Matchless Reloaded X Oldsmotorcycles is Back - The noteworthy Matchless make which began in 1899 is ready to take on the world with new Italian proprietors and this, their first generation cruiser, 115 years after they initially began.
Matchless Reloaded X
You may have seen supermodel Kate Moss wearing a Matchless calfskin coat sat on the back of a set down Matchless exemplary bicycle in the course of the most recent two years? All things considered, Matchless is quick to demonstrate that not just are they now a top of the line garments line, yet they can likewise fabricate bikes consistent with the Matchless name.
The new Matchless Reloaded X is a current understanding of the fabulous Model X initially delivered over eighty years prior.
The new bicycle includes a motor from S&S with a monstrous 1916cc limit, and worked to Matchless plans. It likewise has its own particular remarkable styling including a petrol tank extremely reminiscent of the Brough Superior, a sprung seat, movable headlights to change the look of the bicycle, flexible seating position, and stools to change the styling, and quality subtle elements all through.
We went to the dispatch of the bicycle in Milan today, and seldom have we seen such quality enumerating. The chrome is radiant, the cowhide is thick and hand sewed and the completion is to the evaluation of a show bicycle.
Supreme's new Model X Reloaded revealed in Milan
Supreme say the bicycle is 'human estimated' and elements 16-inch wheels front and back, non-penetrated plates, and a tremendous 12-cylinder front caliper at the front!
The front suspension is one of a kind and echoes the style of the old Matchless bicycles.
Presently possessed by the Italian Malenotti family, the new proprietors are sharp that the name stays consistent with its history and have included the cutting edge relatives of the first Matchless family in the brand's restoration.
Scratch Kelleher, grandson of Matchless organizer Harry Collier said: "The Matchless group have possessed the capacity to catch the genuine substance of Matchless in the creation of the new bicycle. Through their blend of custom, innovation and polish that was key to the accomplishment of the Model X in 1929. My family is glad to see that the legend of Matchless is currently being remembered and imparted to another era."
Proprietor Franco Malenotti has already chipped away at such chronicled models as the Laverda Jota, Moto-Morini 500 and worked with everybody from Honda to Bimota. He by and by had an accumulation of more than 100 bicycles which was as of late sold to the Aprilia historical center.
Having been the main British producer, and the impetus for the once gigantic superpower that was AMC (Associated Motorcycle Company: Matchless, AJS, Sunbeam, Indian and Norton), Matchless viably stopped to exist in 1966 (they thought it was all over, and it was). Yet, the rights to the brand were obtained by the Malenotti family – of late Belstaff popularity – in 2012, and utilized on another dress line called Matchless London, oversaw by Michele Malenotti, in the soul of the first attire division of Matchless framed by the originator Henry Collier in the 1930s.
Furthermore, now the firm is moving from dress to bicycles, with the normal dispatch of its first new bicycle, the Model X Reloaded, a configuration motivated by the fanciful Model X initially worked more than 80 years prior. Reloaded has been composed by famous industry stalwart Franco Malenotti, alongside the Matchless configuration group.
Intended to encapsulate the a significant part of the soul and convention of Matchless, Malenotti even counseled the relatives of the first author to collect their endorsement for the new bicycle, which utilizes a 1916cc S&S engine at its heart.
Matchless Reloaded X Oldsmotorcycles is Back, While the styling is reminiscent of a former age, the configuration point of interest and specialized arrangements are definitely not. The nearer you look, the more the configuration qualities uncover themselves. The most clear of the extraordinary elements are the double controls, permitting the rider to have their feet immovably underneath them for energetic riding, or extended feet-to begin with, without expecting to make any changes. The seat unit can be climbed or down (from 740 to 800mm) to match peg decision to leg position, while the bars are likewise flexible for stature and edge. Pleasant touches incorporate the tank-mounted dials, smaller than expected safeguard for the "coasting" seat, underbelly raise stuns, and a 12-cylinder single front brake caliper.
We'll need to sit tight for the official revealing, anticipated that would be at Milan on November 6, at a sign of the cost and accessibility of the new Model X, yet we would anticipate that the bicycles will be accessible in 2015, and to be valued in accordance with other generally low-volume bicycles entering this a player in the business sector, putting the Reloaded some place north of £30,000.
Matchless Reloaded X Key highlights
Motor
American firm S&S will be supplying the 1916cc engine for Model X. The air-cooled V-twin will have pre-unit development with chain essential and last drives.
Brakes
Only a solitary plate up from, grasped by a Discacciati 12-cylinder caliper with constrained air-cooling. The back is additionally a solitary plate, this time with a 6-cylinder caliper by the same firm.
Outline
The material isn't specified in the spec, yet we'd expect the sectional edge to be of steel development, while the primary extension area additionally serves as an oil tank.
Seat
The single seat, and the suspended area it sits on, slides all over by 60mm, giving a seat stature of 740 to 800mm. There seems, by all accounts, to be no conceivable procurement for a pillion. Note the adorable underslung monoshock to add some ricochet to the roost.
Timekeepers
The substance of the vast focal bar-mounted binnacle isn't obvious in these pictures, however we'd expect this to be a simple Smiths-style unit, conceivably fusing a computerized readout. Four further dials are mounted on the highest point of the wide tank.
Controls
There is clear procurement for both feet-under, and feet-forward controls on Reloaded, each being for all time connected and obviously movable, in this manner giving the rider a moment decision between riding positions.
Suspension
The fork is a Castle sort unit, copying the first Model X. It's misty whether the springs will be unmistakable on the real bicycle, or it the cut-outs are only for illustrative purposes. The back suspension is 'draw sort' working two under-paunch stuns.
Wheels
The front tire is a fat 130/90 R16, while the back games a 200/55 R17, both running Borrani edges, and plainly pointed more at cruising than any pretentions of energy. The tire decision hasn't been unveiled, and there's no clue from the drawings.
The Facts
Incomparable Model X Reloaded
Motor: 1916cc, air-cooled V-twin
Outline: Steel monocoque, fundamental oil tank
Fork: Castle sort with safeguard
Back stun: Twin underbelly pull-framework stuns
Front wheel: 130/90 R16
Back wheel: 200/55 R17
Front brake: 12-cylinder caliper, single circle
Back brake: 6-cylinder caliper, single circle
Seat stature: 740-800mm
Matchless is one of the British motorcycle brand, motor produced in Plumstead, London. Matchless was founded by Charlie R Collier. His first production started in 1901. In 1931, Colliers acquired AJS (one brand of motorcycles). Many models Matchless and AJS exactly (such as AJS Matchless G9 vs. 20,in different colors. Red for Matchless, while the blue color for AJS). 1938, Matchless and AJS became part of Associated Motorcycles (AMC). In 1967 due to financial difficulties, Matchless not output again.
