in chain - now with a master link to aid servicing_ This ulcluded a sprmg-loaded. hydraulically damped tensioner, and there was a new front chain case and crankshaft bearing cover that assisted 011 flow to the rear main beanng. The 011 pump featured a new inner rotor. and there was a new 011 pump pick-up strainer which could no longer split at the spot weld. thereby obscuring the pick-up hole and blocking the d1pst1ck. The chain case now had ornamental ribbed l1mng, and there was a new outer cover, without any ribbing but 1ncorporat1ng additional side vents European models included the new aluminium top engine cover. with integral air intake and double-sided crankcase breather that was fitted on US eJ1.amples during 1978 Some engineers at BMW always believed that the oil temperature of the 960cc was too high. so most RlOOAS this year (but not all) included a standard s1J1.-rOw oil cooler with the outlet connection at the 011 filter head. Although the R100RT and A100S shared the 70-horsepower engine (with black rocker covers). !hey didn't receive an oil cooler kfentd1edby wba'1ges manyengrneupddr, were 1919 ,s rheRIOOS lf'll 'JfP()r<i/ed/or 75 THE BMW BOXER TWINS BIBLE fork retainer nut, while a revised clamp secured the instrument panel more ng1dly to the top triple clamp All front forks were without rubber gaiters but included the fork sleeves with felt seals previously reserved for the AlOORS and A100S. Setting the RlOORT. RlOORSand RlOOS apart were black fork legs and the inclusion of side reflectors on European models- previously fitted only to US versions. From R100RT number 6232420 and US 6175169, the front fork included add1t1onal compression spring dampers Standard on all /7s this year were twm front discs and cast alloy wheels. The AlOORT RlOORS and RlOOS retained a rear disc brake Chassis Chassis changes were minimal for 1979. generally and 2.75in rim, whereas the RlOOT. R100/7 and conhned to the equipment The rear subframe R80/7 included the Simplex drum brake with received longer shock absorber mounts that 2.501n rear nm. The RlOOS now shared its rear fac1l1tated the filling of pannier mounts The front a~le with the AlOORS. along with the smaller fork incorporated a new upper triple clamp and diameter (14mm) rear master cylinder cylinder heads with valve seats more suitable for low lead fuel and 38mm exhaust header pipes US models also included a different engine top cover with slotted grill intake for the engine breather These developments didn't 1mt1ally feature on the US R80/7s until number 6126147 - which included new cylinder heads; the revised intake and breather setup; and new carburettors (64/321321 and 322)_ From August 1979. all the R80/7 c arburettors reverted to the domed top type 76 THE /7-SERll (TY E 247) This year the standard seat lor !he RlOOT. A100/7 and ASon was the same type as on the RlOOS, with a hbreglass base and !ail section This included a larger black grab rail and new sear cushion, but the older style seat was still available. In add1t1on to the n ·s eiusting Red. Black. Blue and Orange colour options. the RlOOT was available 1n a special Red Metallic/Silver Metallic (556) wrth silver side covers Other f 7s were now with black side covers. A specific colour for the US was Havana Gold Metallic {511) The side cover decals indicated the model type 1n addition to the capacity. Twin Fiamm horns were included on all 1000cc models and US R100/7 and RSO ':'~ also featured the broader 682mm handlebar of the R100RT. Complellng the 1979 upgrades were new handlebar switches. with a more conventional left-side turn signal indicator switch. and the unconventional location of a horn button just above. The Magura handgrips were larger and reshaped. and setting off the rear was a new double chamber twin bulb tail light and black housing Expanding on the AS integral cockpit concept, the R100RT famng was also developed in a wind tunnel. Even with the high and wide 690mm handlebar. the frame-mounted, pressure-moulded fibreglass faJring was able to provide hand protection. The high windsh1etd was manually ad1ustable for three rake (over 10 degrees) and height pos1t1ons. Air intakes under the tum indicators channelled aJr into the famng through automotive style ad1ustable air vents with a butterfly valve The lefl tum signo ;v.XI' was on me lefl hand/.Jbar fr 1979. 1<:-ourresv Nolan Woodbury! 77 T HE /7-SERIE S (TYPE 247) The head light cover with the same strange five orange Imes was earned over from the R1 OORS The instrument panel was similar to that of the A100RSwoth an electronic tachometer: voltmeter; quartz ctock: and speedometer There was room for add1t1onal switches and control lamps necessary for any of the wide range of optional extras These initially included long-distance headlampsandfoglamps.andlater.fhpoutdnv1ng ljghtsmplaceofthea1rventsllketheR100RS,the RlOORT had a restricted 70-degrees of steering lockduetothepanel fitting around the fork tubes The fork tubes were also sealed 1n the fairing with rubber boots. and the lront of the lairing included the open ynll of the pre-1g7g RlOORS The fairing also included two large (6-htre) lockable storage compartments beneath the air vents. but there were some problems w1ththe early model lids so these were replaced during 1979 The rearv1ew mirrors mounted onto the fairing and there were new. stronger mounts from number 6165365and US6196836. The R100RT came with luggage racks for the standard lockable Krauser saddlebags and 11 shared the steering damper and twin Fiamm horns of the R100RS. Standard equipment also included a 12 volt socket behind the left-hand battery panel; a cable lock (with yet another key): and a heel-and-1oe rocker gearsh11t pedal. Setting the A lOOAT apart lrom the R1 OORS were cast wheels. painted a hue of Light Phoenix Gold, and colours of two-tone Brown Metallic {552) and Phoenix Gold Metallic_ The other colour was Smoke Red. wrth Silver wheels{555). There was a different seat with strengthened upholstery and, although the upholstery was beige m the publicity brochures. production examples were black While the R100RS bodywork was as before. the inclusion ol an 011 cooler resulted in a new solid centre lower fa1nng panel. A dual seat was now standard. with a larger black passenger grab rail that included a rack. The solo seat remained an option and, in add1t1on to metallic gold. there was a two-tone Blue/Silver Metallic woth Red pinstr1ping (554) ){TJ<11919RI p;,mednPt.Jf/Jcbrowr w h gbr goldwbee The :llosear w, s in )(.'~ion ~' the Rlf"XJ ' ?le im ~·-ld e<JitlC M.Jurer ·yfe(JR100 a.s:n 80 yr&il JC.~ were also matching light silver. Unfortunately. the blue stripes were stickers. and this R100S was greeted by BMW 1rad1t1onahsts w11h d1sapprova!sothemodelwas veryshort-hved T HE 17-SEAIES (TYPE 247) 17 distinguishing features 1979 model year Crankcases with black and silver 'BMW' emblems on each side New crankshaft with riveted counterweights New rear crankshaft seal Cylinder base with 93x2mm 0-nng seal New 011 filter cartridge A100RS and AlOORT with hinged 011 lilter New camshaft drive with single row chain Hydraulically damped chain tensioner New front crankshaft bearing cover New inner oil pump rotor and pick-up strainer Chain C'\Se with ribbed fining and new outer cover with side vents All models with double-sided crankcase breather Most A100RS with an 011 cooler Rear subframe with longer shock absorber mounts that facilitated the fitting of pannier mounts New upper triple clamp and fork retainer nut No rubber gatters on front !ork for RlOOT, R10017 and R8on AlOOAT, R100RS and RlOOS with black fork there further price increases. the venerable M65' engine was struggling to meet noise and emission requirements whilst still maintaining a respec1able power output As the price continued to climb in America while the performance d1m1rnshed, sales stagnated to such an extent that only 3866 1000cc models were sold 1n the US during 1979 and 1980 The production codes were unchanged for 1g50 but the engine received some evolutionary developments. This was an interim solution until the more efhc1ent AlO engine appeared for 1981. Offered m lhe US this year was a sport version of the R100T that included a low handlebar and lamng. Frame numbers for 1980 were. R100AT 6157983-6169354 and US 61g6040·6196851 ; A100RS6097008-6100000. 6223001-6223330 and US 6185422-6185519. R100S6070652-6071951;A100T6150174-61 50396: R100/7 6051294-605363Sand US 6170415-6171344 and A80/7 6030974-6032475 '""' Front fork with side reflectors All with twin front disc brakes and cast alloy wheels R100RT, R100RS and A100S with rear disc brakeand2.751nr1m A100T, R10017 and R8on with rear drum brakeand2.50innm Brown RlOORT wheels pain!ed light Phoenix Gold Standard seat R100S-type with a fibreglass base and tail section Side cover decals indicated the model type and not only the capacity Twin F1amm horns on all 1000cc models New handlebar switches N- t win bulb tail light assembly Larger and reshaped Magura handgnps A100RS lairing w1l h solid centre lower panel A100RT, A100RS, A100S, R100T, R100/7, RB0/7 1980 model year As most developmental resources were now dnected towards the new K-ser1es and dual PLirpose G/S. the 1980 larger boxer twins were ()fo1ens1b!y 1dent1ca1 10 those of 1979. BMW still laceO many problems 1n the US. Not only were 81 THE BMW BOXER TWINS BIBLE Engine Several mod1lica!ions were made to US models for 1980. primarily to allow them to run on low lead or unleaded regular fuel, but also to enable the engine to pass more stringent EPA requirements. The combinat1on of a hrgh compression ratio and lower octane fuel caused detonation on 1979 US models, and from August 1979 all US 1000cc and 800cc models had a lower 8.2:1 compression ratio and smaller diameter (38mm) exhaust header pipes. The claimed power for the 1000cc models was now 67 horsepower at 7000rpm. US models also featured a redesigned sand-cast aluminium air filter bmt with a flat air filter and twin snorkel air intakes. 1dent1cal in design to the plastic air box that would appear for 1981. The metal top engine cover. also with 'BMW' cast into each side. incorporated ten grill vents instead of an intake bell. There were still three crankcase vent1lat1on hoses. but the air filter and filter box we re redesigned with a flat (instead of round) pleated paper filter. The housing itself was sand-cast aluminium and included a top with two snorkel air intakes. Access to the filter was much easier than before, as four spring clips located 1t. The new intake system was intended to lower intake noise while increasing volume -11 was so successful that 11 featured on all 1981 engines (albeit in slightly modified form). Comple11ng the intake modifications (on US bikes) were two 10.5mm diameter tubes connecting the air filter box to a threaded connection from each exhaust l1 M<1nyLJ.,,; RtOOTswers fitted out w11h optional tr 1.mng equipment to ;timul<lte sra9nat1ng sales 82 port in the cylinder head. This Pulse-Air suction em1ss1on sys tem was similar to one already used by Kawasaki. and included a one-way reed valve in the a1rbox. It was an endeavour to reduce the level of un-burnt hydrocarbons by m 1x1ng the exhaust gases w ith clean air. There were also hotter sparkplugs specified for US models: Champion N7Y or Bosch W6D. The larger boxers for the rest of the world included the crankcase ventilation and air intake of the 1979 US bikes for 1980. The A100T and Rl00/7 now featured black rocker covers in line with the RT, AS and S The other evolutionary development was in the lubrication system. As a direct resul t of experience gained through racing. from January 1980, the front 011 passage in the camshaft was altered to send the oil three ways. Oil now went to the new front main bearing bushings and caps first, followed by the camshaft and the rear main bearing. Previously, oil was fed initially to the camshaft. then to the front main bearing. with the rear main bearing last in the line. The new crankcases we re 1dent1fied by 'ALCAN' cast next to the clutch flange. There was also a small update to the lubrication bores on the rocker arm needle roller bearings, now diagonal instead of straight. These updates were incorporated from frame numbers: RlOORT 6158745 and US 6196045: RlOORS 6097660 and US 6185422; A100S 6070786 and US 6165103: R100T 6150266: A100/7 6051658: R80/7 6031545 and US6126171. THE 17-SERIES (TYPE 247) US models from Augus1 1979 (A100/7 6170415; R100S 6165103: R100RS 6185422; A100RT 6 196045) included another set of Bing carburettors. with revised Jetting (165 main 1ets and 2.66 needle Jets) and a new choke housing All the Bing carburettors included a new slide top spring, and for 1he R80/7 new carburettor pistonshdes ... R60/7 Chassis While there was little to visually d1st1ngu1sh the 1980 European boxers from the 1979versions. US models included a few further updates: The choke lever was moved to the clutch lever handlebar bracket oecause there was no longer room for 1! on the new air fill er box. The throttle cable setup included a single cable connecting to a junction with separate cables for each carburettor. There were new convex mirrors, the under seat tool tray now had a cover and audible turn signal beepers were ehm1naled. Completing 1he developments this year, was a federally mandated 85mph speedometer. The colours for the AlOORT and R100Swere unchanged for 1980. but the R100RS was now avarlabte 1n the previous Dark Blue and Silver (554) and Silver Beige Metallic (547). Three colours were provided Ior the R80J7; Bronco Brown {588): Dark Blue Metallic (550); and Metallic Red (531). By 1980, 11 was obvious !hat the 1000cc and 800cc boxers had a limlled life m their current form Although BMW management was committed to thewater-cooledK-serie s.BMW"sengineerswere also planning the next generation boxer twin. This would be released for the 1981 model year. 17 distinguishing features 1980 model year US versions with 8 .2:1 compression ratio and 38mm exhaust header pipes US models with alum1mum air filter box, flat filter and twin snorkel air intakes R100T and A100/7 with black rocker covers From January 1980 the front 011 passage in the camshaft altered Updated lubncatton bores on the rocker arm MM:lle roller bearings models With new Bing carburettors models wrth choke lever on the clutch -- R75n - -17 frame numbers Production dales 6000001-6005517 1977 05176-06/77 6007001-6009844 1978 07/77-12/77 6010035-6011412 1978 12n1-01115 6015001-6015382 1979-80 (29kW) 09/78-04/80 - 6117001-6117273 1979-80(TIC) 09/78-06180 6100001- 6100407 1977{US) 06176-05177 6101001-6101158 1978(US) 00n1-11n1 osn6-06n1 6020001-6024507 oen7-04178 6220001-6220278 1978 6222001-6222005 1979 6120001-6121474 1977 (US) 07176-06/77 ~ R80/7 Rl00/7 - 01179 6025001-6021915 1978 04n1-01n8 6030001-6030973 1979 06178-08179 6030974-6032475 1980 09/79-06180 6105001-6105003 1978 A80 (TIC TN) 06178-07178 6108001-6108276 1978 R80 (TIC T) 06178-08178 6205001-6206315 1979-80 (37kW) 06178-07180 6130001-6130118 1979-80R80T(37kW) 09178-07/80 6132001-6133186 1979-80 R80T (41kW) 09/78-07/80 6122501-6124909 1978{US) 04177-07178 6126001-6126349 1979-80{US) 08178-07/~i:_ 6040001 -6043414 1977 05n6-06177 6045001-6047995 1978 6110001-6110088 1978 R100/7(T) 03178-04n8 1979 06/78-08n9 6050001-6051293 04n7-0an8 6051294-6053635 1980 09n9-01100 6140001-6142451 1977 (US) 05n6-06/77 6145001-6146196 1978(US) 01n1-01n9 6170001-6170414 1979(USJ 09/78-08n9 09/79-07/80 6170415-6171344 1980(USJ 6115001-6115002 1979 07178 ._______ ~50001 -6150173 1979 11n0-01119 R100T 83 THE BMW BOXER TWINS BIBLE 6150174-6150396 R100S R100RS R100RT lnf 84 eoeooo1-eout4I ..,,. 1980 6065001-6068753 1978 6070001-6070651 1979 - 09f79·07/80 04/77-07n8 06/78·07n9 6070652-6071951 1980 09/79-07180 6160001-6161385 1977(US) 05176·06/77 6162501-6163870 1978(US) 07177·07/78 6165001-6165152 1979·80(US) 08/78-09/79 8080001·6085159 1977 03f78-oem 6086001·6092865 1978 04/77-07n8 6095001-6097007 1979 06/78·08/79 6097008-6100000 1980 09/79-06180 6223001-6223330 1980 06180-07/80 6180001-6181263 1977 (US) 05176-06177 6182501-6183592 1978(US) 04/77-07/78 6185001-6185421 1979(US) oana-om9 6185422-6185519 1980(US) 11/79-06180 6155001-6157982 1979 Olll78-00l79 09/79-07/80 6157983-6169354 1980 6190001-6190004 1979(US) 04/78 6195001-6196039 1979 (US) 08178-07/79 6196040-6196851 1980 (US) 09179-07180 \/V\1\/)1\/.veloce.co .uk & www.velocebo oks.com n ~I on ::ill books • New b0ok m w< •Special offerc: •Gift vouchP.rs • Fu um I CHAPTER V RIOO & R80 1981-85 (TYPE 247) C ontmualrefinementolthe1000ccb.oxer engine resulted in its qu1ntessent1a l development for 1981. W ith s1gnil1cant improvements to the engine and chassis, from 1981 until 1984 the RlOO boxer represented the culmmat1on of a classic design_ Al though the later monoshock twins were lunct1onally superior. the twin shock BMW was more aesthetically balanced. mamta1ning a trad1t1onal class ic profi le R100RT, R100RS, R100CS, R100 1981 model year A rationahsat1on of the line-up coinc ided w ith the introduction of the improved A10 engine for 1981 . The R100RT and RlOORS continued with a similar style, and the R100S evolved into the RlOOCS. There was now only one basic model in the range, the RlOO. Al though still o ffered for police applications as the R80TIC. the only regular 800cc model this year was the R80 G/S Its outstanding success led to a prohferat1on of 800cc ~ers 1ons dunng 1982 and 1983 Frame numbe r s for 198 1 were 8i29 l:::::~~R1,,~ =~~o~~ ~~~~= ~::~~ ~~;ggg~~:i;122and AlOORS (0427) 6075001-6080001 US (0437) 6225001-6225628; AlOOCS {0426) 6135001-6136503 and US (0436) 6188001-6188163; R100 (0425) 6035001-6037528 and us (0435) 6175001-6175593; there was also a pol ice ,..,...,..,,....._., R100TIC(0445)6193001-6193433 Engine (Type A10) There were many more engine updates this year. beginning with crankcase strengthening underneath the starter motor The AlOORS had spec1f1c crankcases as 11 was still the only model with an 011 cooler. the RlOORT sharing the engine housing with the RlOOCS and R100 All crankcases included mod1f1ed 011 passages; a deeper sump cover with transverse 011 baffle plates; new dram plugs, and d1pst1ck. This increased the 011 c<1pac1ty to 2.75-htres on the R100RS (with the standard 011 cooler) and 2.50-lotres on the other RtOOs, resulting m lower oil temperature. The R100CS shared the engine of the AlOORT. along wi th black rocker covers One of the main updates was new cylinders N1cas1I (by Mahle of Stuttgart) or Galmkal {by Kolben-Schm1dt of Neckarsulm). Later 86 supplies were also obtained from the Italian manufacturer, Gilardoni. AU the coatings were 1dent1cal but for the brand name. Instead of lining aluminium cylinders with cast-iron. silicon-carbide was applied directly to the a/um1mum cylinders. The we19ht-sav1ng was 3.4kg with wear qual1!1es s1gmficantly improved The cyhnders could no longer be rebored. and were matched to the piston: however. with improved heat d1ss1patron. wear was virtually nonex1stent No liquid sealant was used at the base of the cylinder. and the 0-ring was increased from 2mm to 2.2mm. The rear cylinder studs were now the same as the front (305mm), and the piston pm offset from the cen treline was reduced to 1.0mm {from 1.Smm). While European examples retained the 9.5:1 compression ratio. producing the same 70 horsepower but at a slightly lower 7000rpm. us models st11! had the lower 8.2:1 compression ratio. There was no claimed power figure for US 81lamples The crankshaft was unchanged, except for a new tock ring and thrust washer for the substan11ally lighter pressed- steel (rather than billet-cast) flywheel This was akin to a three-spoked cross w1lh riveted ring starter gear, theflywheelO-nnginsidethellywheel '" ·~~:~;,,~:::::;~;:";~.~~: ':: -rer new exhaust valve seats. The exhaust valve seat width was reduced from 2.0mm to 1.Smm, although valve recession from lead free fuel was still a problem in the US The crankcase vent1lat1on on all 1981 models was now the same revised diaphragm controlled double- sided breather that first appeared on US 1979 examples. This included the new vented top engine cover and a revised cham case cover (to accommodate thenew1gnit1on) -nowwith blackh1ghlight1ng between t he ornamental lmmg, previously reservedforthesmallerR65 Experience with the smaller R65 proved the benefits of a lighter clutch and flywheel, especially in combination with the driveshaft shock absorber. and this was passed on to the AlOengine. Thethmner(S.Smm) 165mm clutch also had a stronger diaphragm spring and assembly was reduced from 6kg to around 2kg, with a vast improvement in throttle response. This new clutch was accompanied by a new operating mechanism running 1n ball-and-needle bearings - that included a new pushrod. clutch piston. and gearbox end clutch 1ever.resul1mg ma JO per cent reduction (100Nm to 70Nm) m draw effort The/xJ\ ef"engJl1efOOlured amuchllg/lrer-cJutch assembly from I 981 Engine updates lflciuded 1igmerancfharder-Wt.'