The History of BMW Motorcycles
1960 to 1970
The 1960s. The 1960s are a slow-growth decade
for BMW Motorcycles. As it emerges from near economic extinction, a
temporary shift away from motorcycle manufacture allows the company to
aggressively build up its automobile offering. While BMW remains
low-profile in motorcycle racing, sales continue to rise based on an
impressive competitive track record and some timely innovations and
options.
1960. This is the year of the R 69 S ("S" for
"sport" model). Considered by many to be the "classic" BMW motorcycle, the
R 69 S is the fastest Boxer to date, achieving a top speed of 109 mph at
42 bhp / 7,000 rpm. It uses a gear-driven cam and has bearings
"everywhere". Also released this year is the R 27 single with its
rubber-mounted engine to cut down on vibrations. It will be the last
single until the F 650 Funduro, but it sells a healthy 15,000 units in its
seven-year production period. The R 50 S is another notable release as it
becomes BMW's highest revving 500 cc engine. However, its bark was worse
than its bite and the R 50 S never catches on, with sales at only 1,634
machines after three years.
1961. A big year for BMW, the R 69 S and
competitive racing. After setting a new world 24-hour record of 95.6 mph
wins at the Barcelona 24-Hour and Thruxton 500 Mile. The year concludes
with more record breaking at Montlhery in the 24-hour (109.34 mph) and
12-hour (109.24 mph) respectively. It's no wonder the R 69 S's reputation
earns BMW widespread acclaim. In this same year, BMW shifts from handmade
cars to assembly line models with the release of the BMW 1500. Another
"classic" in the BMW stable, the 1500 would pave the way for future BMW
automobile fame, and sales in the automobile category begin to skyrocket.
1962. Production on the Isetta grinds to a halt;
BMW now only builds "proper" cars.
1963. There isn't a lot of innovation happening
in this year, but shareholders in the company are happy nonetheless. For
the first time since WWII, BMW pays its stockholders a dividend based on a
profitable year. BMW is back on the road.
1964. The ground lost in motorcycle sports can
now be recouped in car sports: the BMW 1800TI wins 27 out of the 28 races
which it takes part.
1965. BMWTriebwerksbau GmbH in Allach, founded
in 1955, is sold.
1966. Production on the single-cylinder models
comes to a halt. The successful 02 series stimulates the car business.
1967. BMW sells its 250,000th bike since WWII.
And though the company itself is focusing more on the exploding automobile
market (up 133%), motorcycle manufacturing continues to hold its own, if a
little quietly (6,000 machines produced this year). No new models are
released from 1961-1969, but special United States export versions of the
R 60 and R 69 (called the R 60US and R 69US respectively) see BMW switch
back to telescoping forks from the Earles-type fork. This change would set
the standard for the Stroke 5 Series of 1969.
1968. With the six-cylinder coupes of the E9
Series, BMW can again preen its sporting image.
1969. Beginning with BMW moving its motorcycle
manufacturing operations to the Spandau suburb of Berlin, 1969 finds the
company rededicating its efforts in motorcycle innovation after nearly a
decade of relative silence. The Stoke 5 Series has a more modern
appearance, electric starters and car-like engineering. It is the first of
the light weight production 750 cc engines since 1941 and marks the most
dramatic change since the R 32 rolled out in 1923. The R 50/5, R 60/5 and
R 75/5 are all released with telescoping front forks. However, the boxer
engine is 'flipped' with the camshaft now below the crankshaft and the
pushrods banished to tubes on the side and below the engine. In 1969 BMW
finally begins to offer color options though initially only in the
conservative black, white and silver. Sidecar use is no longer authorized
on BMW models as the company begins to look to the future.
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