Matchless Antique Motor Tips
Matchless is one of the oldest marques of British motorcycles, manufactured in Plumstead, London, between 1899 and 1966. A wide range of models were produced under the Matchless name, ranging from small two-strokes to 750 cc four-stroke twins. Matchless had a long history of racing success; a Matchless ridden by Charlie Collier won the first single-cylinder race in the first Isle of Man TT in 1907.
In 1938, Matchless and AJS became part of Associated Motorcycles (AMC), both companies producing models under their own marques. During the amalgamations that occurred in the British motorcycle industry in the 1960s, the Matchless four-stroke twin was replaced with the Norton twin, ending a long history of independent production. By 1967, the Matchless singles had ceased production.
The first Matchless motorcycle was made in 1899, and production began in 1901. Matchless was the trading name of Collier & Sons, the father Henry Herbert Collier and his sons Charlie and Harry. The Matchless tank badge was a winged "M". Like many motorcycle manufacturers of the time, they had started as bicycle manufacturers. They produced a JAP V-twin powered bike in 1905, with one of the earliest swing-arm rear suspensions, coupled with leading-link front forks. Charlie won the inaugural TT singles race in 1907 at an average speed of 38.21 mph in a time of 4 hours 8 minutes 8 seconds. Harry did not finish in 1907, but won in 1909, and Charlie won again in 1910, bringing Matchless motorcycles to the attention of the public. Matchless made mostly singles, but they also made V-twins from 496 cc to 998 cc. They made their own engines from 1912 on.
At the 1912 Olympia Motor Cycle and Cycle Car show Matchless showed a V-twin powered cycle car, with two wheels at the front and a single drive wheel at the rear. Unusually the drive was by shaft and bevel gear. The frame was of pressed steel channel. It was priced at 100 guineas.
Matchless was not given a contract to make motorcycles for the army during the First World War. Peacetime production resumed in 1919, concentrating at first on V-twins for sidecar use, leaving singles until 1923. In 1926 Henry Collier died, and by 1928 Matchless was a limited company. In 1930 they launched a narrow-angle 400 cc V-twin called the Silver Arrow, designed by Charlie. The Silver Arrow, launched in 1929, was a side valve v-twin with 54 x 86mm dimensions and 394 cc. The two cylinders were set at 18 degrees within a single casting under a single head. The result looked odd, rather like a single that was too long, and with the exhaust emerging from the manifold at its right corner and the carburettor in the middle of the block on the left, the odd appearance was accentuated, and in 1930 they launched an (advanced for the time) 593 cc OHC V-four, the Silver Hawk. About 60 out of the 500 made survive, The Hawk was designed by youngest brother Bert, who was now active in the company, and he was responsible for design right up to the War.
1934 Morgan Super Sports with Matchless engine
In 1931 Matchless bought AJS from the Stevens brothers. Matchless bought Sunbeam in the late thirties, but Sunbeam was sold to BSA in 1943.
After that the only "true" AJS models, as far as AJS enthusiasts were concerned, were the racing 7Rs, Porcupines and the pre-war AJS Four. The shared models were considered by some AJS fans to be only badge engineered Matchless models. In 1935 the Matchless/AJS hairpin valve springs made their first appearance. Matchless supplied engines for the V-twin versions of the Morgan three-wheeler from 1933 until Morgan production was halted by the outbreak of World War II in 1939. From 1935 on they were Morgan's exclusive supplier of V-twin engines. A dozen surviving unused engines were still in storage at the Morgan works in 1946 and were used to build a final batch of V-Twin trikes for a Morgan dealer in Australia. Matchless also supplied engines after 1935 to 1940 to the Brough Superior works. These engines were made to the specifications of Brough Superior and are not identical to similar engines used in Matchless motorcycles. The Brough Superior engines used a fork and blade rod configuration, cams ground to different specification, and larger ports in the cylinders or heads.
AMC (1938–1966)
See also: AJS
Associated Motor Cycles (AMC) was formed in 1938, as a parent company for Matchless and AJS motorcycles. AMC later absorbed Francis-Barnett, James, and Norton. In 1941 Matchless motorcycles introduced telescopic front forks called "Teledraulic" forks, considered by some to be the first major innovation in front suspension in 25 years.
During the Second World War, Matchless manufactured 80,000 G3 and G3L models for the armed forces. By 1956 they had eight models in their line up, but the number had dwindled in 1965. The G3L was the first to feature the "Teledraulic" front forks.
Post-war landmarks start with the production of Matchless/AJS 350 cc and Matchless G80 500 cc singles, developed from the legendary war-time Matchless G3 produced for the army. Competition models of the singles were produced from 1948, which gave the company some memorable wins.
1949 Matchless G80S at auction in 2007
Matchless
1950 Matchless G80
1958 Matchless G50 500 cc Racer
In 1949 the first Matchless/AJS vertical twin, a 500 cc, was produced; later to be joined by 600 cc and 650 cc vertical twins in 1956 and 1959 respectively. On the racing front AMC were fielding the (supercharged) AJS Porcupine and the AJS 7R alongside the Matchless G50, a 500 cc variant of the 7R, and the 1951 Matchless G45 500 cc vertical twin. Even when supercharging was banned, Les Graham won the 1949 500 cc world championship on a normally aspirated Porcupine.
For 1952, the first Model G45 twin with its 7R style heads came into being, the engine still recognisably G9-based but housed in a 7R AJS-based frame. This time Derek Farrant won the Manx Grand Prix at 88.65 mph. AMC put the G45 into production and it was shown at Earls Court in November.
Matchless Antique Motor Tips
In 1953 there was a Clubman range of Matchless/AJS 350 cc and 500 cc singles, and the production model Matchless G45 500 twin became available. AMC withdrew from the world of works and one-off road racing at the end of the 1954 season, following the death of Ike Hatch, and facing fierce competition from the other European bikes. In 1958 the Matchless/AJS road bikes were joined by a 250 cc and in 1960 by a 350 cc for a lightweight series of singles.
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The Matchless G50 single-cylinder racer was made generally available for privateers in 1959, and competed against the Norton Manx. Though its 90.0 x 78.0 mm 50 bhp engine and top speed near 135 mph (217 km/h) were slightly down on the Manx, the lighter Matchless could take the day on tight and twisty circuits.
In 1960 Bert Hopwood resigned from AMC and went to Meriden. That same year AMC posted a profit of a little over £200,000, in comparison to BSA's £3.5 million. That was followed by a loss of £350,000 in 1961. With the closure of the Norton plant at Birmingham in 1962 and the merger of Norton and Matchless production, the future was beginning to look rather bleak. In the sixties, with sales declining AMC made the commercial decision to focus on the Norton twins and the Matchless/AJS singles but they were not to be successful and the factory ceased production shortly afterwards.