<lnf'9 Ml<aSJ/orGaiml«:. ·yhndefs 87 THE BMW B oxeR Tw1NS 8 1eLE i>l>Jr '1' The live-speed transm1ss1on ratios were unchanged, but there was a new mo1n shoft drive p1mon and seal. and input shaft. Other updotes included a new rear transm1ss1on cover. new kick start ratio and spline for the optional kick start, ond Heim 101nts for the gearsh1ft mechanism. Dunng 1981, the black 'FW2' gearbox 01! seal was updated to a 'KACO' seal to eliminate 011 leaks between the gearbox and swmgarm. While the shaft dnvetunnel m theswingarm was now a single component. and only flattened on the inside. the dnveshaft ramped coupler shock absorber was new. The Imai dnve pinion needle outpu t bearing wasnow15x30x18mm(insteadof15x32x17mm) and the dnveshaft gaiter received a new hose clip Completing the new rear end was a lighter and stronger pressure die-cast final drive housing s1m1lar to that ol the monoshock RSO G/S. and 1t also included fins for improved cooling. US R100s retained the 1:2.91 final drive. with the European R100fea\uringthe 1:3.0ratio The new 40mm Bing carburettors included a more pos1t1ve location for the throttle slides, with a supplementary piston gu1deway. There was also the new flat pleated paper rectangular air filter and a1rbox design that featured on 1980 US models. Although the a1rbox was the same design, the body and top were now black plastic rather than cast-aluminium, with two removable. forward facing plastic snorkels. The smoother plastic f1msh was claimed to reduce turbulence and restnct1on, perm1t11ng leaner Jetting, and the new setup also allowed easier access to the air filter. US versions retained the twin air intake pipes but now incorporated a vacuum shut-off. connected to the reed valve inside the a1rbox TheRrOORSre• BmgcartJ;rerr TwoW~ There were some changes to the exhaust system, all models now recewing the 38x1.Smm diameter exhaust pipes previously reserved for the R80 and US versions. An add1t1onal rear crossover balance pipe behind the sump helped broaden the power band _Completing the exhaust updates were new exhaust spider nuts and more efficient mufflers, with spec1l1c mufflers for the us All A100s received an updated electric al system including a more powerful Bosch Gl 14V 20A280W anernator: new micro element electronic Wehrle E1951B/14V voltage regulator; improved battery charging; and a Q_7kW Bosch starter motor to ensure the engine turned over reliably every time One of the more prachcal updates was the Bosch TSZH eleclronic ignition. This trans1stonsed bfeakerless system used a Hall effect trigger w ith integral centrifugal advance andtwolighter6Vcoi ls, thet,ming(advancefr om 1550-3000rpm with 32-degrees maximum) was unchanged. The spaf1(plugs{ona111 OOOcc models) were Bosch WSD, Beru 14- SD or Champion N6Y for Europe, US sparkplugs were Bosch W6D, Beru 14-60 or Champion N7Y. Also new. the BMW Mareg28 Ah battery and Hella TBB 53 turn s19nalmd1catorumts with 95mm of trail, but a new rear subframe imp roved access to the battery_ BMW"s engineers learned from their development of the monoshock ABO G/$, designing a stiffer swing arm with an additional cylmdncal tube The sw1ngarm included new pivot pins. seal nngs and tapered roller beanngs - these bearings were c hanged again 1n January 1981. New chassis 1dent1f1cation plates were fitted from April 1981, and all 1981 A100s included a warning plate regarding the transistorised 1gn1t1on W. mmg s' Cicers aooun 'led '" mBt\!Mlm.::.ll'c N ' G- Chassis The !rame and sw1n9arm received some subtle updateslor1981.Therakewasst11128.5 degrees 89 THE BMW B OXER T w1Ns B 1eLE Afthough the cast-alum1mum 'snow flak.e' wheels look.ad s1m1lar to before. the front wheel on all A100s was now a wider 2.15B•19m. The lyre size (3.25Hx19) was unchanged. The rear wheel on the R100RT and A100RS remained 2.758•181n with a 4.00Hx18 tyre_ Unlike the R100S with its rear disc brak.e, the R100CS had the narrower 2.508x181n rear wheel with a rear drum brake_ This rear wheel, together with new brake lever, brake shoes. and rear brake cam. was also shared by the R100_ All wheels were silver. with the special R100RT Phoenix gold discontinued R100 & R80 198 1-85 (TV'PE 247) While some brochures and catalogues showed the AlOOCS with w1re·spoKed wheels and plain alloy forK legs. most examples had black fork legs and cast wheels. The A100CSs !eaturmgw•re-sp0Kedwheelswereso ldpr1manly 1nAustraha. with different hubs to theearhertypes and new distance bushmgs The alloy rim sizes werethesameastheA100Sol1977.a 1.85Bx19m on the front and a 2.15Bx18m on the rear. with an action saw 011 transferred !rom the top to the lower chamber. with the shock eventually settling at a point determined by the controlling onf1ce 1nthecentralpumpmgrod Al!hough thesprmg travel was reduced to 85.Smm. lhe shocks were extremely eflechve and the N1vomat was the most advanced suspens•on available for a touring motorcycle m 1981 . Unfortunately. troublesome seals tarnished the N1vomat's While retaining the relatively narrow 36mm forK tubes. the Sachs-built front fork was new. and each leg required less fluid (220ml). although the spring travel was unchanged. Although most AlOORTs, RlOORSs and R100CSs had black fork legs this year, on some R100s they were plain alloy. The forks included shorter (539mm). but thicker (4.25mm). springs and new dampers. The fork legs were cast to accept the rectangular reflector. The fork design was changed during 1981 (from A100RT 6232420 and US 6175169; A100RS 6077830; and RlOO 6193063) to include an add 1honal compression coil spring at the base of the damping rod. Although the rear Boge shock absorbers were unchanged. the A100RT featured sell-leveHmg N1vomat units that were optional on other AlOOs. The N1vomat incorporated a high-pressure otVgas chamber in the lower part ol lhe body, with a low-pressure chamber •n the top. Repeated shock absorber Magura front brake mastercyhndertothe handlebar. vastly improved braking performance from 1heearher ATE floatmg piston cahpers. Wet weather braking was claimed to be m1proved by 40 per cent The master cylmder p1s\on diameter was 15mm(downlrom 16mm).andthefrontbrai..e Imes included a T-1unct1on with pressure switch n fr 91 I_ THE BMW BOXER TWINS BIBLE located on the top frame tube. underneath the fuel tank The same Brembo disc as before was at the rear. but with the smaller 14mm master cyhnderof the 1979 RlOOS to provide an improved leverage ratio Although the speedometer. head light and tail light were unchanged. the electronic tachometer was new. with the RPM md1cat1on on the lower face The new instrument light display included a 'H•gh Beam' warning hght at the bottom. replacing the 'Brake Failure· item. US versions still had the 85mph speedometer and hard~w1red head light this year. The R100RT and RlOORS retained the two-stage hydrauhc steering damper, and the side and centre stands were redesigned with rubber plugs on the base of the centre stand. The side stand was no longer self-retracting and the centre stand was 10mm longer. Along with a new rear turn signal mdicator bracket there was a new set ol lootpeg mounts to reduce v1brat1on - in a slightly higher and more rearward location. This provided more space between the rider's feet and thecarburettors.thethreadholesnolonger painted to minimise thread wear. The passenger foot pegs were adjustable_ There wasarecalleartyin 1981 toreplacetheright side footpeg, as its location could prevent ease-of-operation of the rear brake. While the remote gearsh1ft linkage was s1m1lar to the previous version, there was no longer a grease nipple at the pivot A100 & A BO 1981 85 _~T'l'PE 247 The Cl>Oka lev6' was the left handlebar Nico Goorgeo?Jou All R100s now had the choke lever on the left handlebar clutch assembly. The Magura throttle assembly retained the e)lcellent cam and chain system, but was of the type lilted to 1980 US models, with a single cable connecting to a 1unct1on block and two cables running to each carburettor. This was claimed to reduce new throttle assembly was a throttle stop. New blackroundmirrorswerefittedtotheR100CSand R100. The frame tube cable lock still featured on the A100RT, R100RS and R100CS (optional on the R100). The 1gnit1on key location remained on the left head hght mount and. while the A100CS retained twin F1amm horns, the A100 still had Acal)le/ot.>.wa~ptCNKJea on most RIOOs, as was a tyrepump {Courtt•Sy N< - 0 93 THE BMW BoxER Tw1Ns B IBLE A-;I ·;~;:·~,RIVORS for ........... and gold 94 R 100 & ABO 1981 -85 (TYPE 247) New colours were also available for the R100RS Polaris Graphite Metalhc (507) or Lava Red Me1a!hc (508)-both without p1nstnpes and white side cover decals; Stratos Silver Metallic with red pinstripes: and a John Player Special Ed1t1on, released to coincide with theracmg6-seriesJPScars, black with gold wheels and decals. Most R100CSs were Classic Metallic Black (506) with golC ;Jinstnpes but they were also available in Dunkel Red Metallic (553). Although the most popular colour for theR100wasMetallicS1lver with Blue pinstripes (505). 11 was also available 1n Black (519) or Metallic Atlantic Blue (504). The R100CS had specific 'RlOOCS" side cover decals this year. A wide range of optional equipment was available for the RlOO. extending to engine protection bars: Nivomat shock absorbers; electrically-heated handlebar grips;wh1teorblackpann1ers; magnetic tank bag; addrtional instruments. and super toolk1t. The optional touring windsh1eld for the R100 was redesigned. with simplified mounts. R100 distinguishing features 1981 model year Strengthened crankcases with modified oil passages Deeper sump with new dram plugs and dipstick N1cas1I or Galn1kal cylinders Cylinder base 0-ring thickness increased to 2.2mm 305mmrearcylinderstuds Piston pm centre line offset reduced to 1.0mm Lighter pressed-steel flywheel Thinner and lighter clutch with stronger spring and plate New clutch operating mechanism with ball and needle bearings Exhaust valve seat width reduced to 1.5mm Double-sided engine breather New vented top engine cover New chain case cover New gearbox main shaft: drive pinion and seal; and input shaft New rear transmission cover New kick start ratio and spline for the optional kick start Heim joints for the gearsh1ft mechanism New driveshaft ramped coupler shock absorber S\ro119er final drive pinion needle output bearing Lighter and stronger pressure die-casting final drive housing New 40mm Bing carburettors Flat paper rectangular air filter and plashc a1rbox All models with 38mm exhaust pipes and additional rear crossover balance pipe R100RT, R100RS, R100CS, and R100 1982 model year With most developmental resources going into the forthcoming K-ser1es. there were few changes to the 1000cc boxer twins for 1982. A100 production codes were unchanged for 1982 and frame numbers were RIOORT 6232900-6236-060 and US 6241233-6242332; R100RS6390001-6392801 and US 6225629-6226208: R100CS 6136504-6138122 and US 6188164-6188166; Rl 00 6037529-6040000 and US 6175594-6176319. An Rao was also produced ror official use and used as the TIC Pohcemodel Engine and transmission As most engine and transm1ss1on updates were More powerful Bosch 280W alternator Bosch TSZH electronic 1gn1t1on with 6V coils New rear subframe provided improved battery access Stiffer swingarm with an add1t1onal cylindrical tube and new bearings Wider 2.158x1g1n front wheel R100CS with 2.50Bx18in rear wheel and drum brake New 36mm front fork RlOORT with self-levelling Nivomat rear shock absorbers 260mm front disc brakes with twin piston Brembo cahpers Magura front brake master cylinder located on the handlebar 14mm master cylinder fOI' rear disc brake New electronic tachometer New instrument warning light display Redesigned side and centre stands with the s1destand manually retracting Centre stand 10mm longer New footpeg mounts to reduce v1brat1on Footpeg thread holes no longer painted Choke lever on the left handlebar clutch assembly Throttle assembly with a single cable spl1t11n9 into separate cables to each carburettor Front mudguard with a new metal brace and shorter mounting bolts R100RT with closed centre farnng section and new windsh1eld introduced for the 1981 model year. engine developments were minor this year. The protec11ve tube pushrod rings were now braised onto the cylinders to increase the pre-load on the rubber seals and prevent 011 weeping. Early in 1g82. the crankcase finishing hole plugs were updated and the oil filter seal was a 4mm 0-rmg instead of a washer and paper gasket. The oil dipstick was also changed from silver-grey to black The transm1ss1on also received some developments early in 1982. From R100RT 6234533 and US 6242150; R100AS 6390466 and US6226148; R100CS6137305; R1006039007 and US 6175989; R806012gJ8, and ABO TIC 6211170, the gearbox series number was placed on !he side of the gearbox housing instead of the top. enabling the number to be read without removal of the 95 THE BMW BoxER Tw1Ns BIBLE wa •'!SSet"'I· '" 11, 'k. µ ~bb< air filter housing The gear selecting mechanism was updated after gearbox number 56 476 to improve gear selection. A green paint mark was placed above the gearbox number, md1cat1ng an improved hair pm selector spring and selector d1sc, andamechamcaldev1cems1alledtoprevent m1s ·Sh1ft1ng. Further gearbox improvements occurred from gearbox number 58225 on models R100RT 6235211. R100RS 6391446. RlOOCS 6137659. R100 6039576 and US 6176014 The transmission rece1ved new helical input primary gears and a new filth gear. To reduce noise and wear the mesh angle was now 17_5 degrees, and the new gears were marked with a cross. Improved clu tch plates and a fully enclosed clutch housing were standard from June 30th. 1982, model numbers: R100RT 6235850; RIOORS 6392366 and US6226174. RlOOCS 6137944; R1006040199 andUS6176211.R100TIC6193369;R606012984 R80 TIC 6211523; R80RT 6420016 R100 & R80 1981 -85 (TYPE 247) Chassis Frame updates lor 1982 included strengthening of the side stand frame mount. and a new side stand. The side stand now featured a corrugated stepandrubberstop,andwasspnngloaded This mod1f1cat1on occurred after RlOORT 6234677; RlOORS 6390944; R100CS 6137484; R100 6039221. and R806012949 Shortly afterwards, the frame number was stamped on the right downtube, above the side stand instead of the steering head, from frame numbers R100RT 6235895and US 6242301; R100RS6392466and US 6226176; R100CS 6137994; RlOO 6040238 and us 6176222; RlOO TIC 6193423; R80 6013030; RSOTIC6211546; R80RT6420171 and US 6172020_ Early m the model year (week 49, 1981}. the frame radius was altered to provide eas1eraccesstotheo1lfiltercover Other minor developments this yearincluded a one key lock and the R100RT N1vomat shock receiving an el<.tra spring to ensure 11 could handle a full load. These shocks were marked with an 'l' on the lower mounting hole. Many Karcoma (but not Germa) fuel petcocks now had the feed angling backwards instead of down to clear the throttle and choke cables The optional 40-hlre pannier bags were a new rectangular style, with an omproved latch to the frame mount New rear turn signal indicator brackets featured on US models from R100RT 6242152, R100RSs 6226150. R100CS 6188165, and RlOO 6175996 c;;)fJJ('RIOORSs weri offeredmwfl.•owth redpnstripes ro <ii; iC::>wtt1Sy.JelllNh1f.lockt MxKir~p;.1tr I<. TfleRSRth1Sat 1r/Jef hm11tld etMIOfl RIOOR::O 97 THE BMW BOXER Tw1NS BIBLE The range of colours was also e)(panded slightly for the 1982 model year. The R100RS was available 1n an optional Mother-of-Pearl Metallic White (571) with red pinstripes. There was a numbered limited ed1t1on R100RSR in Black with white and red pinstripes, primarily for the Japanese market The A 1OOCS (colours unchanged 1••!11•!1111!!1 fhl..Rl1 JRS ·/•Uhadanoil COOier U'd clo5tJd central f. lf'l9 ec:ion Bluewasone comffl'Jn :oJours lflhe N """'' lrom 1981)was still available in Europe for1982.w1thblack fork legs and cast alloy wheels, but was dropped from the official US line-upeven though a very small number were manufactured Instead of the two A100CS. verS1onsoftheA100 were offered 1n the US; the Touring and the Sport _The Sport came with the CS sport fairing and narrow handlebar as standard, while the Touring was fitted with standard saddlebags. Both these US model R100s included non-painted fork legs and black rocker covers; 'RlOO' side cover decals: and cast alloy wheels with a rear drum brake. R100 colours were the same as for 1981 ->'JO£g80g/Oo1 RlOO distinguishing features 1982 model year Protective tube pushrod rings now braised ontothecyhnders Oil filter seal now a 4mm 0-nng Black oil dipstick Gearbox number on the side of the gearbox housing New gear selecting mechanism New helical input primary gears and a new fifth gear New clutch plates and a fully enclosed clutch housing Strengthened side stand frame mount and new side stand Frame radius changed to improve access to oil filter One key locking Nivomat shock with an eJ1tra spring New rectangular style ophonal panniers R100RT, R100RS, R100CS R100, RSORT 1983 model ye'ar In an effort to overcome stagnating R100RT sales, the R80RT Joined the R100RT for the 1983 model year The R80RTwasalmost identical to the larger version but with the ABO engine, a rear drum brake. and without standard luggage or N1vomat rear suspension. Although the performance was extremely leisurely. 11 was popular and, when the revised bol!ers were offered in 1984, the ABORT survived. It wasn't until 1987 that the R100RT would make a return_ The RlOOmodelscontinued much as before, the R100CS still not available in the US. For Europe the A100CS had black fork legsandcastalloywheels The frame numbers for the 1983 model year were: R100RT 6236061-6237429 and us 6242333-6243216: A100RS6392802-6395887 and US 6226209-6226731; R100CS 613B123-6138797 and US 6188167-6188174; A100 6400001-6401588 and US 6176320-6176735 RSORT (code 0444) 6420001-6424026 and US {code 044B) 6172001-6173121. Engine Although the 1000cc boxer was nearing the end of its envisaged production, a few small updates were introduced for 1g93_ From January 1983, the cylinder base 0-rings returned to the 2mm thickness of pre-1981 - to overcome the barrel deformation caused through incorrect assembly (the worst case scenario). From week 9, 1983. an improved 011 retaining ring was fitted to the clutch end of the crankshaft, and, from week 20, the 011 seal for the alternator was grooved With the four-cylinder K-series destined to replace the 1000cc boxer. the boxer's future now lay with the smaller capacity 800cc engine. This was already powering the ABO/GS and. unlike the 1000cc models. there was only one specification ABORT engine. US and European e~amples using ostensibly the same engine as the earlier R80/7. but with the lower 8.2:1 compression ratio N1kasil cylinders, lighter clutch and flywheel, and electronic ignition. There were new valve seats for the 42mm and 3Bmm valves and shorter (44mm) valve guides Distinguishing the R80RT were plain alloy, rather than black, rocker covers To compensate for the moderate horsepower, the ABORT came with a 1:3.36 (37:11) final drive ratio The R80RT also had new 32mm Bing carburettors with different throttle return springs. From ABORT 6421094 a 148 main 1et was lilted to 1mpro~e low speed running and. from May 1983 {ABORT 6243167 and US 6173082), all R80 carburettors R100 & R80 1981-85 (Tvpe 2 47) had new needles. throttle valves and 135 main 1ets. US versions now had a 40 idling jet .and 2.68 atomizer The Bosch electronic 1gnit1on system for the ABORT was the same as for the R100 but with d11ferent spark plugs Bosch W7D. Beru 14-70. or Champion N10V. Reinforced clutch housing and harder wearing clutch plates were fitted early in the model year {R100RT 6236140; R100RS 6392820 and US 6226222: R100CS 6138170 and US 6188167; R100 6400621 and US 6176912; ABORT 6420740 and US 6172253. This was to alleviate clutch slipping problems on full load caused by undersized ground housing. From these frame numbers, a 0.2mm washer was installed to spring load the dished spring_ The size of this pre-load washer was increased to 0.4mm after frame number RlOORT 6236173; R100RS 6392868 and US 6226235; RIOOCS 6138204; A100 6400644; ABORT 6420811 and US 6172267. Soon afterwards (after frame number RtOORT6236312 and US 6242478; RtOOAS 6393187: R100C/ 6138269; R100 6400792 and US 6176497; R80RT 6421255 and US 6172379) the washers were discontinued. Marked by a brown paint marl<. the clutch housing was now stiffer and more accurately machined Furthergeart>ox mod"'""'"' selector camplate, 1nclud1ng deepened detent valleys to eliminate false neutrals_ First featured on the RSOGJS and ST, this update provided an add1t1onal 0.6mm clearance for the ha1rp1n spring. From gearbox number 88 401 (with kick start) and 88 47B (w1thou1 kick start). all the components of the gear selector mechanism were more precisely f1n1shed to reduce friction and improve gear selection Chassis The ABORT was ostensibly 1dent1cal to the R100RT, sharing the touring lamng that still included an adjustable windsh1eld. The ABORT hadnovoltmeter.clock.orluggageasstandard equipment, but these were available as an opt+on. The front fork was also the same, but with plain aluminium fork legs. and the brakes and wheels were shared with the R100 The front brakesweretwin8rembo.wh1le therearwheel andbrakewasa2.50Bx181nw1throd-operated 200mmS1mplex Therearsuspens1onwasalso the standard R100 B o g .e twin shock absorbers, with Nivomat an option. Standard equipment on the RSORT included a steering damper. twin F1amrnhorns,andexternalpowersocket.RBORT colours were Pac1!1c Blue Metallic (544) and Red Metallic (566). Other models also received newcolours:theRlOORTnowinSphericSliver Meta!l1c (573) and Magenta Red Metallic (572). and the RlOORS 1n Alaska Blue Metallic (542). alongside the existing TheRBORT~\lastheflfli:. '/kabsorl:>erbo~er ~pM,,_e.,eo_d_W_,h_''•_·.,,-,<-~tw-'"~"'°" 99 THE BMW BOXER Tw1Ns B 1BLE !<18~ As BMW gradually phased out production of the twin shock absorber. R-seneschass1s updates for the 1983 model year were minor A four-position front brake lever was standardised after R100RT US 6242440; R100CS 6138235 and US 6188168; AlOO 6400685 and US 6 176446: and ABORT US 6172280 From January 1983 therewas a revised side stand with a new stop. positioned closer to the frame. This was fitted after RlOOAT 6236401 and US 6242527: R100RS 6393505; R100CS 6138298; R100 6400921 and US6176510: ABORT 6421404 and US 6172572. The centre stand was also redesigned, with a sheet metal lever instead of tubular-steel. The stand pwots were redesigned and the bushes at the frame were countersunk to prevent loosening through use. From week 33, the gear shift pedal received grease-tilled needle roller bearings at the pivots instead of bushes The front fork was also updated 1n January 1983 from R100RT 6236572; RlOORS 6393753 and US 6226333: RlOOCS 6138324: R100 6401020: ABORT 6421668 and US 6172638. The damper valve was revised to provide a quieter action. with more accurately machined valve discs and a coil spring to eliminate axial play Other developments during 1983 included a new air filter top (from May) and an add1honal locating dowel for the final drive (from March)_ There was a new wmng harness and mod1f1cat1ons to the pannier latches and keys. From January 1983, the speedometer and tachometer glass face covers were replaced by plastic items, and this year also saw the return of the 140mph speedometer on US ell.amples R100 and RBO distinguishing feature: 198 '•model year 2mm thick cylinder base 0-rmgs New oil retaining nng al ctutch end of the crankshaft G rooved alternator oil seal Reinforced clutch housing and new c lutch plates Improved gear selector camplate with deeper detents Gear selector components were more accurately machined Four-position front brake lever New s ide and centre stands Front fork damper valve revised New air filter top New wiring harness Add1t1onal locatmg dowel for the final drive Plastic speedometer and tachometer face Needle rol!er bearings for gearshift lever p ivot R100RT, R100RS, R100CS, R100, ABORT 1984-85 model year Although K100 production had commenced as a replacement for the 247-senes. the R100 continued for one more year m 1\s trad1t1onal twin-shock form_ The RlOOCS continued for 1984 with plain fork legs and "R100' side cover decals. and a R100CS Motorsport - m dark blue with orange and light blue pinstripes - was also available in small numbers. As BMW intended to retain the boxer 1n smaller capac1t1es only, in order tocelebratetheendofthe247hneseveral final ed1t1ons were produced towards the end of 1984. lromcarty.)ustasthe 1000cc twins were about to be superseded the RlOORT finally became accepted m the US. But the success of the R80RT eclipsed even that of the reiuvenated R1OORT, and 11 was the 800cc version that survived m the wake of the new K-senes The A80AT then reappeared tn 1985 followed by a new R100RT in 1988 100 R100 & R 8 0 1981-85 (TYPE 247) Frame numbers for lhe 1984 and 1985 model the R100 resurrected JUSt two years la1er in years were R100RT 6237430-6237516 and US Monoleverlorm. The newfour-cyhnder K100was 6243217-6244165: Al OORS 6395868·6396033. US technologically and functionally superior but 6226732-6227337 and6308001-6308050. R1 OOCS as it lacked the charisma of the boxer, 1t wasn't 6138798-6138864; A100 6401589-6401795, US greeted as en1hus1ast1cally as expected The 6176736-6177382 and 6186001-6186040: ABORT K100 chassis was more rrg1d and the handling 6424027-6425163. US 6173122-6174022 and superior. but the four-cylinder engine vibrated 6186101-6186300 There was no further engine or disconcertingly and lacked character. With the chassis development but. from R100RS 6396757 new technology came mcreased bulk and weight and US 6226353: R lOOCS 6136324: R100 6401022: and the K100 weighed in at a considerable 249kg R80RT 6421671 and US 6172638. the gear shift with a full tank of fuel. As soon as the 247-series mechanism included the ball Joint setup of the fm1shed, 1t was replaced by the Monolever R80 R60 GIS. During 1984, the cast wheels included and A80AT, with a 1000cc version appearing for additional support material around the spokes to 1988_ Although. for many enthusiasts. the new el1minatecrack1ng R100s were a pale 1m1tat1on of the ong1nal. the AlOORS final ed1t1ons were produced large capacity boxer twin was far from dead and 1n separate series for Europe and the US. A would last another decade numbered AlOORS Serres 500 in blue ands1lverw1thmatchingsil\lflfpann1ers was available outside the US The fairing came with a small numbered plaque on the side. and the seat was ...,_... · ·• • thicker with different upholstery. The fairing screen was also tinted. The US R100 final ed1t1ons, of which 250 were made. were wh1tew1th thin red. orange and blue pinstripes and panniers. as standard with s1ng!e and dual seats and a BMW System II helmet. They had a 'Last Ed1t1on' plaque on the side covers. For the US there was also a small run of hmtted ed1t100 AlOOCSs and R100ATs, but 1t 1s not known how many were produced. Additionally, California received a specific version with slightly different pinstripes These final senes were intended to be the end of the line for the 247-type. but pressure from enthusiasts saw ..... - - Frame numbers 1981-84 RBO (TIC) 6210001 - 6212790 ABORT ABORT R80AT(US} 8172001 - 6173121 R80AT(US} 6173122-6174022 _ Productiofldates 1981-84 (37kW) 09/80-11/84 6420001-6424026 1983 07/82- 08/ 83 6424027- 6425163 1984 09/83-11/84 1983 08182-06183 1984 06183-10/84 ~ A80RT(US) 6186101 - 6186300 R100 6035001 -6037526 --- - 1985 11184-12/84 1981 06/80-06181 101 THE BMW BoxER Tw1Ns B1BLE 11111 I /I I ,, 09/81-06/82 6400001-6401588 1983 06/82-08183 R100 6401589-6401795 1984 09183-10/84 RlOO(US) 6175001-6175593 1981 09180-08/81 R100(US} 6175594-6176319 1962 09181-08182 R100{US) 6176320-6176735 1983 09/82-08183 R100{US) 6176736-6177382 1984 06183-09/84 R100(US) 6186001-6186040 1984 12/83 RlOO(TIC) 6193001-6193894 1981-84 11/80-09/84 06180-08/81 R100CS 6135001-6136503 1981 R100CS 6136504-6138122 1982 09/81-08/82 R100CS 6138123-6138797 1983 09/82-08183 RlOOCS 6138798-6138864 1984 09/83-10/84 09/80-08/81 R100CS (US) 6188001-6188163 1981 RlOOCS (US} 6188164-6188166 1982 10/81-08/82 R100CS(US) 6188167-6188174 1983-84 09/82-09/84 06/80-12/81 R100RS 6075001-6080001 1981 R100RS 6390001-6392801 1982 12/81 - 08/82 R100RS 6392802-6395887 1983 09/82 -10/83 R100RS 6395888-6396033 1984 11183-11/84 R100RS (US) 6225001-6225628 1981 09/80-08/81 RlOORS (US) 6225629-6226208 1982 09/81-08/82 R100RS{US) 6226209-6226731 1983 09/82-08/83 09/63-09/84 RlOORS (US} 6226732-6227337 1984 R100RS(US) 6308001-6308050 1984 12/84 R100RT 6230001-6232899 1981 08/80-08/81 R100RT 6232900-6236060 1982 09/81-08/82 R100RT 6236061-6237429 1983 09/82-08/83 R100RT 6237430-6237516 1984 09/83-10/84 1981 06180-08/81 RlOORT (US) 6240001-6241232 R100RT {US) 6241233-6242332 1982 09/81-08/82 RlOORT(US) 6242333-6243216 1983 08/82-08183 R100RT(US) 6243217-6244165 1984 09/83-09184 r---102 .. 6037529·6040000 RlOO f---RlOO I 1 CHAPTER VI PosT-1984 AIR-COOLED TWINS W ith the new generation water-cooled K-senes set to replace the lOOOcc twins from 1985, the flat twin remained m the hne-up to satisfy the trad1t1onal enthusiast and maintain a classic trad1t1on w1thm the company The BOOcc RSO/GS and RSOST continued much as before, and m1t1ally the smaller R45 and R65 were also available for 1985. but soon d1scontmuad. In the wake of the dual-purpose RSO G/S success. two new street ABO GJS-based twins, the RSO and ABORT. also became available for 1985. The renaissance of the bo11er twin was underway, even before the final death knell Conce1ved1nthestyleolthefirst/S,these revamped twins were the ant1thes1s of most m1d-1980s motorcycles. Res1stmg the trend of emphas1smg engme performance through increased compleK1ty without consideration of weight saving, the new boKer twins reiterated the trad1t1onalBMWboKerformula-s1mplic1ty.ag1l1ty and hghlness were placed ahead of ultimate horsepower. looking remarkably similar to the pre-1984 twms. the new RBO offered improved brakes and handling but. unfortunately, 11 could not match the earlier RlOO for performance By 1987, with the K-series no longer seen as BMW's road to the future. the ABO-series was further eKpanded Calls by trad1tionahsts for a resurrection ol the 1000cc boKer twm resulted in a new R80-based R100RS and R100RT By 1988, a complete line up of RSO-based twins 101ned the K100 and K75, lasting mto the neKt decade RSO and RSORT 1985 mod el year Even when 11 was conceived back m 1976, the air-cooled 247-senes boKer twin was limited as a high performance design and always envisaged as a short-term solution. By the early 1980s. increasing noise and em1ss1on requirements painted a bleak future for the 247 engine. already struggling to reliably produce 70 -horsepower m production form. While the dec1s1on was made to replace the larger capacity twins with the four-cylinder K-series. the boKer twin had a 1he rwo new ;treet bomrs for 1985 wero meR8(1and RBOT. with monoshr ck roor ,uspen'iKYI TH E BMW BOXER TWINS BIBLE producing onry E'JJQ.rnr meRI J)laas.nt all r~d surprising repneve with the RSO G/S. As a result, BMW decided to continue development o! the boxer twin for appl1cahons up to 60 horsepower - the figure deemed to provide a balance between power and re!iab1hty. For 1985. 1he 800cc tw in range was made up of five models (R80; RSORT; RSOST; ABO G/S, and ABO G/S Pans Dakar). As the evolution of the l 1nal 247-series was continued, only the two pure street models (ABO and ABORT) are discussed here (G/S motorcycles and their derivatives are outside the scope of this book) Assembled alongside the K-senes 1n the Spandau factory 1n Bertin. the new RSO wasdenved from the ABO G/S and RSOST but incorporated many K-ser1es features. The SO-horsepower engine was shared with the G/S and ST but, instead of a two-into-one exhaust system. the RSO and ABORT received an upswept conical two-into-two exhaust system that reduced noise levels by 3dBA and improved midrange power No longer with matching engme and frame numbers, ABO (produchon code 0453) frame numbers for the 1gB5 model year were 6440001-6443233 and US (0463) 64B0001-64B0542, with the ABORT (0457) frame numbers 6470001-6472g57 and US (0464) 6490001-6490812 Engine The 800cc engine was basically that of the R80ST with a few updates aimed at reducing noise From November 1g84. all 800cc engines received new cylinder heads with revised bases and supports for the rocker shafts. To el1mmate no1seemanat1ng fromthevalveoperat1ngmechan1sm,fromJanuary 1985. new rockers with axial bearings and plastic washers were installed. Instead of zero axial end tloat. there was now 0 03-0.07mm. Further noise reduction came through the 1nstallat1on of twelve rubber buttons between the cylinder head fins The valve seat material was also changed to overcome the valve seat recession problem with unleaded fuel. From February 1985 there was a new crankcase 01! pressure relief valve. with a 16mm {instead of 11mm) compression spring and a 14mm blind plug. These mod1f1cat1ons also appeared on the RSO GIS and R80 ST. although the general 800cc engine spec1l1cat1ons were unchanged for the R80 and ABORT The valve sizes remained at 42mmand3Bmm. w1tha Bosch TSZH electronic 1gnit1on and the Bosch double-ended 1gnit1on coil ol the ABO G/S. Carburet1on was by Bing V64/32/353-354mmcarburettors. the32mm Bing carburettors now sharing the float bowls of the larger 40mm type. US models retained the SAS secondary air in1ect1on em1ss1on system and the RSO had black rocker covers. A Bosch 2BOW alternator powered the electncal system. and the battery was increased from 16Ah to 20Ah for more reliable starting in colder weather. The new twins also included an attract i ve. but restrictive. new exhaust system, with a large welded pre- mufflN 1nterconnectmg the left andr1ghlexhaustp1pes before the twm mufflers This effectwely retained the horsepower of the previous engine and was a claimed three decibels quieter. The RSO included only a smgte exhaust gasket up until Oclober 1985 and lhe claimed power was also modest. with SOhofsepowerproduced at6500rpm P os T- 1984 AIR- COOLED TWINS Further updates to the 800cc twms occurred m March 1985. with another new gearbox mput shaft; kick start spline; input helical driving gear. and thrust moont. Themputhelical dnv1ng layshaft now had a 17.5-degree gear cut , instead of the previous 15-degree. The final dnve assembly, with a more substant1a1castmg for 1985. was also new_ This included a new crown wheel set and a 25:>A7x15mm mner tapered roller bearing (from the K-series). insteadoftheprevioos35x50x20mm needle roller type. The ABO final drive ratio was 1:3.20 (10/32). with the ABORT and R65 receiving a1:3.36(11/37). Chassis A combination of RBOST and K-senes components formed the chassis of the revamped bo~er. The frame was inhented from the R80ST, a twin loop main frame similar to Iha! of the first /5, but with a Monolever swmgarm_ The steenng head angle was 28.85-degrees, providing 116mm of trail While the frame and sw1ngarm were similar to the R80 G/S and R80ST, the wheels, brakes and suspension had more in common with the K-senes. The K-style centre-a~le included beefier 38.5mm fork tubes and provided considerably less travel than before (175mm). To improve front end rigidity the fork also incorporated an integral fork brace with the front mudguard, and a larger diameter hollow axle (25mm). Unlike the previous Type 247 senes, the forks included a forward mount for the Brembo 08-senes brake cahpers. The fork legs were plain alloy tor the 1985 R80. US versions mcorporat1ng reflectors in each fork leg. The monoshock suspension Uf!Jt artached dlfectly to the final drrve housing The 1985Europ8iJllR80RT f'ladasmglefronld1SC braJ..e ThelcJri<.Jegsweie plainaloythls~ 105 THE BMW BOXER TWINS 81BLE The single gas-c harged Boge rear shock absorb e r pro vided 12 1mm of travel, and attached to the trailing loop of the main frame. via a forged steel mount_It also mounted on the rear a•le ho using (like the K-senes) instead of For tht IS. thv RBORT raceived ;t;;ndard luggage nd a dua (11s. ·from brake "the 106 dashtx 'Ud the sw1ngarm, the ta1d -down pos1t1on resulting in a hig her leverage raho than on the ABO G/ S and RSOST Both the front fork and rear shock absorber were non-adjustable, although the rear shock absorber drd include lour spring p re-load settings Although BMW boxer twins had featured a 1g-inch front wheel since the first /5, the ABO received an 1B-inch front wheel. The same MT H 2.50• 18in front and rear. these c ast alloy wheels were K-senes derived and now accommodated t ub eless tyres. The Y-fork and H-cross section was designed to provide spoke elasticity with rim ng1d1ty The rear wheel incorporated a 200mm drum brake and the rear hub featured a four bolt reta1mng system (unlike the ABO G/S and RBOST). A narrow 90190H18 front tyre (usually a Metzeler Perfect ME11) contributed to agile steering without compromising braking performance, the rear tyre was a reasonably large 120190H18(often a Metzeler ME99). The front brake was also upgraded. with a larger slotted 285x5mm disc, a dual 36mm piston Brembo caliper and 14mm master cylinder. The ABO and ABORT had a single front d isc for Europe, while twin front discs brakes were fitted on US examples for 1985 While the steel fuel tank retained the same classic shape as the previous 247-senes, 11 now held only 22-htres This was due to the relocation of some electf!cal components from the head light shell to the frame backbone. The fuel filler tank cap was an EPA-mandated spring-loaded type. While the narrower seat also continued the previous theme, the abbreviated plashc Iron! mudguard was more angular. 5.5-htres of storage space was provided underneath the seat and new side covers facilitated visual checking of the battery acid level. Continuing the classic theme were the smaller diameter MotoMeter instruments and single. or sometimes twin, round Bosch horns_ The ignition key was moved to the handlebar protective cover and the new handlebar switches were specific to the ABO More logical than the K-senes, the left switch block on US versions didn't incorporate a light switch as the head light was hard-wired. A 21 -piece toolk1t was standard, as was a 12V power socket. The side stand was improved, and the centre stand p ipe diameter increased to 38.Smm f0t improved strength and stability. The ABORT lairing now incorporated a clock and voltmeter. and factory accessories for both RSOs were plenhful. extending from panniers and tank bag to four-way flashers and a30Ah battery. • BothlheR80and RSORT were modest perlormers. the 50-hoisep()wer boxer engine working quite hard 10 propel the210kg R80toatopspeed of 176km/h (109mph). and the 227kg AS ORT to170km/h (105.6mph)_ The range ol colours was hm1ted Polaris · - - · - S1tverMetalhc.ColoradoRed or Black Metallic for the ABO. and Colorado Red Metallic or Yukon Blue Metallic for lheASOAT I ABO distinguishing features 1985 model year Rockers with axial bearings and plastic washers to reduce noise Twelve rubber buttons inserted between the cylinder head fins New seat material to overcome the valve seat recession with unleaded fuel New crankcase 011 pressure relief valve with a 16mm compression spnng 20Ah battery Exhaust system with a large pre-muffler New gearbox input shaft, kick start spline. input helical driving gear and thrust mount New final drive assembly with inner tapered roller bearing Centre-axle fork with 38.Smm fork tubes, plain alloy legs. 175mm travel and integral brace 25mmaxle Single Boge rear shock absorber mounted on the rear axle housing 2.50x18m Y-fork and H-cross section wheels 200mm rear drum brake Rear hub with lour bolt retaining 285mm front disc brake wrth twin piston Brembo cahper 22-htrefueltank Narrower seat with 5.5-htres of under seat storage space Angular front mudguard New side covers Smaller diameter instruments lgmt1on key on the handlebar protective cover New handlebar switches Centre stand pipe diameter increased to 38.5mm ABORT fairing now with clock and voltmeter THE BMW BOXER TWINS BIBLE RSO, RSORT and R65 1986 model year New fO£ the 1986 modeJ yoor w;:is me R65, very 1mdar to me RBO The R80 and R80RT contmued for the 1986 model year largely unchanged and. with the demise of the smaller 248-series. were iomed by the R65. The R65 was also produced 1n RT form: as a police model and as a specific 27-horsepower version for the German market. as well as bemg available m the US with a covers plain aluminium to sel the engine apart from the 800 With its black covers. The final dnve ratio for the 205kg R65 was 1:3.36 (11/37)_ The R65 chassis was identical to the R80 and for the 1986 model year the fork legs were black on all twins All twins this year had a smg1e front disc brake as standard RBO and R65 distinguishing features 1986 model year 650cc R65 introduced R65 with p!am alum1mum rocker covers Black fork legs All twins with a standard smgle front d isc brake R100RS, RSORT, RSO and R65 1987 model year slightly de-tuned (from Europe) 45 horsepower Production codes were unchanged from the previous year and frame numbers for the 1986 model year were R80 6443234-6445826 and US 6480543-6480906; ABORT 6472958-6475887 and US 6490813-6491267; and R65 (48 HP) 6073001-6074774 and US 6128001-6128516 Although ostensibly 1dent1ca1 totheprev1ousR65type248engme, the new R65 engine was updated to provide a wider power band and run more easily on unleaded fuel. Engine dimensions stayed at 82x61.5mm and, with a 6 .7:1 compression ratio. the power was reduced lrom 50 to 46 horsepower at 7250rpm_ The maximum torque of 478Nm (35. 