With the G15 line, AMC built on the merits of the G12 but there were numerous changes to frame, forks, swinging arm, primary chaincase, transmission, cycle parts and lubrication system. The P11 was the last line of bikes with bonds to AMC. It used a modified G85CS frame but there were stronger forks, completely new cycle parts (making some was rather costly), altered lubrication and modified primary chaincases, to mention a few.
The G15 series was offered as 3 brands: Matchless G15 comprising G15Mk2, G15CS and G15CSR; AJS Model 33 comprising M33Mk2, M33CS and M33CSR; and last not least Norton N15CS (no Norton-branded roadster made as it would compete against the Atlas). The G15 series was produced from 1963 to 1969. They were initially for export only, but by 1965 these models were available in UK and Europe too.
The Matchless G85CS used a 12:1 compression 500 cc with an improved bottom end, and a Norton gear-driven oil pump replacing the old reciprocating design that dated back to the 1920s.The revised bottom end was introduced for 1964 and is shared by 350/500 roadsters and the 500CS (G80CS and M18CS), the engine of which was later adapted to the G85CS. The new lubrication system helped lubricating the big end and piston as well as the top end on the high-performance singles. The G85CS was further tuned for 1966, and received a new piston providing a CR of 12.5:1. An Amal GP carburettor was standard fitting, making the bike difficult to start. Maximum power rose to 41 bhp @ 6,500 rpm.
Matchless/AJS built predictable handling, comfortable, well-made, reliable and economical motorcycles, for their day. Unfortunately such attributes were not enough to keep them in business. Continuing poor sales led to AMC becoming part of a new company, called Norton-Villiers in 1966.
Norton Villiers (1966–1973)
In 1966 Associated Motorcycles went bankrupt and was taken over by Manganese Bronze Holdings, who formed Norton-Villiers to oversee operations. At the time Norton was the only motorcycle marque in the company that was making money. There was a P11 series which comprised the following 4 models; P11 (1967), P11A (1968) and P11A Ranger (1968/69) and the P11 Ranger 750 (1969). It is believed that production of the G15 series was halted late in 1968 (model year '69) with unsold samples on offer through 1969. The P11 series carried on in production until the spring of 1969. The P11 was offered either as Norton or Matchless, but by heritage it is a Matchless bike.
Matchless Antique Motor Tips
Matchless G12 de Luxe uses parallel twin engine 646 cc 4 valves. Air-cooled (water cooled), the motor is able to issue a power of 35 HP at 6000 RPM. Her 4 speed transmission, and having a chain. Its chassis uses twin steel cradle, which is quite common in his day. Telescopic front suspension, while the rear is already using the twin shocks. His brakes both front and rear using a drum. With an empty weight of 180 kg, the motor is able to reach speeds of 161 km / hours
In Matchless G12 family, type CSR has greater compression ratio and higher power than type de Luxe. Top speed can reach 174 km / h. But his higher vibration that causes type de Luxe preferred. Besides, the combination of acceleration and top speed and low vibration, which makes value-added de Luxe higher than type CSR
Matchless customized work Bagus Setiawan's Because Ujang hooked touring and short riding. The most fundamental concept in this motor is the simplicity and traditional choppers types were put forward. "Almost 90% of home modifications workmanship body's work," proudly Good.
They both agreed hard frame design as the basic building to achieve the impression of the old school. Thus building synergies with Matchless engine which is indeed very classic.
Starting front, quasi chosen accordingly. Peyrides custom own quasi-style springers to support the front wheel diameter of 21 inches. The legs are deliberately baseball been fat for Matchless engine and chassis hardtail slim.
Using these thin wheels so little to bring the feel of a motor boardtrack 1930s. Moreover, the handlebars have also nuanced racing, short and very minimalist. Raise baseball clamp at the top as usual, but it leads to a tank, "added Indri wife.
In addition to aesthetic considerations, design raiser was also for the rider ergonomics. "Owners baseball too much and looked down when reaching the handlebars. Although not entirely comfortable but quite helpful, "
Their design chassis is fairly choppers rather long. The distance between the back bone, the center bone is made baseball back to the meeting. This means that long to cradle seat wheelbase single seater also slightly backwards.
If they choose the straight handlebars like that, to approach to reach the handlebars should certainly aided design that fits raiser. Broadly speaking, the aesthetics of the motor is fairly successful. Despite the long wheelbase and Matchless machines tend to be slim, the motor appears to be solid.
In the garage of his home, collected nine antique motorcycles of various kinds. Among these, C11 BSA 250cc 1955 which was purchased in 2007, Raleigh 250cc in 1922 was purchased in 2008, BSA M21 600cc, 350cc Norton ES2.
BSA Antique Motor Tips
The Birmingham Small Arms Company Limited (BSA) was a major British industrial combine, a group of businesses manufacturing military and sporting firearms; bicycles; motorcycles; cars; buses and bodies; steel; iron castings; hand, power, and machine tools; coal cleaning and handling plants; sintered metals; and hard chrome process.
At its peak, BSA was the largest motorcycle producer in the world. Loss of sales and poor investments in new products in the motorcycle division, which included Triumph Motorcycles, led to problems for the whole group.
A government-organised rescue operation in 1973 led to the takeover of remaining operations by what is now Manganese Bronze Holdings, then owners of Norton-Villiers, and over the following decade further closures and dispersals. The original company, The Birmingham Small Arms Company Limited, remains a subsidiary of Manganese Bronze but its name was changed in 1987.
Manganese Bronze continues to operate former BSA subsidiary Carbodies, now known as LTI Limited, manufacturers of London Taxicabs and formerly the largest wholly British-owned car manufacturer.Motors legendary respectively made in England. In addition to collecting motorcycles made in the UK, Adjie also have antique motor made in Germany. There Zundaap 50cc, BMW R25 / 3 250cc in 1955, which was purchased in 2009, and BMW 350cc.
One again, the Vespa Super 1964 classic motorcycles made in Italy is purchased, 2009. "There are still two frames being built is BMW R26 made in Germany in 1956 and 1960 Matchless G12 made in England," he said.
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Adjie admit, it took a winding road to have the motors are coveted by collectors. However, when the motor dream is at hand, there is the satisfaction that is hard to describe through words. "Half Crazy felt when successfully obtained the classic European motorcycles," he said.
Adjie, do not know the true causes which make love in the European motor. His hobby was unusual, so hard sense. He began to fall in love in 2008. At that time, he bought a BSA series C 11, 250 cc in 1955.
BSA Antique Motor Tips
BSA bought in the intact condition and letters complete. Shortly Adjie re-buy a BMW R25 / 3 250cc in 1955 is still shaped material or incomplete worth USD 4 million.