2 ft/ lb) was developed at a lower 3500rpm_ Valve sizes on the A65 were 40mm and 36mm. the carburettors 32mm Bing V64/32/359-360. and the rocker 108 Although BMW intended the K-senes to replace the larger boxers. repeated calls for the remtroduct1on of the 1000cc twm saw the release of a new R100RStowards theend ol 1986 tor the 1987 model year. Based on the R80 Mono and not the earlier Type 247. the resurrected R100RS was imt1ally intended as a limited ed1t1on of 1000 units but stayed in production until 1993. The ABORT. ABO and R65 continued as before for 1987. Frame numbers for the 1987 model year were: RlOORS {0455) 0160001-0161672; ABORT 6475888-647B620 and US 6491268-6491452: RB06445827-6447156andUS64B0907-6481120. and R65 6074775-6118807. Only a few R65s were built for the US this year; the concept of a small capacity engine m a larger dimensioned motorcycle was anathema m the US Engine With increasing noise and emissions controls to be 1nst1gated m Europe from 198B (ECE A 40). the resurrecled compromised was mev1tabty R100RS While the motorcycle. a performance as A100RS started hie as a 70-horsepower high performance motorcycle 1t was now derived from the ABO. and the 1000cc Ll!~~~~~J~~~;:~?:.~i ~~~~:ed~~sw~~s~~~~~ :1~:~~~ver~~~= ~"~~~~~~ !~~~~=!~:E~~~~:::=:::: and run on regular unleaded fuel The R100RSengme d1mens10ns of 94x70.6mm were shared with the earlier vers1onbut thecyhnderheads1ncluded ~~~:;~l~~4;h:~;~:;rv~~:~1 ~x~:~~; !"",.;..5;~~~;:;::~~~?.~~~;:.fijfi] valves ol the 1984 A100AS. From June 19B7 (on all boxer twins). the valve seat angles were changed to 43 degrees for the inlet and 30 degrees !or the exhaust (from 45 degrees for both) to improve their hie on unleaded fuel. The R100RS compression ratio was slightly up on the R80 at 8 .451. carbu1et1on was by 32mm BmgV64/32/363-4carburettors. .~.-::{:t]f~blQa~!B~ and the pre-muffler exhaust system was the same as the R80. While the power was reduced to 60 horsepower at 6500rpm. the maximum torque of 74Nm {55ftllb) was now produced at a low 3500rpm (compared lo 6000rpm on the earlier engine). Atlhoughon-the-road performance was similar at legal speeds. the new A100RS was no11ceably down on top speed (1B5kmlh or 115mph). 11 featured a slandard 011 cooler and 30Ah Mareg battery. but man other respects I the engine was as for the ABO. Included was the same 280 watt alternator. and. also shared with the ABO. the 1:3.00 (11/33)1maldnve Chassis Underneath the AS bodywork was a similar Monolever chassis lo the R80 and A65. The tront fork was the same K-series t ype with 38.5mm lork tubes, and the single rear shock absorber a Boge. Twin Iron\ disc brakes were standard on the A100RS. but the rear brake was a 200mm dn.im instead of the disc on the earlier A100AS. Also shared w11h the ABO were lhe 18-mch wheels, although the RlOORS wheels were black withplam alloy accents ..._ _..I L,..-;.;.-.O:iof~~:::_.;..;....._r-""'"~illio-""'"''""""""' T HE BMW B oxER Tw1N s 81BL E New for 1988w, the RIOORT. ostensibly an n1a1gam ol the RBORT andR100RS The fa1nng was ca rried over from the 1984 R100RS. but now featured larger black mirrors; the front section of the pre-1979 R100RS. mcludmg vented grill. wi th the oil cooler at the top. No hydraulic steering damper was included, but the protective pad on the AS was the same as befo re and looked strange wi thout the damper knob - a round BMW badge sat in its p lace. Unlike the R80, the R100RS was fitted with dual Fi amm horns. and two types of saddlebags were available as an option; the A-type or squarer K-type. The colours for the R100RS were Mother-of-Pearl White Metallic with blue stripes. or Henna Red with black stripes and black famng base. With its shorter (1447mm) wheelbase. lighter weight (229kg). and more rigid frame. the resurrec ted A100RS provided more agile and surefooted handling than the earlier version. However, the reduction in horsepower did little to endear 11 to a new breed of enthusiasts. RlOO, R80 and R65 distinguishing features 1987 model year RlOORS with 42mm inlet valves and 40mm exhaust valves New valve seat angles from June 1987 R100RS with 32mm Bing carburettors R100RS w ith a standard oil cooler R100RS with 30Ah battery R100RS with t win front d isc brakes as standard R100RS with 200mm rear drum brake R100RS 18-inch wheels black with plain alloy accents A100RS fairing with larger black mirrors and ventedfrontgnll No hydraulic steering damper on R100RS R100RS with dual Fiamm horns R100RT, R100RS, RSORT, RSO and R65 1988 model year With most boxer development centred on the Paralever GS there were few updates to the existing lme-up This year the R100RT was added. os tensibly a combina tion of the R100RS engine and R80RT chassis The R80RT and R80 were now no longer available m the US. and 1988 was the final yea r for the R65 (except 1n 27-horsepowerfortheGermanmarket) With response to the resurrected A100RS being overwhelmingly positive it now went mto regular production Frame numbers for the 1988 model year were: R100RT(0459)6016001-6017067 and US (0469) 6292601-6293172; RlOORS 0161673-0162358 and US 6247001-6247548; ABORT 6478620-6483775, RSO 6447157-6448032, and R65 6118808-6131123 Updates to the street boxer range were minor for 1988. The steering head angle was reduced slightly to ,~)·I(~~ ~;h~e~~~~:~=e~~~. ~~~~:r ~~n~a11~~~ were revised. Thes1ngled1sc RSORT. ABO ~~Iii@~~=~~~;~~~==~~!~: theclutchpushrodandreleasebearing and R65 received R100GS solrd discs and a 38mm Brembo calrper from July 1988. but the twin disc R100s retained the previous slotted type disc 110 Desp,'.1 its n :>desr power ')urput. tlie R 00 ~ WilS .c t. fanefft1Ct1ve/(Jf1f"t9 m< '.• .'Cyde As an amalgam of the existing ABORT and R100RS, the R100RT wasn't exactly groundbreak1ng. The R100RT bodywork was identical to that of the ABORT, and the chassis equipment to the RlOORS. As on the RlOORS the ef1Q1ne included a standard 011 cooler. front brakes Wi!retwindiscsandtherewasnohydraulicsteering damper_ Standard equipment included a quartz clock; voltmeter and panniers. and a single key operated the 1gnit1on, steering lock, fuel tank cap. seat and panniers. The weight of the R100RTwas 234kg and colours for 19BB were Bermuda Blue with Dual Silver pinstripes and a black seat R100, R80 and R65 distinguishing features 1988 model year Reduced steering head angle of 27.8-degrees and120mmoftrail New clutch pushrod and release beanng Single disc models with a solid disc and 38mm Brembo cahper from July 1988 Al OORT introduced with R80RT bodywork and R100AS engine and chassis R100RT, R100RS, ABORT and ABO 1989 model year By 1989, motorcycle production at the Berlin Spandauplantwasaround24,000unitsw1ththe A-series boxer accounting for about half ol that Motorcycle sales worldwide gradually declined during the 1980s and BMW relied strongly on their domestic German market. By 1989 Germany accounted for a third of motorcycle sales. BMW achieving about a 10 per cent share of the German market. W1th1n this static climate development was curtailed. with resources focused on the four-cylinder Kl. Apart from the introduction of the Paris-Dakar R100 GS. there was no change to the A-series this year. Frame numbers for the street A models for the 1989 model year were: A100AT 6017068-6018000 and US 6293173-6293399; A100AS 0162359-0163754 and US 6247549-6247599; ABORT 6483776-6486351, and ABO 6448033-6448814, R100RT, R100RS, ABORT and R80 1990 model yea r Like the 1989 model year the A-series evolved into 1990w1th veryhttledevelopment. Production of the A100RS was gradually scaled down (and 1t wasn't available in the US this year) with only 337 being produced. Frame numbers for the 1990 model year were A100AT 6167001-6168000 and US 6293400-6293579; A100AS 0163755-0164009; ABO RT 6486352-6488024, and ABO 6448815-6450000. The minimal updates for 1990 included an improved rear drum brake. the brake 111 THE BM W B OXER T w1NS B IBLE padw1dth1ncreasad to27.5mm(from25mm),along with new mounts !or the brake shoes. The ABORT gamed dual disc front brakes as standard R100RT, R100RS, R100, RBORT and RSO 1991 model year 1he R80 cont,nued wtui.11/y !"Changed for many yeu~ /f/o 199<: ~ )('/ w, very .m :irtc 11ur,,119& 112 With most A-series development centred on the successful G/S models lhlS year. the street A-series was again largely unchanged. Although the R100AS was no longer available m the US. the regular RlOO made a return for the US market m 1991 . This was essentially an RBOwith the R100RS/ RT engine, only lasting for one year before 1t was replaced by the RlOOA for 1992. With only 157 produced. 11 was one of the rarest more modern BMW boxer twins. In Germany, a!I R80s were now available with a 27-horsepower engine. Frame numbers for the 1991 model year were: R100RT 6337001-6337902 and US 62935B0-6293729: R100RS0164010-0164292;R80RT6488025-6490000. andR800121001-0122608 Optional on all R-senes was the US-style SecondaryA1rSystem(SAS).Des1gnedtoreduc e HC em1ssrons by 30 per cent and CO emissions by 40 per cent, the SAS used exhaust pressure pulses to move two diaphragm valves in the air filter housing. drawing in fresh air_ Two tubes directed this fresh air into the cylinder head and exhaust system, behind the exhaust valve. The combmat1onofadd1t1onala1rw1ththeh1ghexhaust temperatureensuredmorecompletecombust1o n of HC and CO Exhaust m1sfir1ng was controlled by interrupting the secondary air supply when the engine wasn't under load. the left SAS valve had no effect on engine performance or fuel consumption Although the twin disc R100RT. R100RS and German market R80 retained the earlier slotted front disc rotors, the single disc ABO received a new disc rotorlor 1991. To eliminate squeaking the brake disc was attached to the carrier by rollers, allowing the brake disc to float with the brake pads and utilise the full amount of pad surface. The colours were rationalised for 1991, all A100 and R80 street models available in Red Metallic, Topaz Red Metallic, and Bermuda Blue Metallic. R100 and RBO distinguishing features 1990 and 1991 model years Wider rear brake linings (1990) SAS system optional Floating front disc rotors f0< single disc models R100R, R100RT, R100RS, RSORT and RSO 1992 model year As the release of the new generation R259 boxer twin was still more than a year away. for the 1992 modelyearBMWreleasedtheinterim-theRlOO R Roadster. Based on the R100GS. and designed to reflect BMW's classic twin tradition. the R100R was sold alongside the ex1st1ng twins and was surprisingly successful. During 1992 the RlOOR was BMW's best-selling motorcycle, accounting for 23 per cent of production. with B041 sales Although it was arguably a parts-bin special. the A100R had a certain appeal. The styling and execvtion was questionable. but the chassis was functionally superior to the earlier street boxers and the engine made adequate power. The existing range of lOOOcc and BOOcc boxers continued much as before. although the RlOORS was now 1n its final year As a final effort. before the advent of the R1100AS, nearly 1000 were produced. Also built during 1992. a special series of 30 Rennsport 1n trad1t1onat blue and silver with a numbered plaque The wheels were no longer black h1ghhghtad on this limited ed1t1on Frame numbers for 1992 were: RlOOR 0240001-0247618 and US 0280001-0280546; RlOORT 6337903-6338475 and US 6293730-6293881;R100RS0164293-0165331 and US 6247600-6247750; ABORT 0270001-0271732; R80 0122609-0123205 R1 OOR Engine As with the earlier RSOST, the R100R was based on its dual-purpose stable mate, in this case the R100GS. Except lorthed<fferen\ exhaust system and the older-style rocker covers. the R100R and RlOOGS engines were 1dent1ca1. Included on the R100Rwasthelargersumpofthe 1991 GS, lighter layshaft starter and 40mm Bmg carburettors (a\\houghUSmodelsreta1ned32mmcarburettors) The layshafl starter used a smaller electric motor but provided the same torque. with an 1nte1med1ate transmission. The overall reduction m weight was 2kg. With lhe R100GScompress1on ratio of 8.5:1. the power of the R100R was 60-horsepower. with ma1omum torque ol 76Nm (56 ft/lb) produced at only3750rpm . TheRlOORe•haustsystemfeatured a large pre-muffler. 38mm chrome-plated header pipes and a low mounted round stainless steel KlOO muffler. lnsteadofmountmgtheo1I cooler on the engine protection bar as on the GS. this was now positioned 1n front of the engme. The classic look e)(tended to the older style sparkplug caps and the rounder rocker covers first seen on the R68, lastm9 on the sporting twms until the 1976 /6. As on all bo)(ers for 1992. the SAS em1ss1on control system was an option on the R100R f , ' Rem -parr iJmed /J num~ed ptaqu Chassis The silver painted R100R frame and Paralever swmgarm came from the successful dual purpose R100GS. Featured !or the first time on a street bo)(er twin, the Paralever contributed toe)(cellent handlmg. Thesteeflng head angle and 101mm of trail was unchanged from the R100GS. as was the long wheelbase of 1513mm. Another !irst lor a BMW motorcycle was the use of Japanese Showa suspension. The non-ad1ustable 4 lmm front fork provided 135mm of travel and the rear smgle gas pressurised Showa shock absorber mcluded adiustable rebound dampmg. There 113 THE BMW BoxER Tw1Ns BIBLE AltflOugh "flly 111!1Ylded s renmn,odel, AIOORwasBt\Mf gmotcn-y( 992 ThetramE w, .terlh led 114 were six spring pre-load setlings and 140mm of rear axle. An alloy strut connected the gear case travel and. as with the R80. the shock absorber to the frame, (ust below the swmgarm pivot. Thus bolted directly to the final drive housing the swingarm, stay arm, gear case and frame - - - - - - - formed a parallelogram, with pinion torque feeding into the lower strut instead of the swingarm The slight fore and aft movement of the gear case was absorbed by the laid down single shock absorber. As the parallelogram arrangement increased the radius of the wheel elevation curve, it provided the same effect as a 1400mm long swingarm_ Although the Paralever increased the weight by 1.6kg. 1t allowed the full travel of the Showa to be used more effectively Further emphasising the classic image were cross-spoked wheels, with Akront aluminium rims, a 2.50x18m on the front, and 2.50x17m on the rear. The front brake was a single perforatedlloat1ng285x5mmd1scw1th a four-piston Brembo cahper from the K-senes. The cable-operated 200mm rear drum brake was the same as the GS.AlsofromtheGSwastheta1124-litre fuel tank. The round 180mm head light The Paralever swmgarm was designed to came from the K75, but with a chrome shell, while m1mm1se the effects of driveshaft movement the plastic nacelle contained R100GS instruments under acceleration. As the ideal swmgarm The720mmchrome-platedhandlebarwass1milar length for the shaft drive twin was an 1mpract1cal to the RBOST, with K-ser1es handlebar switches 1,700mm, BMW's engineers. Rene Hmsberg and and end weights to m1mm1sevibration. but without Horst Brenner. created the Paralever double-joint the K-series self-cancelling indicator function swingarm. Inside the single sided swingarm was a Specific A100R features included the handlebar second universal J01nt. freeing the rear gear case cover. side covers, passenger grab handle and and hub assembly and allowing 1t to float on the rear mudguard The loot controls were also similar to the GS. with the same reversed gearsh1ft linkage. Styling coosiderat1ons extended to the two-tone seat with a silver rear rack. The seat core 1nd foam were new but seat height was still relatively high at 800mm. from March 1992. an optional chrome kit was available which comprised a chrome-plated forl< stabiliser; valve covers; carburettor tops: instrument panel; direction 1nd1cator housings: fuel tank cap: mirrors. and exhaust nuts AlOOR colours for 1992 were Classic Black with Silver pinstripes (656), Amethyst Metallic {685). and from January 1992. Turquoise Green (525). BMW hit the nail on the head with the R100A. 11 was the nghl machine at the right tome Naked machines were Posr-1984 AIR-COOLED TWINS beginning to reassert 1hemselves and, al though not powerful, the A100A was light enough (218kg) w•th the Paralever swmgarm and shorter travel suspension contributing to arguably the finest handling boxer yet The A100AT. AlOORS, R80RT and R80 continued as before. but now all featured a Marzocchi front fork The colours were Classic Black Metallic 656 (all models). Red Metallic 654 (R80. R80RT and A 100RT). and Pme Green Metallic 684 (R100RS and R100RT). R100 and R80 distinguishing features 1992 model year Final R100RS Rennsport series in trad1t1onal blue and silver R100R based on the R100GS released R100R featured a layshaft starter, 40mm Bing carburettors, and old-style rocker covers R100R frame painted silver and included a Paralever swingarm R100R with 41mm Showa Iron! fork and single Showa rear shock absorber RlOOR with cross-spoked whee ls and aluminium rims R100R with single front disc brake and four piston Brembo caliper RlOOR with cable-operated rear drum brake R100R with K75 round head light AlOORT. R100RS, RSORT and R60 with Mariocch1frontfork R100R, R100RT, RSOR , RSORT and R80 1993 model year The creation of the new generation R259 boxer for the 1993 model year engulfed most of BMW's developmental resources and. as a result. the existing A-series continued much as before. Surprisingly, in the wake of updated K-senes and the R259. the RlOOR sales success continued. In some markets the new RBOR replaced the ABO. and in Germany the RBOR was available in 50- and 27-horsepower form. Frame numbers for the 1993 model year were_ R100A 0247619-0250000 and 0165501-0166916 with US 02B0547-02B0788: R100RT6338476-633922tiand US 6293882-6294013: ABORT 0271733-0272533. and RSO 01232B6-0123509 With the formula of the moderately powered, light and simple twin flfmly established. there were only cosmetic changes to the R100R for 1993. The RBOR was very similar to th e A100A , but without an 011 cooler Setting the 1g93 R100R (and RBOR) apart. on turquoise green metallic (525) examples. were large 'BOXER' emblems on the sides of the fuel tank. These retained the silver frame and rear rack. while on black RlOOAs. these features were also black Colours for the 19g3 model year were Classic Black Metallic 656 (all street R models): Myshc Red Metallic 527 (A 100RT, ABORT and ABO): Turquoise Green Metall•c 52B (R100RT, A100R and RBOA); and Amethyst Metallic 6B5 (R100R and RBOA) rn.. R! XIRS R<. 9 Ix"' repl->ced t/11' RIC THE BMW BOXER TWINS BIBLE Po sT-1984 AIR-COOLED TWINS R100 and RSO distinguishing features 1993 model year A100A and A80A with large 'BOXER' emblems on green metallic examples R100R, R100R Mystic, R100RT, RBOR, RBORT and ASO 1994 model year By 1994 it was inevitable that production ol the trad1t1onal air-cooled boxer twin would end; rt was only a matter of how long 1t could survive The R101'R received dual disc front brakes, the SAS emission system was standard. and 1t was joined by a special Mystic version_ Designed to appealtotheconno1sseurofclassicmotorcycles, theMysticwasapart icularlyattract1verend1t1on of the R100R. All R80s were available in either 50- or 34-horsepower this year, with kits available to transform a 50-horsepower engine into 34-horsepower, and vice versa. For 1994 the US RT100RT included heated grips. a custom touring seat, and rear top case. In Australia 11 wascalledtheR100LT. the f or numbers Frame R100R were year 1994 model 0166917-0167941 and US 0280789-0280858. R100R Mystic 0169001 -6435634 and US 0400001-0400145; R1OORT6339227-6339787 and US 6294014-6294248; ABORT 0272534-0273337, andR800123510-0123695.Coloursforthe 1994 model year were: Classic Black Metallic 656 (all street A models), Mystic Red Metallic 527 (R100RT and R80RT) and Turquoise Green Metallic 528 (RlOOAT, R100R, ABORT and R80R) R100R Mystic Although incorporating only cosmetic alterations to the R100R. the Mystic managed to impart a quality image that was lacking with the standard R100R. Along with the special Red Metallic paint, the frame was painted black. the side covers were new and there was a shorter licence plate bracket. The handlebar was lower. and the seat and tailp1ece restyled. Additional chrome-plated components included the head hght support. instrument surround with new warning light setup, and indicator supports. The muffler was also turned 3cm to the inside. along the long1tudmalax1s. Some vetslO(>s ''me RIOORTworesokfwirh stJl'ldard~igq.ige 117 THE BMW BOXER TWINS BtBLE 118 Po sr - i984 AI R-COOLED TWINS R100 distinguishing features 1994 model year RlOOR with dual disc front brakes R100R with SAS em1ss1on system standard Mystic with red metallic paint and black frame Mystic with new side covers and restyled seat and ta1lp1ece Mystic with lower handlebar and shorter licence plate bracket Mystic with chrome head light. indicator supports and instrument surround Mystic muffler turned 3cm 10 the 1ns1de. along thelong1tud1nalax1s TheMysr11.;lei' ·rer:Jt1ie trad r10nil wiri :poked ''Meis J/f/1<- RIOOR R, R tOOr"fua,lr . '""' t RiDOR, RiooR Mystic, R100RT, RSOR, ABORT and R80 1995 model year For the 1995 model year BMW released four 'farewellmodel'RlOOboxers AlongsldetheRlOOGS Paris Dakar Classic were three street models the R100R Classic. R100R Mystic and R100RT Classic. The standard R80 was d1scon\1nued but the R80RT remained 1n production Frame numbers for the 1995 model year were RlOORT 6339788-6340000 and US 6294249-6294455: R100RT Classic 0470001-0470400: R100R 0167942-0169000 and US 0280859-0280929 RlOORClass1c6469000-6470000: RlOOR Mystic 6435635-6437226 and US 0400146-0400255. R80RT0273336-0273599 "' T ~E BMW BOXER TWINS BIBLE D1s t1 ngu1shm9 the R1 00R Classic wa s its black f1msh. with m any componen ts h1ghhghted in black This included a black seat with new upholstery. head light su p por t. instr ument console and grab handle The handlebar levers wt>re silver epoxy and the avus b lack fuel tank was embellished with wh ite double hnes and a R100R Cl.:iss1c" model des1gnat1on. Along with double front disc brakes and the SAS sys tem st.1ndard fea tures included cylind er protec tion b,1r s. hazard warning flashers and a luggag e The R100R Mystic was finished 1n Mystic red metallic . 