"It took two years to build and turn due to factors spare part. After spending a cost of approximately USD 30 million, the new motor can live and can be ridden," said the man who lived on Jl Komyos Sudarso, Perum II, Gg Goa VI it.
Motorcycle madness in Europe "frontal" and the guts that never shrink from the main capital Adjie buying and collecting motorcycles original europe. How not crazy, the condition of the engine are not live and spare parts are hard to buy, could Adjie face.
"Not everyone has the original European motor. Although capable, but if not bold and brave squat, the European motor will not be bought," he said.
Antique Motor Tips
How to buy a motorcycle Adjie Europe that there are two ways. The first purchase in cash or cash. For example, he once bought Norton in 2012 amounting to Rp 45 million. The second way that is in trade. In 2011, he traded one unit BMW R25 / 3 250cc in 1955 made in cash plus US $ 15 Million for Norton.
"Actually very difficult to determine the price of the old motor. Sometimes depending on the integrity or the original as well as the condition of a motor, the number of units produced factory and the amount still survive to this day, history or legend of a motor old and tastes of the hobbyist," he explained , that's he care antique motorcycle very well.
However, he added, the current price of a European or American old motorcycle with full original condition and healthy or street life, ranging from Rp 15 million up to billions of rupiah. Sensations and tremendous satisfaction is the perceived volatility emotionality Adjie when riding motorcycles Europe hers.
A sense of fun, free, proud to merge into one. "Proud because I have a means of transportation that have historical value and participate preserve historical items," he said.
BMW Antique Motorcycle
BMW's motorcycle history began in 1921 when the company commenced manufacturing engines for other companies. Motorcycle manufacturing now operates under the BMW Motorrad brand. BMW (Bayerische Motoren Werke AG) introduced the first motorcycle under its name, the R32, in 1923 to 1925.
Pre-1921 BMW began in 1916 as a reorganization of Rapp Motorenwerke, an aircraft engine manufacturer that began production before World War I. With the Armistice, the Treaty of Versailles banned the German air force and the manufacture of aircraft in Germany, so the company turned to making air brakes, industrial engines, agricultural machinery, toolboxes and office furniture and then to motorcycles and cars.
1921–1945
1920 Helios, made by Bayerische Flugzeugwerke with a BMW M2B15 engine
In 1921, BMW began manufacture of its M2B15 flat-twin engine. Designed by Max Friz for use as a portable industrial engine, the M2B15 was largely used by motorcycle manufacturers, notably Victoria of Nuremberg, and Bayerische Flugzeugwerke in their Helios motorcycle.Friz was also working on car engines.
BMW merged with Bayerische Flugzeugwerke in 1922, inheriting from them the Helios motorcycle and a small two-stroke motorized bicycle called the Flink. In 1923, BMW's first "across the frame" version of the boxer engine was designed by Friz. The R32 had a 486 cc (29.7 cubic inches) engine with 8.5 hp (6.3 kW) and a top speed of 95 to 100 km/h (59 to 62 mph).The engine and gearbox formed a bolt-up single unit. At a time when many motorcycle manufacturers used total-loss oiling systems, the new BMW engine featured a recirculating wet sump oiling system with a drip feed to roller bearings. This system was used by BMW until 1969, when they adopted the "high-pressure oil" system based on shell bearings and tight clearances, still in use today.
The R32 became the foundation for all future boxer-powered BMW motorcycles. BMW oriented the boxer engine with the cylinder heads projecting out on each side for cooling as did the earlier British ABC. Other motorcycle manufacturers, including Douglas and Harley-Davidson, aligned the cylinders with the frame, one cylinder facing towards the front wheel and the other towards the back wheel. The R32 also incorporated shaft drive. BMW has continued to use shaft drive on its motorcycles and did not produce a chain driven model until the introduction of the F650 in 1994.
BMW R2, a 200cc single-cylinder BMW motorcycle. The first single-cylinder BMW was the 1925 R39.
In 1925, BMW introduced the R39, a 250 cc single-cylinder motorcycle. It was not successful and was discontinued in 1927.In 1931, BMW introduced the single-cylinder shaft-driven R2,which, as a 200 cc motorcycle, could be operated in Germany without a motorcycle licence at that time.The R2 headed a series of single-cylinder BMW motorcycles, including the 400 cc R4 in 1932 and the 300 cc R3 in 1936.
BMW R12: the R12 and the R17 were the first production motorcycles with hydraulically damped telescopic forks
The BMW R12 and R17, both introduced in 1935, were the first production motorcycles with hydraulically damped telescopic forks.
In 1937, Ernst Henne rode a supercharged 500 cc (31 cubic inches) overhead camshaft BMW 173.88 mph (279.83 km/h), setting a world record that stood for 14 years.
BMW Sahara, Poland 1944
During World War II the Wehrmacht needed as many vehicles as it could get of all types and many other German companies were asked to build motorcycles. The R75 performed particularly well in the harsh operating environment of the North African Campaign. Motorcycles of every style had performed acceptably well in Europe but, in the desert, the protruding cylinders of the flat-twin engine performed better than other configurations which overheated in the sun. Shaft drives also performed better than chain-drives which were damaged by desert grit.
The U.S. Army took note of these advantages and asked Harley-Davidson, Indian and Delco to produce a motorcycle similar to the side-valve BMW R71. Harley-Davidson copied the BMW engine and transmission—simply converting metric measurements to inches—and produced the shaft-drive 750 cc (46 cubic inches) 1942 Harley-Davidson XA.
BMW Antique Motorcycle
1945–1955
Tank roundel with Serif typeface
BMW R35, built in East Germany after World War II
The first postwar West German BMW, the 1948 250 cc BMW R24 ready for sale
500 cc BMW R51/3
The end of World War II found BMW in ruins. Its plant outside of Munich was destroyed by Allied bombing. The Eisenach facility, while badly damaged, was not totally destroyed, and tooling and machinery had been stored safely nearby. Contrary to popular accounts, the facility was not dismantled by the Soviets as reparations and sent to the Soviet Union to be reassembled in Irbit to make IMZ-Ural motorcycles; the IMZ plant was supplied to the Soviets by BMW under license before the German invasion of the Soviet Union in June 1941. After the war, most of BMW's engineers were taken to the US or the Soviet Union to continue the work they had done on jet engines with BMW during the war.
The terms of Germany's surrender forbade BMW from manufacturing motorcycles. In 1947, when BMW received permission to restart motorcycle production from US authorities in Bavaria, BMW had to start from scratch. There were no plans, blueprints, or schematic drawings because they were all in Eisenach. Company engineers had to use surviving pre-war motorcycles to copy the bikes. The first post-war BMW motorcycle in Western Germany, a 250 cc R24, was produced in 1948. The R24 was reverse-engineered from the pre-war R23 with some improvements over the R23, and was the only postwar West German BMW without rear suspension. In 1949, BMW produced 9,200 units and by 1950 production surpassed 17,000 units.