11 d11fered from the A100R Classic by feat uring a chrome-plated instrument console. a more sporting seat and d1flerent tail section. The R1 00AT Cl assic was finished m two -tone metallic paint (Arctic Grey and Graphite). the upper half of the famng and fuel tank accentuated by a doubles1lverhne. Thetank camedthedes19nat1on A1 00RTClass1c' and comple1mg thespec1flcat1on, a rear 22 -litre top case and side panniers. special comfort seat, cylinder protection bars and heated handgri ps POST 1984 AIR THE BMW BOXER TWINS BtBLE 1996 model year At the end ol 1994 BMW announced that productiori on the range of trad111onal air-cooled boxers would cease at the end ot 1995. As production 1as1ed only a few months 11110 the 1996 model year there was no d1flerence to any of the tour ·Farewell Models- R100R Classic frame numbers for the 1996 model year were 0125001 ·0125874 Although the street R models f1n1shed m December 1995. production of the GS Basic continued for a little longer An RBOGS Basic was the final air-cooled boxer. the last leavmgtheSpandauproductoonlineooDecember 19, 1996. The end fmally came lor one of BMW's most classic engme designs. It remained 1n production lor 27 years and was remarkably similar at theendas1t waswhen1tbegan.Cons1denngthe Type 246 was originally perceNed as an interim engme design, 11 was astomsh1ng 11 lasted so long.Themr·cooledboxertwmenduredbecause 1\ was reliable arid charismatic_Ultimately, noise and emission regulat1onsk11\ed 1t, but for the many thousands who bough\ and rode air-cooled bo~ers they remarned mdeslrucl1ble ThefinaJtradl wasmeRBO S&. •IY r 1996 RlOO Classic distinguishing features 1995 and 1996 model years RlOOR Classic with black seat. head light support, instrument console and grab handle The R100RT Classic with two-tone metallic paint. standard top case and panniers - - -- Frame numbers (1985-96) Iii!''·' !Ill R65(48HPJ 6073001-6074774 1986 06/85-08/86 A65 6074775-6118807 1987 09/86-08/87 A65 6118808-6131123 1988 09/87-10/88 R65 (45 HP US) 6128001-6128516 1986-87 07/85-05187 A65(RTTIC) 6460001-6461 092 1986-88 07/85-11/88 R65(27HP) 6430001-6433 529 1986-93 04/85-06193 Rao Mono 6440001-6443 233 1985 03/84-07/85 R80Mono 6443234-6445 826 1986 09/85-08/86 -~Mono 6445827-6447156 1987 09186-08/87 R80Mono 6447157-6448032 ""°"'~ 6448033- 6448814 """ 09/88-08/89 1989 09/87-08/88 123 THE BMW BoxER Tw1NS 81eLE .... R60Mono - 6446615-64&1000 1990 09/89-06J90 06/90·08191 R60Mono 0121001-0122606 1991 R60Mono 0122609-0123285 1992 09/91·08192 A80 Mono 0123286-0123509 1993 09/92-08/93 R60 Mono 0123510-0123695 1994 09193-01195 --- A80 Mono (US) 6460001-6460542 1985 07184-06185 R80 Mono (US) 6480543-6480906 1966 09/85-08186 ABO Mono (US) 6480907-6481120 1987 09/86-07/87 R80AT Mono 6470001- 6472957 1985 07/84-08/85 R80AT Mono 6472956-6475687 19B6 09/85-08/B6 A60AT Mono 647588B-6478620 1987 09/86-06/B7 A60AT Mono 6478620-6483775 19B8 09187-08186 I A80RT Mono 6483776-6486351 1989 09/BS-OB/89 I R80RT Mono 64B6352-64BB024 1990 09/B9-0Bl90 R80RT Mono 64BB025-6490000 1991 09/90-04/91 R80RT Mono 0270001-0271732 1992 04191-08192 R80AT Mono 0271733-0272533 1993 09192-08193 ABORT Mono 0272534-0273337 1994 09/93-08194 ABORT Mono 027333B-0273599 1995 09/94-11/95 ABORT Mono (US) 6490001-6490B12 19B5 07/B4-07/B5 ABORT Mono (US) 6490813-6491267 1986 09/85-08/86 ABORT Mono (US) 649126B-6491452 1967 09186-04/87 A100RS Mono 0160001-0161672 1987 07/B6-0Bl87 A100AS Mono 0161673-0162356 19B8 09/87-0B/88 AlOORS Mono 0162359-0163754 19B9 0918B-OBIB9 A100RS Mono 0163755-0164009 1990 09/89-0Bl90 09/90-08191 A1 00AS Mono 0164010-0164292 1991 R100RS Mono 0164293-0165331 1992 09/91-10/92 R100AS Mono (US) 6247001-624754B 19BB OBIB7-0318B A100RS Mono (US) 124 - - 6247549-6247599 19B9 09/88-09/89 R1 00RS Mono (US) 6247600-6247750 1992 02192-08/92 R l OOAT Mono 6016001-6017067 198B 07/87-06/SB R100AT Mono 6017068-6016000 19B9 09/B8-09JB9 I I 1 r I - - - P osT-1984 AIR- COOLE.D TWINS ProductlonGetes AlOOATMono 6167001-6168000 1990 09/89-06190 AlOORT Mono 6337001-6337902 1991 06190-08191 RlOOAT Mono 6337903-6338475 1992 09/91-08192 RlOORTMono 6338476-6339226 1993 09192-08/93 RlOORTMono 6339227-6339787 1994 09/93-08194 R100AT Mono 6339788-6340000 1995 A100RT Classic 0470001-0470400 1995 11/94-02195 A100RT Mono (US) 6292601-6293172 1988 08187-08188 RlOOAT Mono (US) 6293173-6293399 1989 09/88-09/89 AlOORT Mono (US) 6293400-6293579 1990 02190-08190 AlOORT Mono (US) 6293580-6293729 1991 11190-08191 A100RT Mono (US) 6293730-6293881 1992 09191-08/92 - 09194-11/94 A100RT Mono (US) 6293882-6294013 1993 09192-08193 AlOOAT Mono {US) 6294014-6294248 1994 09193-08/94 RlOORT Mono (US) 6294249-6294455 1995 09194-02/95 R80R 0260001-0263503 1992-94 03191-06194 AlOOR 0240001-0247618 1992 03/91-08/92 A100R 0247619-0250000 1993 09192-02193 02193-08193 0165501-0166916 1993 AlOOR 0166917-0167941 1994 09193-07194 RlOOA 0167942-0169000 1995 09/94-03195 6469000-6470000 1995 03195-07195 0125001-0125874 1996 07195-12/95 0280001-0280546 1992 09191-08192 09192-08193 RlOOR ~c''"" Ctass1c RUS A100A US 0280547-0280788 1993 AlOOA US 0280789-0280858 1994 AlOORUS 0280859-0280929 1995 12/94-12195 09193-01194 R80RMystoc 0390001-0390090 1995-96 03/94-03/95 A100R Mystic 0169001-6435634 1994 12/93-08194 AlOOR Mystic 6435635-6437226 1995-96 09194-12/95 _AlOOA Mystic US 0400001-0400145 1994 03/94-08194 AlOORMysticUS 0400146-0400255 1995 09/94-09195 ~ l 125 CHAPTER VII RACING /SS, /6S AND /7S E ven before the /5 was conceived, BMW had a long andillustriousracmgh1story. It began with Franz B1eber's victory 1n the 1924 German Road Champ1onsh1p on an R37, and continued into the late 1920s with the R63 of Paul KOppen and Ernst Henne in the Targa Florio. By the time the Second World War broke out m 1939. BMW's SOOcc Kompressor was one of the leading racing motorcycles m Europe. After the war. the Kompressor wasresurrected. lorm1ng the basis of BMW's racing program and spawning the fabulous RS54. The 500cc RS54 engine shared the Komprnssor's bevel· gear driven double overnead camshaft setup, with short w, •er z, '!f was BMW's -J(J ng racer- dunng the 19.50~. on the Earles For~ RS54 and its factory derrvar1vos XJrTt!SylvardeGlff/ 126 rockers and two straight cut gears m the cylinder head, but it was updated with a pair of more modern Fischer-Amal 30mm carburettors. The RS54 was also fitted with a single-plate dry clutch, matched to an all-indirect four-speed gearbox, and an Earles leading link fron1 fork, Walter Zeller won 1he 1954 German Champ1onsh1p and, fol!ow1ng the return of von Falkenhausen to head the compet1t1on department 1n 1955, the factory racer was further developed For the 1956 Grand Pnx season, former 350cc Wor!d Champion Fergus Anderson was signed alongside Zeller and Ernst Hiller. although Anderson was killed at Floreffe in Belgium early in the season Zeller claimed second overall in the 500cc World Championship, behind John Surtees on the MV Agusta. Although 1956was the high point of post-war BMW solo racing, it also coincided with a severe downturn in motorcycle sales and a reduction in racing development Results during 1957 were less 1mpress1ve, and at the end of the year BMW officially wi thdrew their support for solo racing They continued to provide machines to selected riders for 1958. including legendary champion Geoff Duke, now without a factory ride following Gilera'sretirement from racing. Dickie Dale raced the AS dunng 1959, and Japanese rider Fumio Ito 1omed Hiller on the RS during 1960. By now it was obvious the BMW twin was never going to succeed in the solo arena. although 11 continued to have a long and successful career powering Grand Prix s1decars. During this time the production R50 and R69S had limited success in endurance events London BMW dealer MLG en tered an R50 1n the 1958 Thruxton 500-mile race for production bikes. fourth place encouraging them to enter again in 1959. This time John Lewis and Peter Darvill won, and later that year, Darvill, partnered with Bruce Daniels, won the Barcelona 24-hour race. They narrowly failed to win a1 Mont1u1ch in 1960. but w11h factory assistance. 1he MLG R69Swonaga1n 1n 1961. Even by 1964 the BMW twin was competitive. with Oarv1ll and Norman RA CING PncemanagingasecondplaceintheBarcelona endurance event Although the R69S had isolated success 1n long distance racing during the 1960s. von der Marwitzalwaysenv1sagedthe/5asamoresu1table basis for competition. The R69S was difficult to set up for racing and required a specific riding approach to attain its best_ Von der Marw1tz may not have succeeded totally in creating a motorcycle that handled as well as a Manx Norton but, by the standards of the day. it was surprisingly close Not only did the /5 handle better than the /2, the engine design was considerably stronger. Von der Marw1tz gave BMW a motorcycle that had real sporting potential. and could acquit itself in production and production-based racing. R75/5 Racers; 03hne and Butenuth the race was shorlened to three laps, Butenuth finishing fourth at 93.75mph (150.Skm/h)_ The private machines of Tom 01ck1e and Tony Anderson managed seventh and ninth, a promising resul! 1na field dominated by Triumphs and Nortons_ 01ck1e also managed eighth 1n the Formula 1 750cc TI Helmut oahne also applied to ride his R75/5 in the 1971 Isle of Man Productmn TT, but was re1ected by the British ACU because 1t didn't consider him e11periencedenough With the advent ol Formula 750 in 1972. Butenuth and Oahne entered the inaugural lmola 200 in April, on special R75/5s. Developed with unofficial factory assistance. Oi:ihne and Butenuth put up a good showing but were out-paced by the hoard of factory teams Oahne's machine had a narrower GP-style frame. shortened forks , and the engine was fed by Oell'Orto carburettors. His 13'' overall at lmola earned him his first rode in the TT. Thech1elracingexponentsoftheR75/5 in Europe were Hans-Otto Butenuth and Helmut Oahne. A heavy plant engineer with an oil company. Butenuth was a veteran BMW racer, beginning his career on an RS54 Rennsport in 1957. culminating in victory in the 1971 German Championship on a factory-prepared RS. Born 1n November 1944, after Joining BMW 1n 1959 as an apprentice mechanic. Diihne rose to become a development engineer and test rider. In 1967, Alex von Falkenhausen lent him an R69S engine to race. "He allowed me to reduce it from 600cc!o500cc, in the factory and after ~::~~:~h:t:~~~~=-t~~:a:ss~ ~~~:~~ . . .--~~· So I had to race. This 1s how my racing career started." He began racing seriously in1968,andasanamateurwon the1970 German 8-grade championship_ During 1971, Oiihne began racing an R75/5 in German production racing events As soon as the R75/5 was released. Hans-Otto Butenuth rode a near standard machinem the 1970 Isle of Man Production 750cc TI Although one of the slowest machmesinthe!1eld,Butenuthach1eveda verycred1table6"'.coveringthefivelapsat an average speed of 93.54mph (150 .5km/ h). W1thonly Bntishmachmesaheadof him. Butenuth!in1shedcomfortablyahead of all the Honda 750 Fours. This promising •esult prompted BMW to provide Butenuth Wlthaspec1alracing R75/5forthe 1971 lsleofManProduct1on 750ccn Th1syear /SS, /6S AND /7S Helmut Dahne on hi "'"Y 10 fourth place in the 19721.<:Je of Man 750cc Productl(J(J TT. (Courtesy Two \tVhl THE BMW BOXER TWINS BIBLE 0..1hne rode lfl both me 1973 750ccProductlon and Classic 7Ts. finish rig flll'thherelfllhe~ (Cain yHeJmutfJahrlf Butenuth wasn't entered this year but Dilhne. armed with his lmola F750 machine as well as the production R75/5, had a very successful week at the TT He managed fourth 1n the 1972 Production TT at an average speed of 92.3mph (148.5km/h). and 11"' in the F750 race at 92.65mph (149km/h). Dahnecont1nued to develop his R75/5 during 1973. Reta1mn9 the short wheelbaseframeofthe 1970 model, this year he came 14'' at the lmola 200. Diihne also managed fourth place in the 750cc Production TT, but conditions reduced his average speed to a slower 90. 32mph (145.3km/h). Butenuth. riding a protolype R75/5 with sand-cast crankcases, managed seventh inthe 750 Production TT. Dahne also f1mshed mnth m the F750 TT. at 96 79mph (155.7km/h). The 1973 season was a moderately successful one for 03hne. who also won five production races in Germany on the A75/5. The year 1973wasthefinalyearfora 750cc hm1t 1n the production TI. but BMW already had the R90S waiting for 1974 Butler & Smith R75/5 Racers On the other side of the Atlantic, a parallel racing program also operated BMW motorcycles were distributed in the US by Butler & Smith. based in New York and owned by the Bondy family prior to 1g70_ During 1969, Butler& Sm1thserv1cemanager. Helmut Kern, persuaded Michael Bondy to enter two telescopic fork R69US models 1n the Danville(Virg1ma)S-hour endurance club race. The teams were Kurt Liebmann/John Potter and Fred S1mone/B1ll VanHauton. from the AMOL Prec1s1on dealer/machine shop in Dumont. New Jersey. With minimal preparation by Edward Mitchell, Udo G1etl and Helmut Kern. the BMWs &JtJer~ Smlh frstrace surprised everyane with a comfortable wa l'l efllry in the 1970 1.2v1ctory. During 1970,Butler&Sm1th l/IR fN& hour enduran moved to a new facility 1n Norwood, rac won by Kurt Liebmann New Jersey and Volker Beer (their ~nd r;tiwloc. Dearborn lull-time BMW factory representative) XJrl1JSyUdoG..-:-r1 recommended an e~pansion ol the 128 1 racing program. In April 1970. a Canadian entered R75/5 finished second in the 24-hour Harewood marathon race. covering 1635 miles (2630 7km) and encouraging Butler& Smith to seek a repeat of its earlier Danville result. NewVicePres1dent. Peter Adams, decided to sponsor the entry which was coordinated by Volker Beer and AMOL Precis•on. Helmut Kern spent 92-hours blue printing the 750cc engine in time for the race in September 1970. Liebmann, partnered by Charles Dearborn, won convincingly, three laps ahead ofthe second place Honda 750 At the end of 1970, Beer organized for the factory to supply many racing components already tested by Diihne in Germany. Four racing frames and a variety of engine parts, ranging from magnesium castings to htanium conrods. were provided to Udo Gietl so he could build two 750RS racing bikes for the 1971 season German-born. but US educated, G1etl was an electrical engineer with experience at NASA and on the Polaris submarine nav1ga11on systems_ In 1959 at the age of 19. he helped a friend rebuild an R68, and when the people at Butler & Smith saw it they offered him a1ob. G1etl's racing experrence beganw1thmotocross1n 1961 and,afterspending lime in the army repairing communications gear in Korea. and at Cape Canaveral. by the end of the 1960s he was back at Butler & Smith R AC ING /55, / 65 AND /75 Thefu51 8 ,. racer 1! 191 1 3d Fotiranab )Ufl•·y.ldc By 1971 G1etl was work•ng 11~:o~~u~~~10~7!~hp;~~~ -~==-- :~~. Precision G1etl, produced one racer forL1ebmannw1thanother latermtheyear. !orJustusTaylor The resulting 750RS racer was commendablynarrow,butd1dn't handle as well as e11pected as the frame wasn't suff1c1ent1y strong around the steering head Only two of the four frames were used and, while Giel! and l<ern commissioned C&J in California to build two s1m1lar frames. the handling on these was also deficient. A third F750, us111g a production R75/5 lrame. was built ror Charles Dearborn. along with aproduclionracerforl1ebm1.mn While the 750RS had limited success that year, L•ebmann (with John Potter) again won Th ra-row f1an ::in /hrs the Danv1He 5-hour production o rrty ~ CJt v.as a ;pee race on the R75/5 Dearborn B MW M<.>l<XSpOrt type used by Dahn8.-i£urape )U{tt ·v /do Gil ~ 129 THE BMW BOXER TWINS BIBLE / l<.tlf1Lll!Ln lnnr« 'iJdt/le LlP 130 TheButler&Sm1th fnmch1se was sold to the Adams in 1971, and 1t expanded the operation by opening a West Coast office in Compton, Cah!ornia. Helmut Kem was general manager. with EdwardM1tchell(partsmanager), Matt Capri (sales manager) and Miles Rossteucher (shop mechanic). At 1he end of 1971, w1thR75/5salesstagnant,Kern approached expatriate Briton. Reg Pridmore. to nde in the 1972 West Coas1 Production senes. Pridmore tested one of Udo G1etl's special R75/5s and recalls "When I rode the bike I was quite impressed . It had no brakes. bu\1tranqu1\ewell. BMW wanted to move a lot of 750s that were sitting around People thought the BMW was a good old man's tounngmachine and didn't believe 1t was a good handl•ng performance machine I enjoyed a good rapport with Buller & Smith. They kept developing the bikes and things 1ust got better and better We had a lot of success. and they sold a lot of bikes An A75/5 production racer was built on the West Coast using many components from G1etl's GP bikes. A 19-inch wheel was f1tted on the rear. and the cylinders shaved to increase the compression ratio During 1972 and 1973. the engine rece1vedshorterconrodsand 10.8:183mm Venoha pistons with lightweight wnst-p1ns. located closer to the piston crowns. The rockers pivoted on George Wenn needle bearings and Jerry Branch ported the cylinder heads. Valve tram weight was reduced with S&W valve springs. hollow steel tappets and aluminium pushrods. From the GP bikes there was a heavily drilled flywheel to reduce weight, and tungsten plugs inserted 1n the crankshaf t. Lubrication modi fications saw an add1t1onal 011 groove cut into the base of the cylinder. with a high pressure orihce feeding this groove for add1t1onal piston skirt lubrication. By the end of 1\s development the transmission was also five-speed. Just about all these racing developments eventually found their way onto the production models. again evidence that racing improves the breed. R ACING Square windows were cut in the air intake hoses. and holes drilled in the air filter housing While the chassis was stock. Kern spent considerable time and effort reworking the front suspension. With FerodoAM4 green linings in the front drum brake. the B&S R75/5 was possibly the most effective production racing motorcycle in the United States during 1972and 1973. Pridmore managed 15 wins and 6 second places out of 23 starts, winning the AFM production class champ1onsh1p As the series was confined to the West Coast 11 had l1m1ted exposure, However. when Cycle magazine tested the R75/5 racer 1n 11s May 1974 issue. Pridmore received nationwide fame. CycJe"s performance figures at Orange County Raceway were 1mpress1ve, espec1alty so considering the surprisingly stock looking and very quiet mufflers. Into a strong head wind, the R75/5 rana 12.7-second standing quarter-mile at 104mph (167.3km/h). Pridmore also took the A FM 750cc Grand Prix lftte on the 75DRS During 1972. the East Coast racing program continued with Udo Gietl developing the 750RS. both with the standard and racing frame. The engine now produced 86 horsepower but performance was limited by the AMA-sanctioned four-speed gearbox. The machine was commendably light and. with the special racing frame. weighed only 150kg. Raced by Liebmann. Dearborn and Pndmore, the 750RS had some success this year Liebmann contested the 100-mole Junior race at Daytona. where he failed to finish. but went on to win the Pocono SO-mile road race on August and AAMRR open class Grand Prix lltle. Dearborn also managed another win on the R7515 1n the street class at Bridgehampton in Apri!. and, teamed with Liebmann, took first place in the Two-Hour production race a week later. Dearborn"s best finish on the GP bike was third at V1rg1n1a 1n September 1972. Encouraged by the AMA request for manufacturer involvement in compet1t1on, Butler & Smith continued to race the F750 racers during 1973. but again they were outclassed. The racers now featured a Harley-Davidson full lamng, a Ceriani front !Ofk with twin Honda disc brakes, and now had a live-speed gearbox. Ridden by L1ebmann.JustusTaylorandPndmOfeintheAMA National Road Race Championship. Pridmore summedthemupw1th:"thoseearlyGPb1keswere. what you might say, shoestring racers." Attheendof 1973 Pridmore introduced frame builder. Englishman Rob North. to Kern and Capri NOfthm1gratedtoSouthemCahfOfn1aduring 1973, and Pridmore, who was racing a North s1decar racer at the time. suggested North provide a /55, /6$ AND /7$ frame and fuel tank s1m1lar to those of his highly successful Triumph and BSA 750cc triples North subsequently built two ~~~~=· ~r~~~~~s~~~~~e~~1~ !J-~~~~~~-~~~ development coincided with an expansion 1n workshop lac1ht1es at Norwood. with a new dyno. flow bench and welding equipment. G1etl agreed to the North proposal for a Triumph-style racing frame althoughhehadToddSchuster on the East Coast fabricate a swingarm that was longer by 2 inches. The wheelbase was quite long. at 1470mm (57.9 inches). but the double-cradle chrome-molybdenum steel frame was strong and 1mmed1ately tamed the handling of the R75/5_ The drtveshaft ran 1n the nght-s1de of the swingarm. but with an exposed U-joint to save weight The engine was also located higher than that of the Triumph, for improved ground clearance JIAI 131 THE BMW BOXER TWINS BIBLE n Norttiframe Jn tile 14 Butler & Smi/h r, ~er. w p.1llerned0111hat 'ltie ·,uccessful BSA :1 Tnumph lnple\ , and Wed a ulptured fuel 'JI<. ;{))rte y lwoWh 132 Two North-framed F750 machines were prepared m time for the 1974 Daytona 200-mile race, both eKtens1vely modified boKer twins Overbored to the maK1mum allowed (1mm). the 763cc engine was based on Pndmore's successful R75/5 product•on racer, with input from many of Cahlornia's leading Hot-Rod eKponents_ It was further developed throughout 1974and 1975. Jerry Branch reworked the cylinder heads w11h 44mm intake valves and stra1gh1 intake ports. as the carburettors no longer needed to clear the rider's shins, while S1g Erson developed the camshaft Along with lightweight steel cam followers. the rocker assemblies included needle thrust bearings. After e11perimenting with aluminium and titanium pushrods. Gietl setlled on steel units that f!eKed less_ The camshaft drive was initially by a single-row chain to minimise power loss however, as revs increased and heavier valve springs were required, the chain sprockets failed and the dupleK chain was reinstalled. According to Reg Pridmore "roller cam followers were tried at one stage. 