1949 BMW R24
BMW boxer twins manufactured from 1950 to 1956 included the 500 cc models R51/2 and 24 hp (18 kW) R51/3, the 600 cc models 26 hp (19 kW) R67, 28 hp (21 kW) R67/2, and R67/3, and the sporting 35 hp (26 kW) 600 cc model R68. All these models came with plunger rear suspensions, telescopic front forks, and chromed, exposed drive shafts. Except for the R68, all these twins came with "bell-bottom" front fenders and front stands.
The situation was very different in Soviet-controlled Eastern Germany where BMW's sole motorcycle plant in Eisenach was producing R35 and a handful of R75 motorcycles for reparations. This resulted in one BMW motorcycle plant existing in Eisenach between 1945 and 1948 and two motorcycle companies existing between 1948 and 1952. One was a BMW in Munich in Western Germany (later the German Federal Republic) and the other in Soviet controlled Eisenach, Eastern Germany (later the German Democratic Republic), both using the BMW name. Eventually in 1952. after the Soviets ceded control of the plant to the East German Government, and following a trademark lawsuit, this plant was renamed EMW (Eisenacher Motoren Werke). Instead of BMW's blue-and-white roundel, EMW used a very similar red-and-white roundel as its logo. No motorcycles made in East Germany after World War II were manufactured under the authority of BMW in Munich as there was no need for an occupying power to gain such authority. BMW R35 motorcycles were produced in Eisenach until 1952, when they became EMW.
1955–1969
250cc R27, the last BMW shaft-driven single
As the 1950s progressed, motorcycle sales plummeted. In 1957, three of BMW's major German competitors went out of business. In 1954, BMW produced 30,000 motorcycles. By 1957, that number was less than 5,500.
1959 R50
In 1955, BMW began introducing a new range of motorcycles with Earles forks and enclosed drive shafts. These were the 26 hp (19 kW) 500 cc R50, the 30 hp (22 kW) 600 cc R60, and the 35 hp (26 kW) sporting 600 cc R69.
On June 8, 1959, John Penton rode a BMW R69 from New York to Los Angeles in 53 hours and 11 minutes, slashing over 24 hours from the previous record of 77 hours and 53 minutes set by Earl Robinson on a 45 cubic inch (740 cc) Harley-Davidson.
Although U.S. sales of BMW motorcycles were strong, BMW was in financial trouble. Through the combination of selling off its aircraft engine division and obtaining financing with the help of Herbert Quandt, BMW was able to survive. The turnaround was thanks in part to the increasing success of BMW's automotive division. Since the beginnings of its motorcycle manufacturing, BMW periodically introduced single-cylinder models. In 1967, BMW offered the last of these, the R27. Most of BMW's offerings were still designed to be used with sidecars. By this time sidecars were no longer a consideration of most riders; people were interested in sportier motorcycles.
The 26 hp (19 kW) R50/2, 30 hp (22 kW) R60/2, and 42 hp (31 kW) R69S marked the end of sidecar-capable BMWs. Of this era, the R69S remains the most desirable example of the dubbed "/2" ("slash-two") series because of significantly greater engine power than other models, among other features unique to this design.
For the 1968 and 1969 model years only, BMW exported into the United States three "US" models. These were the R50US, the R60US, and the R69US. On these motorcycles, there were no sidecar lugs attached to the frame and the front forks were telescopic forks, which were later used worldwide on the slash-5 series of 1970 through 1973. Earles-fork models were sold simultaneously in the United States as buyers had their choice of front suspensions.
1970–1982
BMW R75/5
In 1970, BMW introduced an entirely revamped product line of 500 cc, 600 cc and 750 cc displacement models, the R50/5, R60/5 and R75/5 respectively, which came with the "US" telescopic forks noted above. The engines were a complete redesign. The roller and ball-bearings in the bottom end had been replaced by shell-type journal bearings similar to those used in modern car engines.The camshaft, which had been at the top of the engine, was placed under the crankshaft, giving better ground clearance under the cylinders while retaining the low centre of gravity of the flat-twin layout. The new engine had an electric starter, although the traditional gearbox-mounted kick starter was retained. The styling of the first models included chrome-plated side panels and a restyled tank. The /5 series was given a longer rear swingarm, resulting in a longer wheelbase. This improved the handling and allowed a larger battery to be installed.
The /5 models were the first to be built at BMW's new motorcycle factory in Spandau, West Berlin.Motorcycle production had been relocated from the Milbertshofen factory in Munich to this factory, which had been built on the site earlier occupied by a Siemens aircraft engine factory.
The /5 models were short-lived, however, being replaced by another new product line in 1974. In that year the 500 cc model was deleted from the lineup and an even bigger 900 cc model was introduced, as was a five-speed gearbox, and improvements to the electrical system and frame geometry. These models were the R60/6, R75/6 and the R90/6. In 1973 a supersport model, the BMW R90S, was introduced. In 1975, the kick starter was finally eliminated.
BMW Antique Motorcycle
1994 BMW R100RT
In 1977, the product line moved on to the "/7" models. The R80/7 was added to the line. The R90 (898 cc) models, "/6" and R90S models were replaced by updated versions with a new 1,000 cc; engine, the R100/7, the R100S and the new super sport model the R100RS with a full fairing. This sleek model, designed through wind-tunnel testing, produced 70 hp (51 kW) and had a top speed of 200 km/h (124 mph). The R100RS had a shorter rear end ratio to overcome the higher wind resistance of the full fairing. Many period motorcycle tests in Germany (Das Motorrad) indicated it was actually slightly slower than the R100S with only 65 hp. In 1978, the R100RT was introduced into the lineup for the 1979 model year, as BMW's first "full-dress" tourer. The RS and RT fairings were very similar in appearance; however, the RS fairing was essentially a lightweight streamlining/protective shell and windscreen with no other functions, while the RT shell was heavier and had two "glove box" lockable compartments, ventilation louvres and an adjustable windscreen. The RT fairing was widely used for police motorcycles, with radio equipment in the fairing compartments.
In 1979, the R60 was replaced with the 650 cc R65, an entry-level motorcycle with 48 hp (36 kW) that had its very own frame design. Due to its smaller size and better geometrics, front and rear 18-inch (460 mm) wheels and a very light flywheel, was an incredibly well-handling bike that could easily keep up and even run away from its larger brothers when in proper hands on sinuous roads. BMW added a variant in 1982: the R65LS, a "sportier" model with a one-fourth fairing, double front disc brakes, stiffer suspension and different carburettors that added 5 hp (4 kW).
1983–2003
1986 BMW K100RS
BMW R1200C cruiser
1996–2004 BMW K1200RS
In early 1983, BMW introduced a 987 cc, in-line four-cylinder, water-cooled fuel injected engine to the European market, the K100. The K series comes with a simplified and distinctive rear suspension, a single-sided swingarm. (In 1985 the traditionally powered boxer R80RT touring bike received this monolever rear suspension system and in 1987 the R100RT received it).
In 1985, BMW introduced a 750 cc three-cylinder version, this one smoothed with another first, a counterbalance shaft.
In 1986, BMW introduced an electrically adjustable windshield on the K100LT.
In 1988, BMW introduced ABS on its motorcycles. ABS became standard on all BMW K models. In 1993 ABS was first introduced on BMW's boxer line on the R1100RS. It has since become available as an option on the rest of BMW's motorcycle range.
In 1989, BMW introduced its version of a full-fairing sport bike, the K1. It was based upon the K100 engine, but now with four valves per cylinder. Output was near 100 hp (75 kW).
In 1995, BMW ceased production of airhead 2-valve engines and moved its boxer-engined line completely over to the 4-valve oilhead system first introduced in 1993.
During this period, BMW introduced a number of motorcycles including:
R Series (airheads) - R65GS, R80GS, R100GS, and the R100gspd, which was marketed to celebrate the winning of the famous Paris to Dakar cross country race by a modified GS airhead BMW. This model is highly coveted by BMW collectors and long distance 'around the world' travelers because of its reliability and ease of maintenance and repair.
R Series (oilheads) - R850R/GS/C, R1100S/RS/RT/GS/S, R1150R/RS/RT/GS/S, R1200C
F Series - F650 Funduro, F650ST Strada, F650GS, F650GS Dakar, F650CS Scarver
K Series - K1, K100, K100RS, K100RT, K75, K75C, K75S, K75RT, K1100RS, K1100LT, K1200RS, K1200LT, K1200GT.
C1 enclosed scooter
The R1200C, produced from 1997 to 2004, was BMW Motorcycle's only entry into the Cruiser market. At the other end of the model lineup, the C1, produced from 2000 to 2002, was an enclosed scooter, the only scooter to be offered for sale by BMW.
Since 2004
K series
On 25 September 2004, BMW globally launched a radically redesigned K Series motorcycle, the K1200S, containing an all new in-line four-cylinder, liquid-cooled engine featuring 123 kW (165 hp).The K1200S was primarily designed as a Super Sport motorcycle, albeit larger and heavier than the closest Japanese competitors. Shortly after the launch of the K1200S, problems were discovered with the new power plant leading to a recall until the beginning of 2005, when corrective changes were put in place.
In the years after the launch of K1200S, BMW has also launched the K1200R naked roadster, and the K1200GT sport tourer, which started to appear in dealer showrooms in spring (March–June) 2006. All three new K-series motorcycles are based on the new in-line four-cylinder engine, with slightly varying degrees of power. In 2007, BMW added the K1200R Sport, a semi-faired sport touring version of the K1200R.
In October 2008, BMW launched three new 1,300 cc K-series models: the K1300R, K1300S and K1300GT. The K1300 models feature an increase in engine capacity of 136 cc, an increase in power to 175 hp (130 kW), newly styled fairings and a new exhaust system.
In 2011, BMW launched two six-cylinder, 1,600 cc, K1600GT and K1600GTL motorcycles, the former intended as a sport-tourer and the latter as a luxury touring model. The engine produces 160 hp (120 kW) and 129 lb·ft (175 N·m). They also offer adaptive headlights, traction control, ABS, tire pressure monitors, and a variety of sound systems.
R series
R1200GS
2015 BMW R1200RT
In 2005, bikes with the opposed-twin-cylinder "boxer" engine were also revamped. The new boxer displacement is 1,170 cc (71 cubic inches). The engine is more powerful, and all of the motorcycles that use it are lighter than their predecessors.
The first motorcycle to be launched with this updated engine was the R1200GS dual-purpose motorcycle. The R1200RT tourer and R1200ST sports tourer followed shortly behind. BMW then introduced the 175 kg (386 lb), 78 kW (105 hp) HP2 Enduro, and the 223 kg (492 lb), 100 hp (75 kW) R1200GS Adventure, each specifically targeting the off-road and adventure-touring motorcycle segment, respectively. In 2007, the HP2 Enduro was joined by the road-biased HP2 Megamoto fitted with smaller alloy wheels and street tyres.
In 2006, BMW launched the R1200R and the R1200S, which is rated at 81 kW (109 hp) @ 7,500 rpm.
In 2014, BMW introduced a completely new R1200RT with 125 hp (92 kW) at 7,750 rpm, 92 lb/ft (125 Nm) torque at 6,500 rpm, and a wet clutch.
In 2015 BMW introduced in the R1200RT keyless ignition and the "San Marino blue" color.
F series
F 800S
BMW has also paid attention to the F Series in 2006. It lowered the price on the existing F650GS and F650GS Dakar, and eliminated the F650CS Scarver to make room in the lineup for the all-new F800 Series. The new motorcycles are powered by a parallel twin engine, built by Rotax. They feature either a belt drive system, similar to the belt drive found on the now defunct F650CS, or chain drive. Initially, BMW launched two models of the new F800 Series, the F800S sport bike and the F800ST sport tourer; these were followed by F650GS and F800GS dual-purpose motorcycles, both of which use the 798 cc engine despite the different names.
G series
G650 Xchallenge enduro
In October 2006, following a nomenclature change, BMW announced the G series of offroad style motorcycles co-developed with Aprilia. These were equipped with an uprated single-cylinder water-cooled 652 cc fuel-injected engine producing 53 hp (40 kW), similar to the one fitted to the single-cylinder F650GS, and equipped with chain drive. Initially, there were three models in the series, all produced for BMW by Aprilia in their North Italian Scorzè Plant, each focused on a slightly different market:
G650 Xchallenge hard enduro featuring 21 inch front and 18 inch rear spoked wheels
G650 Xcountry scrambler / adventure sports featuring 19 inch front and 17 inch rear spoked wheels
G650 Xmoto street moto / supermoto featuring 17 inch cast alloy wheels.
The G450X, a hard-enduro was introduced in 2007, and discontinued in 2010.
At the end of 2010 BMW introduced the G650GS, an extensively facelifted and reworked version of the original F650GS.
HP2 Series
First was the 175 kg (386 lb), 105 hp (78 kW) HP2 Enduro, followed by the road-biased HP2 Megamoto fitted with smaller alloy wheels and street tyres in 2007.
In April 2007, BMW announced its return to competitive road racing, entering a factory team with a "Sport Boxer" version of the R1200S to four 24-hour endurance races.In 2008 they released this as the HP2 Sport.
S1000RR
Main article: BMW S1000RR
The S1000RR is a sport bike launched to compete in the 2009 Superbike World Championship. It is powered by a 999 cc (61 cu in) inline-four engine producing 193 bhp (144 kW).