11 revved like a banshee but didn't show the rehabihty the boss was looking for." Due tothe1rstrongerbeanngsupportsthecrankcases were /6, w ith all eKcess metal machined. There were also mod1ficat1ons to the lubrication and crankcase vent1lat1on system. with a smaller diameter 011 pump, enlarged oil passages and high volume crankcase vent1lat1on. At peak revs 11 was found the stock oil pump drew five horsepower, and the smaller oil pump reduced cavitation. A tiny 011 reservoir was incorporated in the crankshaft journals. All the machine work was done by Kurt L1ebmann's father. Oscar. at his company, AMOL Precision. Carburet1on was by M1kuni, initially 38mmbut later reduced to 36mm_ The 83mm 12:1 pistons were Veno Ira and the gudgeon pm. located 12mm closer to the crown, allowed each machined Allin cylinder to be 22mm shorter. improving ground clearance. lgrnt1on was electronic Krober. with twin sparkplugspercyhnder. two triggers and four coils The crankshaft rod 1ournals incorporated a second 011 supply hole and weight saving eKtended to lighter counterweights {by 80 grams). re-balanced with metal inserts and removal of the generator The 10mm shorter conrods were t1tamum and. to improve throttle response, the standard flywheel was drilled to weigh only 1.6kg (from 3.6kg)_ The larger sump carried another 1.1-htres of 011. and a Triumph oil cooler kept everything cool at gsoorpm Initially producing between 82- and SS-horsepower. by 1975. the 750cc engine was rumoured to produce 100horsepower at the crank. During " 173. the AMA sanctioned five-speed gearboxes and. as the R75/5 only featured a lour-speed gearboK. a five-speed Kaiser-converted unrt was used. By 1975 thegearboK was a BMW unit. but with a drum shifting mechanism instead of cam-plates. There was a choice of eight final drive ratios. ranging from Daytona·s 1:2.62. to a 1:4.25 for the twisting SearsPomtcircu1t Knowing that his BMW racers suffered a horsepower deficiency compared to the competition, over its two and half year developmental period. Udo G1etl concentrated on improving the suspension. The racing Cer1am forks, similar to those of the racing MV Agustas. had Betortnpleclamps, whilethetw1nG1rl1ngshock R ACING /55, /65 AND /7$ K ' absorbers featured heavier damping with light spnng1ng_ This suited the peculiar characteristics of shaft dnve and steering and handling were vastly improved. The magnesium wheels were designed by G1etl, cas1 by Morns and machined by AMOL Braking was by double 230mm drilled cast-Iron disc brakes with dual-piston Lockheed cal1pers on the front, and a s1ngled•sc on the rear At 152kg ready to go, the B&S racer was lighter than the Yamaha and Suzuki two·strokes. capable of around 265kmfh (164 7mph) The Norlh-framed machines were hopelessly outclassed at Oaytona 1n 1974, with only Pridmore qual1fy1ng PndmOfe managed to get up to 12' before a cracked valve forced his retirement It wasrumouredthatPr1dmore'smachmed1splaced 1000cc,buth1sret1rementw1thacrackedvalve ehmmated the embarrassment of a post-race \eardown. Reg says. "The two Rob North GP racers were really good, bu\ their effort 1n GP rac•ng was knocked down by all the TZ Yamahas The BMW was competitive against the 350s. but thenthe700sand750scamealong. I found that on certain shOfter tracks I could beat 80 per cent of them. bul 11 lacked horsepower at places like Daytona "Wh•le not especially suited to Oaytona, the B&S GP mach1n.es were eff&c!lve 1n regional road racing Their high point was a magnificent 1-2 victory at Summit Pomt. West Virg1n1a, 1n Ap11\ 1974 In the Open EKperl GP. Justus Taylor led home Kurt Liebmann, despite fracturing an •ntakevalve THE BMW BO)(ER TWINS BIBLE •/Ji.JS/ - - - - ' I f -- ; bablythefas testpushrod ; ; : ; ; ; ; : : : : theywerepro twins ever Pridmore was running 13 ~=~~;:~~=~~-~~~ ; : Although four-strokes appeared dead in AMA racing. Buller & Smith entered Liebmann and Pridmore on the F750 racers. in the 1975 Daytona 200 Now at the peak of their development. producing around 100 horsepower at the crank and running to 10.500rpm. but of 80.Gary field 30· thefinish saw inhim a good effort problems Fisher was drafted alongside Pridmore for therema1mng races of the 1g75AMA F750 season. and during 1975 G1et1 experimente d with monoshock rear suspension on Gary F1sher"s bike. In the final race for the F750 BMWs(at Laguna Seca), Fisher put the monoshock bike on the fron t row. dicing with Kenny Roberts for the lead during the race until the monoshock la1led. Pridmore also proved the F750 BMW"s potency by out accelerating the Yamaha 700s at Road Atlanta. Olten top !en lin1shers 1n AMA Nationals. and faster than the once-domin ant Harley V-twins. the B&S GP racers remain testimony to the magmhcent era when BMW in America was comm!l!ed to racing. against all odds. and when racing developmeflt trickled onto the production bikes R ACING /5$, /6$ AND /7$ R90S and R100S Production Racers The release ol the RgOS at the end of 1973 was fortuitous lor BMW. as 11 coincided with a move away from 750cc-based Production racing to 1000cc. Forthe Bot d"Or 24-Hour endurance race atleMans.23September1973.BMWprepareda factory R90S. Ridden by D3hne and Gary Green. this finished third, covering 3200km (19884m) Oahne. assisted by Helmut Bucher. also continued to develop his older R75/5 racer for Production events. With the Production TT capacity limit now 1000cc. they installed a new 900cc engine with l1ve-~;...~d gearbox and dual disc front end on the R75/5 chassis. "I always raced with the short wheelbase R75/5 chassis. even with the R90S engine. This was for weight and handling reasons I never had any stability problems.- says Dilhne In the 1974 Isle of Man 1000cc Production TT Butenuth also raced an R90S. This was a special 1000cc version developed by Paul Blum Butenuth came second at 97.7mph (1572km/h) and D3hne third at 97.0lmph (156.1km/h)_ Oiihne was also entered on a A50R and R75R 1n the 1974 Senior and Classic TTs. although his R90S was substantially faster. Dahne went to work for the Met zeler tyre company as race manager in May 1974, but continued a close assoc1at1on with the BMW factory The 1975 Producl1on TT was a 10-lap handicap race w11h two riders and D3hne teamed with Werner Dieringer. The Daytona Orange R90S jst1llintheshortchass1s)eng1neleaturedalarger sump: Krober electronic 1gn1t1on: titanium conrods; high compression pistons: larger valves: hotter cam: larger Dell'Orto carburettors: megaphone racing exhaust. and a close-ratio transmission After two Laps Dahnewas 1n the lead by a minute when he knocked a hole m1he r1ght-s1de cylinder head cover. causmg severe 011 loss and engine seizure. Dahne carried a spare rocker cover strapped to the side of the bike but the damage was already done . He hnished ninth 1n the Open Classic TT on the same bike later in the week. the first four-stroke home He averaged 99.67mph (160.36km/h)lor thes1x-lap race. and h1sbest lap of 101.89mph (163.94km/h) was the f1rst 100mphlap by a BMW at the Isle of Man. BMW also returned to the Sol d 'Or in 1975. Dahne teaming with Rene Guill to finish fourth this time determined not to suffer from the ground clearance problems of the previous year Special 10.s-1 Mahle pistons. with raised gudgeons and shorter conrods. 1rimmed 22mm or1 each side The crankshaft and flywheel were lightened by 2kg. and there were l1ghtei. thinner (10mm rather than 12mm) alloy pushrods enabling the engine 0.11me s 19, R90S racer rtr uned tl '1)orT na wlle<>/ba> Rl bur ~1, sutfcnldgnltlfJ<l ev anct 'fJ'C:>Vlem 'lflCet.1 by the 135 THE BMW BoxEA TwtNS BIBLE to rev safely to8000rpm. Diihnecommented that "The valve tram was very fragile. So I developed a two-part alloy push rod with a spacer 1n the middle. together with mushroom cam followers. It cured the valve spring b1eakage problems by absorbing some of the valve shock when the cam came very abruptly otf bottom dead centre. I also made a ma1or change to the valve gear by obtaining an unmach1ned crankcase off the production line. This was sleeved to allow the cam follower and push rod to line up straight because 1n the standard engine they're six degrees out of line, with the pushrod always being moved sideways. This was done rn ant1e1pat1on of the larger. 94mm, cylinders for the later R100." The powe1 of Oahne's R90S was 80~horsepower at 7000rpm. and the weight was 185kg A 1mm thicker top triple clamp tightened the handling for the bumpy TT course and, teamed with Butenuth. Dahne led the 10-lap 1976 Production TT from start to finish. averaging 98 .82mph (159km/h) Under the handicap system, they were credited Dur.ng 914, Pridmore rode me new RQ(JS le. some e inwo: r coast Producbon raclfl') Jrt yTw<Jl/VheelsJ 136 with filth - the first time the fastest finishers didn't win aTT 08hne's fastest lap of 102 52mph (164 .9Skm/h) remains the best ever lap of the Isle of Man by a push rod boxer twin_ Martyn Sharpe and Abe Alexander on another R90S hmshed second across the line. averaging 95 Smph (153.7km/h) but werecred1tedw1th 15'"overall. D3hnereturned to TT in 1977 with a boxer twin for the TTF1 race but retired after one lap ' The release of the R90Salso comcKled with the expansion in production. and production-based racing 1n America_ As Reg Pridmore and the Butler & Smith R75/5 were the most competitive combination m West Coast production racing during 1973, 11 was no surprise to see them on the leader board with the new R90Sduring 1974 Liebmann campaigned the production R90S on the East Coast. Gietl and Kern, wrth Todd Schuster assisting with fabrication, worked on the R90S, boosting the power output to around 90 horsepower. Although chassis specification had to remain basically stock. they used wider wheel rims with an offset to clear the driveshaft Pridmore found the R90S to be a forg1v1ng bike: "I used to ground the heads a lot but the handling was OK with some suspension changes, If you hit something down on another bike 11 would pick up the front end and usually throw you away. A lot of times the BMW gave warning signs of lifting. then 1t would come back. I didn't fall off them a lot." R ACING Pridmore was denied a win in at Laguna Sec a when an 1gn1tion wire broke, but made amends at Ontario where he finished so far in front of the Yoshimura Kawasakis of Yvon Duhamel and Steve Mclaughlin, they assumed they had won On the podium. Duhamel said to Pridmore: "What are you doing here? Didn't you crash?" Reg rates this victory as his most memorable on the R90S, andoneofthemostunforgett ableinh1scareer He continued to ride the production R90S (now Daytona Orange) during 1975, finishing fourth in the Daytona production race. But as production racing evolved in to Superbike racing in the US, sodidtheR90S Butler & Smith R90S and R100S Superbikes With the demise of compet1!1ve four-strokes 1n open class rac ing m the US. and a consequent massive drop in public interest, for 1976 the AMA created the Superb1ke series for racing motorcycles based on production models. The Superb1ke rules required the machines to look stock, even retaining a tail light, but underneath the street bodywork they were highly developed racers Udo G1etl was on the AMA Compet1t1on Board rules committee and instrumental in the creation of this series, coming the word 'Superbike • In that first year of Superb1ke, on!y Butler & Smith exploi ted the new Superb1ke regulations to the full. Initially, Superb1ke preparation was a sole East Coast (Norwood) pro1ect, but, ultimately, 11 became a comb ined effort by both racing arms of Butler & Smith. Team manager Udo G1etl, with Todd Schuster. Kenny Augustine, AMOL Prec1s1on and West Coast executives Helmut Kem and Matt Capri. worked tirelessly to crea te the R90S Superb1kes, arguably the most spectacular BMW racmgmotorcycleseverbuilt G1etl began preparing the R90S Superb1kes for the upcoming Daytona Superb1ke race in October 1975. He knew that. to compete wi th the Kawasa ki Zl, he wou ld need as much power as possible, with better handling . G1etl then went to extraordinary lengths to achieve it. gsmm forged Venoha pistons bumped the capacity to 1000cc and provided more than 12.6:1 compression Th ree differen t brands of piston ring were used a special L-sect1on top ring; Chevrolet middle nng. and a Perfect C ircle oil control ring As the engine had to revsafely to9200rpm, the gudgeon pins we re machined from Kl 1 heat-treated steel Inside thecylmder head were t1tan1um 46mm inlet and 39mm exhaust valves. Augustine flowed the cylinder heads. Schuster bored and worked the /5$, /6$ AND / 7$ 38mm Dell'Orto carburettors to 40mm, and the camshaftwasbySigErson(w1 th 12.8mmofmtake valve lift). The shorter Smith push rods were of 4130 steel and very thin steel valve li fters came from Germany. To increase cornering clearance the cylinder barrels were shortened and the conrods were 10mm shorter. German forged titanium (125mm instead of 135mm). The rocker covers were bevelled and fitted wrth steel skid plates. the crankshaft was rebalanced for higher rpm and included two holes for the conrod bearings and the counterweights were removed. As the BMW crankshaft was only supported at the ends. without a centre bearing. 11 was always prone to llexath1ghrpm G1etl fabricated an all-metal dry clutch and. while the close-ratio gearbox retained the stock BMW third. fourth and fifth gears. AMOL Precision made up closerf1rst and second gears Four coils fired the twin spark.plugs per cylinder. and all superfluous components (such as the electric start and air hlter box) were discarded Pridmore retained points 1gn1t1on while Fisher and McLaughlin's was electronic, and the large front-mounted 011 cooter came from an English MGB sports car. As stock mu filers were required by the regulations, these were gutted and fitted with a reverse-cone megaphone. designed by C.R Axtel for Harley XR750s. When they lined up at the inaugural Superb1ke race at Oaytona 1n March 1976, the Butler & Smith R90Ss produced 92 horsepower at !he clutch. During the season 1t was continually developed. eventually producing 102 horsepower at 8600rpm (with roller follower camshalts) G1etl also looked hard at the chassis regulations, stretching them to the hm1t A loophole indicated that the swingarm could be modified and the rear suspension relocated, and this 1s exactly what hed1d. Gietl reworked the swing arm to incorporate a single, semi-horizontal, Korn Fl racing car shock absorber. Udo said. "Earlier. Volker Beer provided an R90S with a bent frame from a crash and Schuster and I developed the monoshock wrth this bike. R1d1ng 11 gave me a better understanding and ultimately Jed to the 1976 Superb1kes." All this fabr+cat1on had to be done 1n secrecy. so the welding was done at the Norwood shop with the assistance of AMOL Precision. A spacer behind the gearbo11 shifted the engine forward 25mm. and upwards 10mm, and the eng•ne was also repos1t1oned Smm to the right, to allow clearance between the Michelin shck tire and dnveshaft. As gusset1ng and added stillness to the production lame was permitted, G1eU and Schuster added a pair of diagonal frame 137 members. connecting the steering head to the swingarm pivot This also enabled one ol the lower frame cradles lo be removed. the motor now hanging 1n the lrame. fac1litating quicker engine removal for serv1c1ng The stock BMW forks were reworked. strengthened with a huge alloY top triple clamp and braced The internal fork rubber bumper was replaced by a short bottoming spring. Front fork travel was limited to six inches. and rear suspension travel. five inches(w1th either suspension layout) W1derWM4andWM5 (1aterth1swasaTZ750WM6) 18-inch alloY wire -spoked wheels allowed wider '38 M1chehnshcktyres.w1ththerearlaced8mmtothe left tor even more clearance. Initially the brakes were still the stock ATE floating cahper type, with 260mm alum1mum discs. The overall weight was at the AMA regulation 370 pounds (168kg) All the testing was done in secrecy on the llow bench. dyno and illegal test rides . "One of these test ndes came at the cost al some skin in one of the crashes I had... says Udo.. "The b•kes didn't lee. fast compared to my heavily mod1hed strM>t bike but the dyno said otherwise Time moves quirkly when you are having this much fun. and soon •l was show time at Daytona.· R AC I NG / SS, /GS ANLt /7S Three R90S Superb1kes were prepared and G1etl's plan was to run two riders. Pridmore and Fisher. w1thonemachmeasaspare. But.at the last minute. Mclaughlin was dr<1fted m_ Peter Adams wanted a third rider. and Matt Capri convinced Adams and Kern to include Mclaughlin. As G1etl says: "wewere up to the hilt. Wearroved at Dayton a with three complete bikes. but very few spares. hardly even an elttra piston ring_ The West Coast guys also knew nothing of the monoshock until Oaytona I did this secretly. g1vmg the welders a six pack of beer to complete 1t. When Helmut Kern saw 11 he was !1v1d, and 11 caused a lot of friction in the team " As Udo left the twin shock mounts 1n place 1t was decided. as Pridmore was the number one rider, to leave his bike twm shock to allay any possible protest. Reg tells it slightly differently• "I didn't like the tension m the shorter rear spnng, and I couldn't make the dampmg keep up with the lack ol movement m the shock So I couldn't ride 11 and had Helmut Kern remount the twin shocks " Udo says ··we had a huge selection of springs. and Kern selected a heavier spring tor Reg, whole Steve and Gary used much softer ones " Unexpected hum1d1ty, and the high compression. resulted m 1gnol1on problems during practice. but the speed was 1mpress1ve and the bikes were reasonably fresh for the mam race Fisher was timed at 144 5mph (232.5km/ h) and all three riders quahhed for the final. Fisher was first, Pridmore second and Mclaughlin third In the first US Superb1ke National final on March 5, Fisher built-up a large lead until a fouled shift lever caused the transmission to pop out of gem He over-revved theengme. break mg a rocker ium two laps from the lm1sh Mclaughlin assumed the lead until Pridmore caught him. On the Imai lap. Pridmore led. but Mclaughlin dratted past across the lm1shmg lme to win by three inches Pridmore was 1mt1a!ty credited with victory, but the 139 TH E BMW B OX ER TWIN S BIBLE lvfcLdvghJ1r1 ceh.'brates with P 1Cimcxe dftar one of the t finishes 1r1 Daytona tusrory rCourtesy TwcWh<:?els,I 'fer l1r: hlfl9 ec?nd at went "8)11 )(18 PrKlmo )(l/Oµrovide81.,1Ww1rh ,, "111/v AMI ;per/J.