Husqvarna acquisition
In 2007, BMW acquired Husqvarna Motorcycles, including its production facilities and staff, from Italian manufacturer MV Agusta.[30][31] On 31 January 2013, BMW announced that Pierer Industrie AG has bought Husqvarna for an undisclosed amount, which will not be revealed by either party in the future.
BMW Antique Motorcycle
Engine types
There are currently four lines of BMW motorcycles:
F & G series singles
F series twins
R series
K series
The series differ primarily in the class of engine that each uses.
F and G series singles
The F Series of single-cylinder BMW motorcycles was first launched in 1994, as the F650, and was built by Aprilia around a carbureted 650 cc four-stroke, four-valve, single piston engine, and chain drive. The mission for the F 650 was to provide an entry level BMW motorcycle. In 2000, the F650 was redesigned, now with fuel injection, and labeled the F650GS. An off-road focused F650 Dakar model was also launched that year. 2002 saw the addition of the F650CS 'Scarver' motorcycle to the line up. The Scarver was different from the F650GS variants in that it utilized a belt drive system opposed to a chain, had a much lower seat height, and was intended for on-road use. All F650 motorcycles produced from 2000 to 2007 used a 652 cc engine built in Austria by Rotax and were built by BMW in Berlin.
In late 2006, the G series of offroad biased bikes motorcycles was launched using the same 652 cc engine fitted to the F650GS, although that engine is no longer manufactured by Rotax. The latest version of the 652cc single engine fitted in the new G650GS is now produced in Berlin after 2 years production in Loncin, China.
In November 2007, the G450X sport enduro motorcycle was launched using a 450 cc single-cylinder engine. The G450X contained several technological improvements over the Japanese off road racing motorcycles but the most unique and significant was the use of a single pivot point for the drive sprocket and the swing arm. This unusual configuration allowed for a very tense drive chain with no slop and eliminated acceleration squat. The former benefit saves on chain and sprocket wear and the latter allows for a more consistent drive geometry and fully available rear suspension travel during heavy acceleration.
F series twins
In mid-2006, The F Series added two new motorcycles to the lineup, the F800S sports bike and F800ST sports tourer, both which use an 798 cc parallel-twin engine built by Rotax. Both motorcycles also feature a belt drive system similar to what was in use on the F650CS. In 2007 the single-cylinder F650GS was replaced with the twin-cylinder F800GS and F650GS models. The latter uses a de-tuned version of the 798 cc engine fitted to the F800GS, marking a departure from BMW's naming convention.
R series flat-twins
Four different BMW airhead and oilhead valve covers
1954 R68's two-fin valve cover
The R series are built around a horizontally opposed flat-twin (boxer) engine. As the engine is mounted with a longitudinal crankshaft, the cylinder heads protrude well beyond the sides of the frame. Originally, R series bikes had air-cooled heads but are now produced only with partial oil cooling or water cooling. The type of internal combustion engine cooling used across the various R series engines leads to the use of the distinguishing names airhead and oilhead.
Airheads
Airheads are BMW motorcycles with an air-cooled flat-twin engine that were built from 1923 to 1995. Most airheads made from 1969 to 1995 used the BMW 247 engine, although 248/1 engines were used on mid-sized R-series motorcycles from 1978 to 1993. Even high-performance motorcycles, such as the R90S used the 247 engine; and its successor, the R100RS, was fitted with an oil cooler.
Oilheads
An "Oilhead" is a name to describe BMW flat-twin motorcycle engines with partial oil-cooling, and to distinguish these engines from the earlier air-cooled "Airhead" models. The Oilhead's finned cylinders have conventional air-cooling, but the four-valve cylinder-heads are oil-cooled. Unlike earlier BMW boxers which had a single camshaft in the crankcase (variously above or below the crankshaft), the Oilhead has a camshaft in each head. (It is still technically an ohv engine rather than a true sohc unit, as the camshaft bears onto very short pushrods which operate valve rockers). In 2013, BMW introduced water-cooling to its boxer range.
Water-cooled boxer engines
From 2014, some BMW bikes have water-cooled-heads, but (like the oilheads), the new engines still use air-cooling for the cylinders. The inlets are now on top of the cylinder (not behind as before) and the exhausts are below (no longer in front).
R series singles
Between the introduction of the R39 in 1925 and the discontinuation of the R27 in 1967, BMW made motorcycles with single-cylinder engines. These were similar in design to their larger flat-twin motorcycles, including the use of shaft drive, but the engine was mounted vertically within the frame.
K series straight engines
The K series BMWs have water-cooled engines of three (K75), or four (K100, K1100, K1200, K1300), or six (K1600) cylinders. Up until 2004, all K series engines, whether three or four cylinders were that of the original "flying brick" layout, so called due to the external appearance of the engine. The layout of these original K engines is unique within motorcycling in that the engine is mounted lying on its side, with the crank on the right side of the bike and the cylinder heads and /valve gear on the left. This format had the advantage of allowing the drive system to have only one 90-degree translation within the final drive housing, potentially reducing drive train losses. All of the original format K engines were also mated to a dry automotive-type clutch. The uniform use of the traditional K engine ceased with the K1200 models in 2005, with a new 1200 series engine that was radically different from the flying brick in that it was a conventional transversely 55-degree slant-mounted four-cylinder engine coupled to a wet clutch and a unit construction gearbox. It was at this time also that the K bike shaft drive moved from the right side to the left. Despite this new engine, the traditional flying brick K engine continued in service with the giant K1200LT luxury touring bike until 2009, at which point the flying brick bowed out along with the K1200LT. This was the event that presaged the development of the ultimate K engine in terms of size and complexity, the six-cylinder K1600 series fitted to the K1600GT and GTL models.
Read More : How to Care Favorite Antique Motorcycle
BMW K100 motorcycle engine circa 1986
The first K-series production bike was the K100, which was introduced in the 1983. In 1988, BMW introduced the K1 which had the Bosch Motronic fuel injection system.
From 1985 to 1996, the K75 740 cc three-cylinder engine was produced.
In 1991, BMW increased the displacement of the K100 from 987 cc to 1,097 cc and the model designation became the K1100. The K1100LT was the first with the new engine displacement. In 1998 BMW increased the size again to 1,170 cc. This upgraded flat four engine appeared in the K1200RS. This engine continued in production for the K1200LT range, with a power boosting update in 2004, until the end of the LT production run.
The later K1200 engine is a 1,157 cc transverse inline-four, announced in 2003 and first seen in the 2005 K1200S. The new engine generates 123 kW (165 hp) and is tilted forwards 55 degrees. It is 43 cm (17 in) wide, giving the bikes a very low center of mass without reducing maximum lean angles.[36]
In October 2008, BMW announced the new K1300GT, K1300S and K1300R models, all of which feature a larger capacity 1293 cc engine producing up to 175 hp (130 kW). The new engine produces maximum power output 1,000 RPM lower than the previous engine, producing more torque due in part butterfly flap fitted in the exhaust.