~e l_"o Ct>arnoton>h1p photo finish equipment later proved Mclaughlin the winner. It was one of the closest race finishes ever at Daytona, and the race average was 99.Smph (160.57krnlh). So dominant were the BMWs that they made the rest of the field look second-rate At the next round at Lacoma. New Hampshire, the experimental alum1mumbraked1scs were problematic Mclaughlin missed a shift. over-revving and shearing the flywheel, while Fisher and Pridmore were beaten by Baldwin's Brembo-braked Moto Guzzi Le Mans Tw1n-p1ston Lockheed front callpers with Hurst-A1rheart steel discs graced on the front for LagunaSeca While Fisher retired with a broken 011 cooler leak. Pridmore and Mclaughlin diced for the lead. McLaughlin crashing spectacularly on the final lap. allowing Pridmore to win. Pridmore also went on to win the fourth and final race of the inaugural Superb1ke season at R1vers1de. a favourite track that he knew well. ensuring victory in the 1976 AMA Superb1ke Champ1onsh1p G1etl's book-keeping showed the racing season had cost Butler & Smith $250,000. but it ensured the sales success of the A90S m US. and forever changed the perception of Bt motorcycles. According to Udo Gietl. .. at I~ 13 racing bikes came out of the Butler & Sn Norwood shop during the 1970s." and, with the JOb done, Peter Adams decided to pull the plug the expensive program. Udo goes on to say. "Pt Adams had to come to terms with the expend it so termination ol the pro1ect was inevitable sad. and disturbing, part for me was all the rac equipment went to Compton on the West Co where it was destined to be sold." For rac machines, the R90S Superb1kes were extrerr reliable. with the same pistons that took first < second at Daytona still in the bikes at Laguna Se After Daytona, Cycle magazine nicknamed B&S bikes the "Bavarian Murder Weapons:· I the obsessive racing season came at a cost. 1 marriages of Pridmore, McLaughhn, Fisher, Gi Augustine and Schuster all ended. "This was • only part that wasn't a team effort!" says Udo Although Buller & Smith was no Ion( seriously involved in racing the R90S Superbi one machine was entered for the 1977 Dayto Superb1ke race. Monoshock rear suspens+ was banned by the AMA Superb1ke this ye and the Butler & Smith R90S was a Wt Coast entry coordinated by Helmut Kern. N( painted red AlOOS colours (but still an RQ( because thrs was the only homo!ogated mod£ Pridmore rode rt at Daytona. qualifying faste· McLaughlin rode Udo Gietl and Todd Schuster Bel Ray-sponsored R90S, while Pierce rode NorthChesterMotorcyclePartsentry. McLaugh, quahhed second, but his motor failed m the ra( and he didn't finish R ACING /5$, /6$ AND /7$ Pridmore finished fourth in the 1977 Day1ona Superb1ke race (behind Cook Ne1lson's Ducat• and the Kawasaki Zls of Wes Cooley and Dave Emde), but the d1flerencem trap speeds between Pndmore's 142mph (228.5km/h) and Cooley's 153 06mph (246.27km/h) signified the end of any official Butler & Smith involvement in Superbike racing. As Pndmoresa1d: "I wasn't too upset The new bike had d11ferent steering geometry and I thought the handling was much worse. making 11 harder to go inlo turns." G1etl and Schuster continued !heir involvement,ass1st1ng Ron Pierce to provide the Mclaugh\1n Daytona-winning bike (also now painted red), another victory at Loudon in June 1977. The San Jose bike {Fisher lt21) also gave BMW another AMASuperboke voctory. when Harry Klinzmann won at lacoma 1n 1978 For the 1978 season Goetl and Schuster {GS Performance) contmued developing their R90S Superboke Udo managed to persuade Peter Adams 1oprov1desomeass1stance. "Peter Adams was eio:tremely enlhus1ast1c about the racmg program. and also sympathetoc when o\ ended When asked to continue on a small scale on my own. he agreed to the use of the Norwood lac1hty, some parts. eio:cept1onal discounts and tome oil Without his support this last R90S pro1ect would never have happened " An mdependent team was tormed. w1thGoetl responsible for design and dnvetram; Schuste1 !or chassos. machining and fabrication. and Tom Cutter for assembly, maintenance and track support. In the hands of the already successful M1am1 rider John long, they almost provided BMW with their second AMA Superb1ke Champ1onsh1p Development saw the engine modolied to 1mpJOve rehab1hty With later RlOO crankcases, to reduce crankcasepressu1eloss. thebrealherled1ntoa foam-filled bo~ lhrough reed valves The 95mm Venoha pistons were lighter by 50-60 grams, 141 THE BMW BoxER Tw1Ns B1eLE enabling tighter clear;mces. and 1he 45mm inlet valves were from a Chrysler Hemi V8. Schuster lubricated 40mm smooth bore Oell'Orto carburettors and. 101 shorter tracks, G1etl installed a 36mm intake restrictor For improved intuke flow. thestockcurvedmtakemanifoldswerecut off and labncated slra1ght ones welded on at a different angle The 330-degree camshaft was by Crane. with double coil Crane springs. Smith pushrods and W1esmann steel tappets straight out of an aftermarket automotive catalogue Later in the season. G1etl fitted a set of Harley-Davidson XR750 l1ghtwe•ght roller tappets_ The Carillo conrods were nickel steel. still lOmm shorter than stock and. when combined with the steel and twin sparkpLugs per cylinder. the top plug fmng at 34 degrees BTOC and the lower plug at 32degrees. "Th1swusa setting I first tried onthi Butler & Smith Superb1kes, uod 11 worked," said G1et1. Other mod1l1cahons e"'tended to a heavliy milled flywheel. contributing to a reduction in engine weight to only 52kg. The transmission was a special reworked close-ratio set from BMW For the Loudon race after Daytona. Gietl built a second engine with roller cam followers and a chrome molybdenum steel camshaf; ground by Crane. The camshaft ran 1n needle beurings, and the 1gmt1on was replaced by Krober electronic magneto. The power was appro,..1mately 102-104-horsepowerat8700rpm, and the camshaft compressmn ratio and port sizes were altered for each track. as were the gear ratios and final drive ~~~I{,~"'.. . 1 ::: moved forward 15mm in the frame to improve weight d1stnbut1on, and two welded slruts connected the swingarm pivot to the steering head Extra plates also strengthened the steering head, and the head angle was decreased to 28.5 degrees (from31 degrees). Theswingarmwas extensively reinforced, and the twin Koni shock absorbers considerably re-worked. The wheels remained wire-spoked (a WM4 at the front and WMS on the rear, with Michelin slicks}. white the stock BMW 36mm fork included very soft springing and modified damping. After Daytona. to restrict fork travel under hard brak,ng. Gietl incorporated a mechanical ant1-d1ve with the twin Lockheed brakecalipers mounting on a floating alloy rocker arm pivoting from the front axle. Each rocker was linked ...<..- - -I C' . .. . by ballJo•nt and pushrod to the lower .____.._ fork crown. transmitting rotational torque to the lower crown. This setup allowed a Massachusetts dealer. but Long continued some dive during braking, but aided cornering to campaign 11 dunng 1979, finishing fourth at ground clearance. The twin front discs were Daytona, and ninth at Loudon Ex-AMA 250 champion Dave Emde also light-weight plasma-coated aluminium. or caststeel for shorter circuits_ Superbike regulations rodeoneoftheex-Butler& Smith R90Ssin BOTT. allowed a 20 per cen\ weight reduction from Sponsored by San Jose BMW. Emde was so stock, providing the Goell-Schuster BMW a fast in the wet at Loudon in 1981 that his team considerable weight advantage over the Suzuki also entered him m the Superb1ke race. Starting from the back of the grid Emde ran as high as and Kawasaki 1000s The GS Performance R90S handled third before finishing fourth. While that was the extremely well and was perlecUy balanced. At end of the BMW twin in AMA Superb1ke, Long Daytona. Long finished thord, out dragged to the continued to race the GS R90S until 1983, m the Battle of the Twins Grand Prox Class finish line by Reg Pridmore. now on a Kawasaki A second at Loudon, followed by fifth at Sears Australian Castrol Six-hour Point. retirement at Pocono and fourth at Laguna Production Race Seca, saw Long ending the season with a points tie for !he 1978 AMA Superbike Championship with Pridmore. Due to a starting infringement Production racing was ext1emely popular on at the second Loudon race, lowering their third Australia 1n the early 1970s. and the Castrol place to eleventh, Long was credited with second S•x-hour race for production motorcycles was overall. It was an astonishing achievement for the premier motorcycle racing event on the a privately entered pushrod twin to succeed so calendar. Broadcast nationally on live telev•s•on, well in a field of factory-prepared fours. Long the rules were slnctly administered. The race also won the Canadian Superb1ke Championship. was first run m 1970 and whole several R75/5s clinching •t with a win at Mosport. This last wereenteredmtheearlyyears, theyd1dn'tf1gure victory represented the end of an era An era prominently on lhetoghl 1.9kmcorcuot that favoured where the shaft-drive pushrod BMW twin was smaller and lighter motorcycles. However. 1n 1973 a real racing force, and could compete with the the BMW R75/5 surprised the held. Tony Hatton best the rest of the world could offer. At the end riding the six hours single-handedly woth only two Of 1978, the GS Performance R90S was sold to luelstopstofimshthird Schu:!~~;~~ri:;_\~::~~7~e ·--.l<.li Yigf: · 1:00 JoflnLong by Tom Cut:,,,,.- and Todd Schus:ert<l-/era'nehr.sh on the GS Perlormance R90S (Courtesy t.m Je' '" Even before the 1974 Castrol S1)(·hour race was run. 11 waspackedwothdrama. Theorgamsers decided to ban motorcycles with famngs. el1minat1ng the R90S. so the BMW distributors. Tom Byrne. entered nn R9016. Bryan Hindle and Clive Kmght crossed the hne first. covering 346-laps at an average speed of 112 22km/h (69 73mph). W•th another R9016 (Gary Thomas and Graham Karri) third. Unfortunately, BMW's victory was short-loved. as an exnminat1on by the scrutineers after the race resulted on both BMWs exclusion from the results The spacers on the front forks were from the R90S and, apparently incorrectly pos1t1oned. pre·load1ng the springs for more ground clearance As the factory manual was 1mprec1se. !hos fmdong was contenl•OUS. but R ACINI /5$, 16$ 1d1sputable. and the R9016s were ellcluded The bonus for BMW was that SO.OOO people watch1119 the race on TV saw the R90/6 cross 1he hnish Jmehrst A rule change allowed 1he R90$ to beeh91ble for the 1975 Castrol Sill-hour race. and this year Kenny Blake rode solo. fin1sh1ng second. No longer allowed to ride the Sill hours solo. Blake teamed with Hatton for the 1976 race and. again. finished second. The promise of the previous four years was finally realised 1n 1977. Taking ma1<1mum advantage of being able to run for more than two hours between fuel stops. the BMW RlOOS of Blake and Joe Eastmure set a new r::._e record. covering 355-laps in Siil hours Helmut Oahne and Tony Hatton finished fifth on a similar machine. Although not the fastest or bes! handling. the ultra-reliable R100Ss proved that. with a smooth rrd1ng technique. they were more than a match for the higher performance Kawasak1s or better handhng Oucat1s. Although Blake and Dave Burgess rode the RlOOS to fourth place 1n the 1978 Castrol S11l-hour race. they failed to qualify in the top fifteen and the future for the venerable boxer twin in this event looked ominous. The reality of beating the new wave of improved Japanese Superb1kes hit home. and for the 1979 Castrol Six-hour no oll1c1al BMWs were entered 145 APPENDIX TECHNICAL SPECIFICATIONS R5015 Year Bore(mm) Stroke(mm) Capac1ty(cc) Compression ratio 1970-73 67 70.6 '98 8.6:1 Overall length 2100mm (2450mm Wheelbase 1385mm (1435mm 1973) 1973) Weight including oil and fuel 2 10kg (205kg Top speed 1971) 157kmlh (98mph) Valve timing (2mm valve clearance, ;t 2.5-degrees) intake opening !ntakeclos1ng E•haust opening E•haust closmg Horsepower Leftcarburetor R1ghtcarburetor Ma1n1et Needle Jet Jet needle no Needle pos111on Idle Jet Sparkplugs lgnit1ontim1ng Po<ntsgap First gear Second gear Third gear Fourth gear F1f11hgear Final drive Overall width Seat height 146 TDC 40' ABDC 40° BBDC BOC 32 at 6400rpm Bing 1/26/113 Bmg 1126/114 135 2.68 46-234 3 35 Bosch W230T1 , Champion N7Y, Beru230/14/3A 9 deg BTDC 0.35-0.40mm 3.896:1 2.578:1 1.875:1 1.50:1 09:32 740mm 810mm Year Bore (mm) Capac1ty(c cJ Compression ratio Valve t1mmg (2mm valve clearance, :t 2.5-degrees) intake opening Intake closing Exhaust opening Exhaust closing Horsepower Leftcarburetor Right carburetor Main jet Needle jet Jet needle no Needle position Idle jet Sparkplugs lgmt1on t1ming Overall width Seat height Overall length R60t5 Stroke (mm) Points gap First gear Second gear Th1rdgear Fourth gear Fifithgear Final drive 1970-73 73.5 70.6 Wheelbase 599 9 .2:1 Weight including 01land fuel TDC 40" ABDC 40° BBDC BOC 40 at 6400rpm Bing 11261111 Bing 1/26/ 112 140 2.68 46-234 R75/5 Year Bore(mm) Stroke(mm) Capacity(cc) Compression ratio Valve timing (2mm valve c learance, :t 2.5-degrees) intake opening Intake closing Exhaust opening Exhaust closing Horsepower Leltcarburetor 2 40 1.875:1 11:37 740mm 810mm 2100mm (2450mm 1973) 1385mm (1435m m 1973) Top speed Bosch W230 T1. Champion N7Y. Beru230/14/3A 9 deg BTDC 0.35-0.40mm 3.896:1 2.578:1 2 10kg(205kg 1971) 167km/h (104mph} 1970-73 82 70.6 745 9.0:1 10" BTDC 50° ABDC 50BBDC 10° ATDC 50at6200rpm Bmg64/32/3 (64/3219 from TECHNICAL SPECIFICATIONS R1ghtcarburetor Ma1n1et Needle jet Jet needle no Needlepos1t1on ldle1et Sparkplugs lgmt1ont1ming Points gap First gear Second gear Third gear Fourth gear F1fithgear Finaldnve Overall width Seathe•ght Overall length We1ghtinclud1ng oil and fuel Top speed R60/6 Year Bore(mm) Stroke(mm) Capac1ty(cc) Compression ratio Valvet1m1ng{2mm valvec!earance, :t 2.5-degrees) intake opening Intake closing Exhaust opening Exhaust closing Horsepower Leftcarburetor R1ghtcarburetor Mainiet Needle1et Jet needle no Needlepos1t1on 1971) Bmg64/32/4 (64/32/10from 1971) 140(150from 1971) 2.73 (2.70) 46-241 44-950 BoschW200T30, CharnpionN7Y. Beru200/14/3A 9degBTOC 0.35-0.40mm 3.896:1 2.576:1 1.875:1 1.50:1 11:32 (10:321971) 740mm 810mm 2100mm (2450mm 1973) 1385mm (1435mm 1973) 210kg(205kg 1971) 175kmlh (110mph) 1974-76 73.5 70.6 599 9.2:1 Idle Jet Sparkplugs lgmt1onhming Points gap First gear Second gear Third gear Fourth gear Fifilhgear Final drive Overall width Seat height Overall length Wheelbase Weight including oil and fuel Top speed R75/6 Year Bore(mm) Stroke(mm) Capac1ty(cc) Compression ratio Valve t1m1ng (2mm valve clearance, ± 2.5-degrees) intake opening Intake closing Exhaust opening Exhaust closing Horsepower Leftcarburetor R1ghtcarburetor Ma1n1et TDC 40° ABDC 40" BBDC BOC 40at6400rpm Bing 1/26/111 (1126/123from 1976) Bing 1/26/112 (1126/124 1rom 1976) "o 2.68 Needle jet Jet needle no Needlepos1t1on Idle jet Sparkplugs lgnit1ont1mmg Points gap First gear Second gear Third gear Four1hgear 35 BoschW230T1. Champion N7Y, Beru230/14/3A 9deg BTOC 0 .35-0.40mm 4.40:1 2.66:1 2.07:1 1.67:1 1.50:1 11:37 740mm 610mm 2180mm 1435mm 210kg 167kmlh (104mph) 1974-76 82 70.6 9.0:1 10°BTOC so· ABOC 50BBDC 10° ATOC 50at6200rpm B1ng64/32/9 (64/32/13from 1976) B1ng64/32/10 (64/32/14from 1976) 135(145/rom 1976) 2.77 (2.66 from 1976) 46-241 3 4544-950 Bosch W200 T30, Champion N7Y, Beru200/14/3A 9deg BTDC 0.35-0.40mm 4 .40:1 2.86:1 2.07:1 1.67,1 F1f1thgear Final drive Overall width Seat height Overall length Wheelbase We1ghtmclud1ng oil and fuel Top speed 1.50.1 10:32 740mm 810mm 2180mm 1435mm Year Bore(mm) Stroke(mm) Capac1ty(cc) Compression ratio Valve timing (2mm valve clearance. :t2.5-degrees) intake opening Intake closing Exhaustopenmg Exhaust c losing Horsepower Leftcarburetor R1ghtcarburetor Mam1e1 Needle1et Jet needle no. Needle position ldle1et Sparkplugs 1974-76 90 70.6 898 9.01 lgn1t1ont1ming Points gap First gear Second gear Third gear Fourth gear F1fithgear Final drive Overall width Seat height Overall length Wheelbase We1ghtinclud1ng oil and fuel Top speed Year Bore(mm) Stroke(mm) Capac1ty(cc) Compression ratio 215kg 175kmlh{110mph) WBTOC SO ABDC SOBBDC 10 ATDC 60 at 6500rpm Bmg64/32/ 11 B1ng64/32/ 12 150 2.68 ' 4544-950 Bosch W200 T30. Champion N7Y, Beru 200/14/3A 9deg BTDC 0.35-0.40mm 440:1 2.86:1 2.07:1 1.671 1.50:1 740mm 810mm 2180mm 1435mm 215kg 188km/h (117mph) 1974-76 90 70.6 898 9.51 "' TH E BMW B ox.ER Tw•Ns 1970- 1995 B1eLe Valve t1m1ng (2mm valve clearance. ± 2 5-degrees) 1ntakeopemng Intake closing E:<haustopening E:<haust clos1ng Horsepower Leftcarburetor R1ghtcarburetor Mam1et Needleiet JetneedleflO Needle pos111on ldteiet Sparkplugs lgn1tlont1mmg Pomtsgap First gear Second gear Third gear Fourth gear Frfithgear Fmaldr1ve Overall width Seat height Overall length Wheelbase We1ghtinclud1ng 01landfuel Top speed Year Bore(mm) Stroke(mm) Capac1ty(cc) Compression ratio Valve timing (2mm valve clearance. ±2.5-degrees) mtakeopernng Intake closing E:<haustopen1ng Exhaust closing 148 10 BTDC 50" ABDC 50BBDC 10" ATOC 67 at 7000rpm Oell"Orto PHM38AD (PHM38BD from 1976) Del/"Orto PHM38AS {PHM388S from 1976) 155 260 3 60 Bosch W200 T30. Champion N7Y. Beru200/ 14/3A 9 deg BTOC 0.35-0.40mm 4.40:1 2.66:1 2.07:1 1.67:1 1.50:1 11 :33 740mm 810mm 2 180mm 1435mm 220kg 200kmlh (124m ph) 1977-60 73.5 70.6 599 9.2:1 Horsepower Leftcarburetor R1ghtcarburetor Main/et Needle jet Jet needle no Needle position ldle1et Sparkplugs Jgmt1ont1mmg Pomtsgap First gear Second gear Third gear Fourth gear Fiflthgear Finaldnve Overal!w1dth Seat height O verall!ength Wheelbase We1ghtmctud1ng oil and fuel Top speed R75/7 Year Bore (mm) Stroke (mm) Capac1ty(cc) Compression ratio Valve t1m1ng (2mm valve c learance, ±2.5-degrees) intake opening Intake closing E:<haust o pening E:<haustclos1ng Horsepower Leftcarburetor Rightcarburetor Mam jet TDC (6 BTDC from 1978) 40 ABOC (34 ABDC from 1976) 40 BBDC (34 BBDC from 1978) TDC {6 ATDC from Needle Jet Jet needle no. Needle pos1t1on Idle jet Sparkplugs 1978) 40a!6400rpm Bing 11261123 Bing 1/261124 1<0 2.68 46-234 2 " Bosch w200 T30, Champion N7Y, Beru 200/14/JA 9 deg BTOC 0.35-0.40mm 4.40:1 2.86:1 2.07: 1 1.67:1 1.50:1 11:37 746mm 8 10mm 2180mm 1465mm 215kg 167kmlh(104mph) l9mtiont1m1ng Points gap First gear Second gear Third gear Fourth gear Fil1thgear Final drive Overall width Seat height Overall length Wheelbase Weightmctud1ng oil and fuel Top speed R10017 Year Bore(mm) Stroke(mm) Capacity(cc) Compression ratio Valve timing (2mm valve clearance, ± 2.5-degrees) intake opening lntakeclosmg 1977-79 82 70.6 745 9.0:1 10° BTDC 50' ABDC 50 BBDC lO" ATDC 50 at 6200rpm Bing 64/32/ 11 (64/32/313from 1978) B1ng64/32/ 12 (64/ 32/ 314from 1978) 150 (145from 1978) 266 46-241 3 50 Bosch W200 T30, Champion N7Y. Exhaust opening Exhaust closing Horsepower Leltcarburetor R1ghtcarburetor Main1et Needle Jet Jet needle no. Needle position !dle1et Sparkplugs lgrnt1ont1ming Points gap First gear Second gear Third gear Fourth gear F1fithgear Final drive Overall width Seat height Overall length Beru200/1413A 9deg BTDC 035-0.40mm 4.40 1 2.86:1 2.07:1 1.67:1 1.50:1 10:32 746mm 810mm 2180mm 1465mm 215kg 177kml h (110mph) 1977-78 " 70.6 980 9.1:1 10 BTDC (16 BTDC from 1976) 50ABDC (44 ABDC from 1978) 50 BBDC (56 BBDC from 1978) 10 ATOC (4 ATDC from 1978) 60at6500rpm Bing64/32/19 81ng64/32/20 150 2 .66 46-241 3 50 Bosch W200 T30, Chamn'on N7Y. Beru200/ 1413A 9 deg BTDC 0.35-0.40mm 4.40:1 2.66:1 2.07:1 1.67:1 1.50:1 11:34 746mm 810mm 2180mm T ECHNICAL SPECIFICATIO NS Wheelbase We1ght1nclud1ng oil and fuel Top speed R Year Bore(mm) Stroke{mm) Capac1ty(cc) Compression ratio Valve timing (2mm valve clearance, ±2.5·degrees) int..ke opening Intake closing Eichaustopen1n9 Eichaustclosing Horsepower Leftcarburetor " Rightcarburetor Main jet Needle Jet Jet needle no. Needlepos1t1on ldle1et Sparkplugs lgnit1ont1m1ng Points gap First gear Second gear Third gear Fourth gear Fifithgear Final drive Overall width Seat height Overall length Wheelbase Weight including oil and fuel Top speed Year Bore(mm) Stroke(mm) Capac1ty{cc) Compression ratio 215kg 188km/h(117mph) Valve timing (2mm valve clearance. :i:2.5·degrees) intake opening Intake closing 1978-80 84.8 70.6 Eichaust opening 797 E)(haustclosing 9.2:1 Horsepower Leftcarburetor 16"BTDC 44°ABDC 56' ABDC 4°ATDC 55at 7000rpm Bing64/32/13 (64/321201 from 1976) B1ng64/32/14 (64/32f202from 1976) 145(135from 1978) 2.66 46-241 3 50 Bosch W200 T30, Champion N7Y, Beru 200/14/3A 9deg BTDC 0.35-0.40mm 4 .40:1 2.861 207:1 1.67:1 1.50:1 10:32 746mm 810mm 2180mm 1465mm 215kg 182km/h{113mph) 1977-80 94 70.6 960 9.51 {8.2:1 US) R1ghtcarburetor Ma1n1et Needle jet Jet needle no Needlepos1t100 Idle jet Sparkplugs lgmt1ont1ming Points gap First gear Second gear Third gear Fourth gear F1flthgear Final drive Overall width Seat height Overall length Wheelbase Weight including oil and fuel Top speed (124mph) R100RS Year Bore(mm) Stroke(mm) Capac1ty(cc) Compression ratio Valvetomong(2mm valve clearance. .t2.5-degrees) mtakeopening Intake closing E)(haust opening 10 BTDC{16 BTDC from 1978) 50ABDC(44 ABDC from 1978) 50 BBDC (56 BBDC from 1978) 10 ATDC (4 ATOC from 1976) 65 at 6600rpm (70at7250rpm) Bing94/40/103 (94/40/105from 1979) Bing94/40/104 (94/40/106 from 1979) 170 2.66 (2.68 from 1979) 46-341 3 45 Bosch W200 T30. Champion N7Y, Beru 200/ 14/3A 9 deg BTDC 0.35-0.40mm 4.40:1 2 .86:1 2.07:1 1.67:1 1.50:1 11:32 746mm 810mm 2160mm \465mm 220kg Over200km/h 1977-80 94 70.6 960 9.5:1 (8.2:1 US) 10 BTDC(16 BTOC from 1976) E)(haustclosing Horsepower Leftcarburetor R19htcarburetor Main1et Needle Jet Jet needle no Needlepos111on Idle jet Sparkplugs lgn1t1ont1ming Points gap First gear Second gear Third gear Fourth gear F1fithgear F1naldnve Overall width Seat height Overall length Wheelbase Weight including oil and fuel Top speed R100T Year Bore(mm) Stroke{mm) Capac1ty(cc) Compression ratio Valvetim1ng(2mm valve clearance. ± 2.5-degrees) intake opening Intake closing E)(haus! opening Eichaustclos1ng Horsepower left carburetor R1ghtcarburetor Main Jet Needle1et Jet needle no. Needle pos111on Idle Jet Sparkplugs 50ABDC(44 ABOC from 1978) 50 BBDC (56 BBDC from 1978) 10 ATDC (4 ATDC from1978) 70 at 7250rpm Bing94/40/105 Bing94/40/ 106 170 2.68 46-341 2 '5 Bosch W200 T30 Champion N7Y Beru 200/14/3A gdeg BTDC 0.35-0.40mm 4401 2.66:1 2.07:1 1.671 1.50:1 11.33 746mm 610mm 2180mm 1465mm 230kg Over200km/h (124mph) 1979-80 94 70.6 980 9.5 1 {8.2:1 US) 16 BTDC 44'ABDC 56 ABDC 4·ATDC 65 at 6600rpm Bing94/40/103 Bing94/40/104 170 266 46-341 2 45 Bosch W200 T30. '" THE BMW BoxER Tw1NS 1970- 1995 BieLE 19n1t1on 11mmg Pomlsgap F1rs19ear Second gear Third gear Fourth gear Fif1thgear Final drive Overall width Seathe19ht Overall length Wheelbase We1gh11nclud1ng oil and fuel Top speed R100RT Year Bore(mm) Stroke{mm) Capacit y(cc) Compression ratio Valve t1m1ng (2mm valve clearance, ± 2.5-degrees) intake openmg lntakeclosmg E)thaust opening E)thaustclos1ng Horsepower Left carburetor R1ghtcarburetor Main jet Needle1e1 Jet needle no Needle position ldte1et Sparkplugs tgn111ont1mm9 Points gap First gear Second gear Third gear Fourth gear Filithgear Final drive Overall width Seat height Overall length Wheelbase Weight including 011 and fuel 150 Champion N7Y. Beru200/14/3A 9deg BTOC 0.35-040mm 4.40:1 2.86:1 2.07:1 1.67:1 1.50:1 11:33 746mm 810mm 2130mm 1465mm 215kg 190kmlh{118mph) Top speed 190km/h(118mph) Year Bore(mm) Stroke(mm) Capac1ty(cc) Compression ratio Valve liming (2mm valve clearance, ±2.5-degrees) intake opening Intake closing Exhaustopemn9 Exhaust closing Horsepower Leftcarburetor 1981-84 94 70.6 Rightcarburetor 1979-80 94 70.6 960 9 .5:1 (8.2:1 US) 16''BTOC 44°ABDC 56°ABDC 4°ATOC 70 at 7250rpm Bing94/40/105 Bing94/40/106 170 2.66 46-341 2 45 Bosch W200 T30, Champion N7Y. Beru200/14/3A g deg BTDC 0.35-0.40mm 4.40:1 2.86:1 2.07:1 1.67:1 1.50:1 11:33 746mm 810mm 2130mm 1465mm 234kg Main 1et Needle1et Jet needle no Needle position Idle Jet Sparkplugs lgnit1ont1rning Pomtsgap First gear Second gear Th1rdgear Fourth gear Fifithgear Final drive Overall width Seathe1gh! Overall length Wheelbase Weight including oil and fuel Top speed R100CS Year Bore(mm) Stroke(mm) Capac1ty(cc) Compression ratio Valve t1m1ng (2mm valve clearance. ~ 2.5-degrees) intake opening Intake closing Exhaust opening 960 8.2:1 16"8TOC 44°ABOC 56-ABDC 4'ATOC 67at7000rpm Bing94/40/111 (113 US models) 8ing94/40/112 (114 US models} 160 2.66 46-341 3(2) " BoschW6DC, Champion N7Y, Beru 14-60 6 deg BTOC Electronic lgmtion 4.40:1 2.86:1 2.07:1 1.67:1 1.50:1 11:33 746mm 810mm 2210mm 1465mm 225kg 190km/h (118mph} Exhaustctosmg Horsepower Leftcarburetor R1ghtcarburetor Mam1et Needle1et Jet needle no Needle pos1t1on Idle jet Sparkplugs Ignition timing Points gap First gear Second gear Third gear Fourth gear Filithgear Finaldnve Overall width Seat height Overall length Wheelbase Weight including oil and fuel Top speed R100RS Year Bore(mm) Stroke(mm) Capacity(cc) Compression ratio Valve timing (2mm valve clearance. ± 2.5-degrees) intake opening JntakecJosing E)thaust opening Exhaust closing Horsepower Leftcarburetor 1981-84 94 R1ghtcarburetor 70.6 960 9.5:1 16°BTOC 44°ABDC 56°ABOC Main jet Needle jet Jet needle no. Needle position Idle jet Sparkplugs 4ATOC 70at 7000rpm Bmg94/40/111 (113USmodels) 81ng94/40/112 (1 14 US models) 160 266 46-341 3(2) " BoschW5DC. Champion N6Y. Beru 14-50 6deg BTDC Electronic lgmt1on 4 .40:1 2.86:1 2.07:1 1.67:1 1.501 11:33 746mm 810mrn 2210rnm 1465rnm 220kg 200kmlh (124mph) 1981-84 94 70.6 960 9.5:1 16°8TOC 44°ABDC 56°A8DC 4°ATDC 70 at 7250rpm B1ng94/40/111 (113 US models) Bing94/40/112 (114 US models) 160 2.66 46-341 3(2) 45 Bosch WSDC, Champion N6Y. Beru 14-50 T ECHNICAL SPECIFICATION S Ignition timing Po•ntsgap First gear Second gear Third gear Fourth gear Fifithgear Final dnve Overall width Seat height Overall leng th Wheelbase Weightmcluding oil and fuel Too speed Year Bore(mm) Stroke(mm) Capacity{cc) Compression ratio Valvet1ming(2mm valve clearance, ± 2.5-degrees) intake opening Intake closing Exhaust opening Exhaust closing Horsepower Lef1carburetor Rightcarburetor Ma1n1et Needle Jet Jet needle no Needle pos1t1on Idle jet Sparkplugs lgnitionhmmg Points gap First gear Second gear Third gear Fourth gear Fif1thgear Final drive Overall width Seat height Overall length Wheelbase We1gh t includmg oil and fuel 6deg BTDC Electron1clgnition 4.40:1 2.86:1 2.07:1 1.50:1 11:33 746mm 810mm 2210mm 1465mm 230kg 190kmfh {118mph) Top speed 185kmlh(115mph) Year Bore(mm) Stroke(mm) Capacity(cc) Compress1onra1io Valve timing (2mm valve clearance, .±2.5-degrees) intake opening Intake closing Exhaust opening Exhaustclosmg Horsepower Leltcarburetor 1983-84 84.8 70.6 1981-84 " 70.6 980 9.5:1 16°BTDC 44"ABOC 56°ABOC 4°ATOC 70at7250rpm Bing94/40/111 {1 13 US models) Bing94/40/112 (114 US models) 160 46-341 3{2) 45 BoschW50C. Champion N6Y, Beru 14-50 6deg BTDC Electrornclgnit1on 4.40:1 2.86:1 2.07:1 1.50:1 11:33 810mm 2210mm 1465mm 245kg Rightcarburetor Main jet Needle Jet Needle position ldle1et Spark plugs lgnit1ont1mmg Points gap First gear Second gear Th1rdgear Fourth gear F1fithgear Final drive Overall width Seatherght Overall length Wheelbase Weight including ml and fuel Top speed Year Bore(mm) S1roke(mm) Capacity{cc) Compression ratio Valvet1ming(2mm valve clearance. .±2.5-degrees) mtakeopening Intake closing Exhaustopenmg 16°8TOC 44°ABOC 56°ABDC 4°ATDC 50at6500rpm Bmg64/32/305 (323 US) Bmg64/32/306 (324 US) 150 2.66 46-241 3 BoschW70C. Champion NlOY, Beru 14-70 6 deg BTDC Electronic lgn1t1on 4.40:1 2.86:1 2.07:1 1.67:1 1.50:1 11:37 746mm 2210mm 1465mm 235kg 161km/h(100mph) 1985-96 84.8 70.6 797 8.2:1 Exhaust closing Horsepower Leftcarburetor R1ghtcarburetor Main1et Needle jet Jet needle no Needle position Idle jet Sparkplugs lgrnt1ont1mmg Pomtsgap First gear Second gear Th1rdgear Fourth gear Fifithgear Final drive Overall width Seat height Overall length Wheelbase We1ghtincludmg oil and fuel Top speed Year Bore(mm) Stroke(mm) Capac1ty(cc) Compression ratio Valve 11mmg (2mm valve clearance. .± 2.5-degrees) 1ntakeopenmg Intake closing Exhaust opening Exhaust closing Horsepower Leflcarburetor R1ghtcarburetor Ma1n1et Needleiet Jet needle no Needleposrtion ldle1et Sparkplugs lgnit1on11mm9 Points gap First gear Second gear 50at6500rpm BingV64/32/353 BingV64/32/354 BoschW7DC. Champion N9YC . Beru 14-70U Ele<.:trornclgrnt1on 4.40:1 2.86:1 2.07.1 1-67:1 1.50:1 11:37 960mm 807mm 227kg 170km/h(106mph) 1985-95 84.8 797 8.2:1 50 at 6500rpm 81ngV64/32/353 BmgV64/32/354 BoschW70C. Champion NQYC. Beru 14-lDU Electronic Ignition 4.40:1 2.86:1 151 JI" THE BMW B OX ER TWIN S 1970 -1995 BIBLE Thordgear Fourth gear Fil1thgear 980 8.45:1 210kg Capac1ty(cc) Compression ra110 Valve timing (2mm valve clearance, ;1:2.5-degrees) intake opening Intake closing E"'haustopemng Exhaust closing Horsepower 178km/h(111mph) Leltcarburetor 1986-88 R1ghtcarburetor Mam jet Needle jet Bing V64/32/363 Bing V64/32/364 82 61.5 650 8.7:1 Jet needle no Needle pos1t1on Idle jet Sparkplugs 1.67:1 1-50:1 10:32 Fmaldnve Overall width aoomm Seat height 807mm Overall length Wheelbase Weightmctud1ng oil and fuel Top speed R65 Year Bore{mm) Stroke{mm) Capac1ty(cc) Compression ratio Valve timing (2mm valve clearance. ± 2.5-degrees) intake opening Intake closing EKhaust opening EKhaustclos1ng Horsepower Leflcarburetor R1ghtcarburetor Mam1et Needle1et Jet needle no Needle pos1t1on Jdle1et Sparkplugs Ignition timing Points gap First gear Second gear Th1rdgear Fourth gear F1fithgear Final drive Overall width Seat height Overall length Wheelbase Weight including 011andtuel Top speed Year Bore(mm) Stroke(mm) 152 48at7250rpm Bing V64/32/359 Bing V64132/360 BoschW7DC, Champion N9YC, Beru 14-7DU Ignition timing Points gap First gear Second gear Third gear Fourth gear Filithgear Final drive Overall width Seat height Overall length Wheelbase We1ght1ncluding oil and fuel Top speed 210kg 174km/h (108mph) 1987-93 94 70.6 Year Bore(mm) Stroke(mm) Capac1ty(cc) Compression ratio Valve timing (2mm valve clearance, ± 2.5-degrees) intake opening Intake closing EKhaustopening EKhaustclosing Horsepower Leftcarburetor Right carburetor Ma1n1et Needle1et Jet needle no. Needle position BoschW70C. Champion N9YC. Beru 14-7DU Ignition timing Pomtsgap First gear 60 at 6500rpm BoschW7DC, Champion N9YC, Beru 14-70U Electronic Ignition 4.40:1 2.86:1 2.071 1.67:1 1.50:1 11:33 800mm 807mm 2175mm 229kg 185kml h(115mph) RlOORT Electroniclgmt1on 4.40:1 2.86:1 2.07:1 1.67:1 1.50:1 11:37 800mm 807mm 2175mm 1447mm ldle1et Sparkplug s 1988-95 94 70.6 980 8.45:1 60 at 6500rpm B1ngV64132/363 Bing V64/32/364 Second gear Th ird gear Fourth gear Filithgear Final drive Overall width Seat height Overall length Wheelbase We1ght1ncludmg oil and fuel Top speed R100R Year Bore(mm) Stroke(mm) Capac1ty(cc) Compression ratio Valve timing (2mm valve clearance. ±2.5-degrees) mtakeopemng Intake closing EKhaust opening EKhaustclosmg Horsepower Leftcarburetor Rightcarburetor Mam jet Needle jet Jet needle no Needle pos1t1on Idle jet Spark plugs lgnitiont1mmg Points gap First gear Second gear Th1rdgear Fourth gear Fifithgear Final drive Overall width Seat height Overall length Wheelbase Electroniclgn1t1on 440:1 2.86:1 2.07:1 1.67:1 1.50:1 11:33 960mm 807mm 2175mm 1447mm 234kg 185km/h(115mph) 1992-95 94 70.6 980 8.5:1 60at6500rpm BmgV64/40/123 BmgV64/40/124 BoschW7DC. Champion N9YC. Beru 14-70U Electronic Ignition 4.40:1 2.86:1 2.07:1 1.67:1 1.50:1 11:34 1000mm BOOmm 2210mm 1495mm T ECHNICAL SPECIFICATIONS Weight including oil and fuel Top speed p Year Bore(mm) Stroke (mm) Capacity(cc) Compression ratio Valve timing (2mm valve clearance. ., 2.5-degrees) intake opening 218kg 181km/h (112mph) 1992-94 84.8 70.6 797 8.2:1 1ntakeclos1n9 Ew.haust opening Ew.haustclosing Horsepower leftcarburetor R1ghtcarburetor Main jet Needle jet Jet needle no Needlepos1t1on ldle1et Sparkplugs Points gap First gear Second gear Third gear Fourth gear F1fithgear Fmaldrive Overall width Seat height Overall length Wheelbase We1ghtinclud1ng oil and fuel Top speed 50at6500rpm Bing V64/32/349 BingV64/32/350 Bosch W7DC. Champion N9YC. Beru 14-7DU Electronic Ignition 4401 2.861 2.07:1 1.67:1 1 50:1 10:32 1000mm 800mm 2210mm 217kg 168km/h (104mph) lgm t1ont1ming _,prot_"f1Jn I Model 1 1970 11971 11973 !Total I R50J5 12053 11737 \1546 17865 I RS0/5 14116 16645 14730 122.121 16116 110.390 laa94 138,370 production1974modelyear f6ptoduclion1975modelyear A60/6US A60/6US A75/6 I I I I Dales 1197' 08/74-08/75 11575 08/74-07175 1593 08/74-08/75 11198 08174-08175 1984 08174-08t75 11802 08/74-09175 11376 08174-08175 lsn Lproouction1976model year A75/6 R75/6US 09/75-07176 R90S 09/75-07176 153 THE BMW BOKER TWINS 1970-1995 BIBLE '7productmn15 '11odelyear 7production1979 md1' Omodelyear R60/7(&T) 07/77-07/78 R60/ 7{&T) R60/7US 08/77-12/77 i--~-r~~t---+---t~+-.~ 08/77·05/78 R80/7{&N.T) 07/77-07/78 R100/7 US 07/77-07/78 509~ RS0/7 (&N.T) 08/77-03/78 07/77-07/78 419_ f----f----+---+--l31 08/77-12/77 Rl OORSUS 87 RlOORS-TUS 08/78 -07/ 80 RJQOg1dR80RT roduction1981-84modelvears RlOOCSUS 09/80-11/84 AlOOUS R100TIC(Pohce) , uuJRluJ roduClion1985-90 10.729 16.048 154 ~ 396 232~ ~ c--=~-lF~=-+~-+='--4= AlOORS RlOORSUS _ "' 5 19 A LSO FRO M V ELOC E PU BL I S HIN G - Custom1s1ng BMWs - does 1t work? This book. the fors! ot its kmd solely devoted to the BMW custom bike scene. proves I hat 11 does' FeatUfes stunning images ol custom.$ed BMW singles, twms and lours from contnbutors around the globe. many complemented by owners' stories and tec:hrneal descrip!>ons Hardback • 25~25em • £19.99' UK/$39.95' USA • 126 pages • 270colour and b&w pictures To ORDER, OR FOR MORE INFORMATION ON ANY OF THESE TITLES, PLEASE VISIT OUR WEBSITE WWW.VELOCE.CO.UK CALL +44 (0)1305 260068 , OR E-MAIL S AL ES@ VEL OCE.CO.UK p, E U8Jf• l '55 ALSO FROM VELOCE PUBLISHING - Showcasing fanta sti c cu stom BMW caft'l racers from all over the globe, from the old to the new, thts book presents them 1n all their innovative glory. Featuring owner's stories and technica l descriptions. BMW Caft'l Racers 1s a book guaranteed to interes t BMW fans and members of the caft'l racer scene alike - see the ·caft'ld' side of BMW ISBN: 978-1-845845-29-2 Hardback • 25 x25cm • t25 " UK/$39.95" USA • 128 pages • 205 colour pictures To ORDE , OR FOR MORE INFORMATIO N ON ANY OF THESE TITLES, PLEASE VISIT OUR WEBSI E WWW.VELOCE.CO.UK C L +44 (0)1305 260068, OR E-MAIL SALES@VELOCE.CO.UK 156 E & p I<. ALSO FROM VELOCE PUBLISHING - From the old to the modem. from honzontal-smgles to mime sixes, !his bool< covers the evolu tion the cafe racers based on Italian motorcycles ISBN 978·1·845847-49-4 Hardback• 24.8x24.8cm • 1::25· UK/$39_95· USA • 128 pages• 321 colour pictures To ORDER, OR FOR MORE INFORMATION ON ANY OF THESE TITLES, PLEASE VISIT OUR WEBSIT' WWW.VELOCE.CO.UK CALL +44 (0)1305 260068, OR E-M AIL SALES@VELOCE.CO . UK •pR SUi JE( r I HUH - ~E & PAc;I< IN( rxTRA '57 A LSO FROM V ELOCE PUBLISHING - The first book to solely cover the evolution of the Japanese cruise r into metri c custom. Japanese Custom Motorcycles is an insight into the growing trend of customising metnc bikes into chopper, bobber et al, et al - be they high-end bikes. garage built beauties. or more recent Japanese cruisers. Superbly illustrated with e)(amples from all over the world, and featuring owner's stories and technical descnpt1ons. this book is guaranteed to interest metnc bike fans and members of the custom scene ahke - see the 'custom' side of Japanese motorcycles ISBN: 978-1-845845-30-8 Hardback • 25)(25cm • £25" UK/$39.95" USA • 128 pages • 275 colour pictures RO , 01 C 158 ~ORE IN 0 l-IE E ITlE PLEASE VISIT OUR WEBSITE WWW.VELOCE.CO.UK +44 (0}1305 260068, E- I SALES@VELOCE . CO.UK INDEX AAMRA 131 ACU 32 ADAC Winter Rally 7 Adams. Peter 128, 130, 139-141 Adler 13 AFN Production champ1onsh1p 131 AJS 15 Alexander.Abe 136 AMA 131, 132, 134, 137, 140-143 America 134, 136 AMOL Precision 128, 129, 132, 133, 137 Anderson. Fergus 126 Anderson, Tony 127 August ine, Kenny 137, 140 Austra lia 117, 143 Austral ianCastrolSiK-Hourrace 143 1'5 Axtel,C.R. 137 Baldwin. Mike 140 BatlleoltheTwins 143 BavananAircraftWorks(Bavanan Flugzeug-Werke) 6,7 Beer, Volker 128 Belgium 126 Berhn 7, 14, 16, 104, 111 Bieber, Franz 126 Blake.Kenny 145 Blum, Paul 135 BMW Flugmotoren-Gesellschaft 17 BMW Maschinenlabnk Spandau 17 BMW Motorrad GmbH 58. 73 Bold'Or 135 Bondy, Michael 128 BOnsch. Helmut Werner 15, 37 Branch, Jerry 130, 132 Brandenburg1sche Motorenwerke (Bramo) 17 Brenner. Horst 114 Bridgehampton 129, 131 BritishACU 127 BSA 131.132 Bucher. Helmut 135 Burgess, Dave 145 Butenuth. Hans-Otto 52.127.128, 135. 136 Butler & Smith 33. 128-134, 136-138, 140-142 Byrne, Tom 144 C&J 129 California 40, 59,60, 129-132 Canadian Superb1ke Championship 143 Cape Canaveral 128 Capri, Matt 130, 131, 137, 139 Compton 130, 140 Cooley, Wes 141 Cosut ti 74 Cutter, Tom 141, 143 Cyc le magazine 131, 140 Dachau 80 Diih ne. Helmut 38.52. 74, 127-129, 135, 136, 145 Dale, Dickie 126 Danv111e(Virginia)5-hourrace 128.129 Darv1ll, Peter 126 Daytona 131-134, 137-143 DaytonaBeach 52 Dearborn, Charles 128. 129. 131 Dickie, Tom 127 Diermger,Wemer 135 DKW 13 Douglas 7 Ducati 141, 145 Duhamel, Yvon 137 Duke.Geofl 126 Dumont. New Jersey 128 East Coast (USA) 131, 136. 137 Eastmure.Joe 145 Emde. Dave 141, 143 Enders, Klaus 13 Engelhardt.Ralf 13 England 7,46 Erson.S19 132 Europe 109. 126. 127, 129 European Championship 12 Falkenhausen,Alexandervon 12. 16, 126,127 Fisher. Gary 134, 138-141 Fitt1paldi, Emerson 47 Flink6 Floreffe 126 Florida 40,52,59. 60 Fokker 6 Ford 45 Frankfurt42 Fr1z, Max 6,7,15 Gall, Karl 12 Garm1sch -Partenk1rchen 7 General Motors 37 Garlinger. Karl 73 German Championships 126, 127 German Manufacturers 13 GermanMarket 108,111,112 Germany 7,8. 16, 111. 115, 128 Gevert. Klaus Volker 73 G1etl,Udo 128-133, 136-143 Grand Prix races 9 Green, Gary 135 Guilli,Aene 135 159 THE BMW BoxER TWI NS 1970 -1995 B1BL E Gutsche. RUdrger 22.25.37.38. 73 Hanfland 6 Harewood 128 Harley·Dav1dson 131 Hatton, Tony 143.145 Hellos 7 Henkel 15 Henne, Ernst 8. 126 Heydenreich. Richard 73 Hiller.Ernst 126 Hindle.Bryan 144 Hinsberg. Rene 114 Hockenheim 17 Honda 37, 127.128 Horex 13 Hussein.King 47 lmola200 127.128 International Six-Day Trial (I SDT) 22 lsleo!Man(TI) 11-12.52. 127,128. 135. 136 ltaly65,74 Uo.Fumm 126 Jardin. Ferdinand 16,37 Jordan47 Kairl.Graham 144 Kawasaki 37, 137.1 41 .143, 145 Kern. Helmut 128-131. 133. 136, 137, 139.140 Klinimann,Gary 141 Kmght.Clive 144 Koch, Hans 58 Koppen, Paul 126 Korea 128 Koima, End re 11 Krauser, 'Gigi" 31 Kreidler 15 Lacoma. New Hampshire 140, 141 LagunaSeca 134.137.1 40, 143 Laverda37 Le Mans 135 Lewis.John 126 Liebmann. Kurt 128-134.136 Liebmann, Oscar 132 Long.John 141.143 Loudon 141-143 Luti, Bob 29.37, 46. 52, 64 Marw1tz, Hans-Gunter von der 15, 16, 19,23,25,27.37, 45,58, 65.73 Massachusetts 143 MaudesTrophy 32 Maurer.Walter 80 160 McCandtess. Rex 15 McLaughlin. Steve 137.139-141 Meier. Georg "Schorsch" 11 Metzeler 135 Miami 141 Milan 74 Mitchell, Edward 128, 130 Mosport 143 MotoGuzzi 140 MUiier. Hardy 37 Mumch 6, 12. 16, 17. 31, 80 Mumch-M1lbertshofen 12 Muth , Hans A. 43. 45, 46. 58, 62. 64, 65. 73 MVAgusta 45, 126. 132 Nardo 74 NASA 128 Neckars ulm 86 Neilson, Cook 141 NewYork 128 North Chester Motorcyc le Parts 140 North , Rob 131 -133 Norton 15. 23. 127, 132 Norwood 137. 140, 141 Nuremburg 21 Oberw1e senfeld 6 Ontario 137 Ora nge Count y Raceway 131 O regon 40, 59, 60 O tto. G ustav 6 Pierce. Ron 140, 141 Pininfanna 65 Pocono 131, 143 Polanssubmarine 128 Po pp. Fran z- Joseph 6, 7 Porsche 15 Potter, John 128, 129 Pressley. Bob 144 Pri ce, Norman 126 Pridmore, Reg 130-134, 136. 139-141. 143 Probst, Martin 73 Rape lius, Ekkehard 73 Rapp Motor Works 6 Rapp, Karl 6 Reister. Dr Dietrich 58 Road At lanta 134 Roberts, Kenny 134 Rossteucher. Miles 130 RU c ker. Ctausvon 15 RuhrValley 45 San Jose BMW 141, 143 Sarfer1, Eberhard 73 Schleicher, Rudolf 7. 15 Schulenburg, Rudolf Graf von der 37. 73 Schuster. Todd 131, 136. 137. 140 -143 Sears Point 132. 143 Second World War 126 SemorTT 11,12 Sharpe, Martyn 136 Siemens & Halske 17 Simone, Fred 128 Six-Day Race 7 Spandau 16. 17, 36. 47. 104, 111 . 122 Spintler. Horst 58 Stolle. Martin 7 Stuck, Hans Joachim 47 Stuttgart 62. 65, 86 Summit Point , West Virginia 133 Surtees. John 126 Suzuki 133.143 Targa Florio 126 Taylor, Justus 129. 131, 133 Thomas, Gary 144 Treaty of Versailles 6 Triumph 127, 131, 132 Udet, Ernst 6 US (United States) 14, 23, 27. 29, 30, 32- 35, 38, 40. 46, 51, 55, 61 , 62, 65, 68, 70, 72, 73, 75, 77. 81, 82, 87, 88, 92. 93, 97, 100, 101 , 104-106, 108 , 110-112.117. 128, 131 , 137, 139 US Mannes 37 VanHauton. Bill 128 Virginia 131 Von Kuenheim 37 Wenn, George 130 West Coast (USA) 130, 131. 136, 137. 139. 140 West German Motorcycling Federation 32 West, Jock 12 Wilcke,Claus 31 Wirth. Gerd 37, 58 World Championships 13. 126 World War 16 WorldWarll 11.12,17 Wuppertal 45 Wurst.Wolfgang 37 WQrzburg 46 Yamaha 133, 134 Zamm 74 Zeller, Walter 126