In 2011, BMW launched the K1600 range—the K1600GT and K1600GTL—featuring a new 1,649 cc (100.6 cu in) straight-six engine, which is mounted transversely across the chassis.[37] The engine is angled forward by 50°. The engine was originally used on the Concept 6, a concept bike that was shown at the 2009 EICMA Milan Motor Show.[39] BMW claims that the engine at 560 mm (22 in) wide, just 67 mm (2.6 in) wider than the K1300 engine, is the narrowest six-cylinder engine ever produced. Cylinder bore is 72.0 mm (2.83 in) and the distance between cylinder centres 77 mm (3.0 in). The camshaft is hollow, with cam lobes pressed on, which saves around 2 lb (0.91 kg). The engine has electronic throttle control and multiple drive modes which can be set according to road conditions.
Model designation
BMW uses a three segment nomenclature for motorcycles. The first segment indicates the engine type, the second indicates the approximate engine displacement in cubic centimeters (with one notable exception - the F 650 GS, which has an engine displacement of 798cc), while the third indicates the class of motorcycle (e.g., sport, sport touring, dual-sport, etc.). The three segments are separated by blanks.
A similar 3 segment nomenclature is used for BMW automobiles. However, there is significantly less consistency across the range with respect to the second segment (engine displacement/100).
Engine type
R - air cooled, horizontally opposed ("boxer") 2 cylinder, water cooled after 2014
K - water cooled, inline 3, 4 or 6 cylinder
F - water cooled, vertical 1 cylinder (through 2006), vertical 2 cylinder (after 2006)
G - water cooled, vertical 1 cylinder
S - water cooled, inline 4 cylinder superbike
Engine displacement in cc
Current models: 1600, 1300, 1200, 1000, 900, 800, 650 and 450. Previous models included 850, 1100, and 1150.
Older model BMWs divide the approximate engine displacement by ten for the model number. For example, K75 = approx 750 cc.
BMW Antique Motorcycle
R1200RT-P authorities model
BMW Styling suffix designations:
C - Cruiser
CS - Classic Sport
G/S - Gelände/Strasse Off-road/Street
GS - Gelände Sport Off-road Sport (Enduro)
GT - Gran Turismo or Grand Touring
LS - Luxury Sport
LT - Luxus Tourer (Luxury Tourer)
R - Road or Roadster - typically naked
RR - Superbike/Racing
RS - Originally stood for Rennsport, but since 1976 has stood for Reisesport[45]
RT - Reise Tourer (Travel Tourer)
S - Sport
ST - Strasse (Street) or Sport Tourer
T - Touring
Additionally, a bike may have the following modifiers in its name:
A - ABS
L - luxury
P - police
C - custom
PD - Paris Dakar
Examples: K 1200 S, R 1200 RT, F 650 GS, R 1150 RSL, K 1200 LT, K 1200 LT-C, R 1200 RT-P, R 1200 RSA, S 1000 RR
Prior to the introduction of the K 100 series and the R 1100 series motorcycles, the letter prefix was always the same, and the numbers were either based on displacement, as mentioned above, or were just model numbers.
Technologies
Rear suspension
Single-sided rear suspension
The first BMW monolever suspensions appeared in 1980 on the then-new R80G/S range. It had a single universal joint immediately behind the engine/gear-box unit. This system was later included on updated versions of the K & R Series.
Paralever
Paralever is a further advance in BMW's single-sided rear suspension technology. It decouples torque reaction as the suspension compresses and extends, avoiding the tendency to squat under braking and reducing tyre chatter on the road surface. It was introduced in 1988 R 80 GS and R 100 GS motorcycles.
Revised, inverted Paralever on a R1200GS
In 2005, along with the introduction of the "hexhead", BMW inverted the Paralever and moved the torque arm from the bottom to the top of the drive shaft housing (photo right). This reduces underhang of components and tends to increase ground clearance in right lean.
The term "Paralever" is a portmanteau word from "Parallelogram" and "Lever". The "lever is the swinging arm; and the "parallelogram" is the shape between the four elements of the rear suspension (rear drive, drive shaft, transmission, and lower or upper brace). Other motorcycle manufacturers have patented similar designs, including Arturo Magni for MV Agusta and Moto Guzzi's Compact Reactive Shaft Drive.
Front suspension
Telescopic fork
In 1935, BMW fitted the first mass-produced hydraulically damped telescopic fork to its R12 and R17 motorcycles. BMW still uses telescopic forks today on its F-series, G-series, HP, and S1000RR motorcycles.
The R-series, which had used only the Telelever and the Duolever front suspensions for several years, has partly returned to telescopic forks in the 2015 model year with the introduction of the R 1200 R and R 1200 RS.
Earles fork
Earles fork on a BMW R60/2
Englishman Ernest Earles designed a unique triangulated fork that, unlike telescopic forks, resists the side-forces introduced by sidecars. BMW fitted the Earles fork to all its models for 14 years from 1955. In the event, this was the year that use of sidecars peaked and quickly fell off in most European markets (e.g. the UK) but the Earles fork system was well liked by solo riders too. It causes the front end of the motorcycle to rise under braking — the reverse of the action of a telescopic fork. The mechanical strength of this design sometimes proved to be a weakness to the rest of the motorcycle, since it transfers impact pressure to the frame where damage is more difficult and expensive to correct.
Telelever fork
BMW's Telelever front suspension on a R1150R
Developed by Saxon-Motodd in Britain in the early 1980s, the Telelever fork aims to improve handling stability during cornering and braking. The Telelever uses conventional telescopic forks, but the stanchions contain only lubricating oil. Springing and damping functions are dealt with by a monoshock attached to a "Telelever" wishbone. The wishbone pivots on the front of the engine block, and the wishbone's forward end is attached via a rose-joint to a brace connecting the fork sliders. As there is no lower triple clamp, the fork sliders are longer and lighter than on a conventional telescopic fork, and the greater slider/tube overlap reduces both torsional flex and unsprung weight.
The Telelever system's main benefit is that it separates the steering function from the braking and suspension functions Braking forces are taken back via the wishbone, thereby eliminating brake dive. During braking, the trail and castor angle (rake) increases instead of decreasing as with traditional telescopic forks.Some riders used to conventional forks reported that the Telelever can initially lack "feel", and that the absence of dive is initially disconcerting; but the R1100S BoxerCup Replika (a model with its own race series) shows that the Telelever fork provides responsive and predictable handling.
The term "Telelever" is a portmanteau word from "Telescopic fork" and "Lever"; the "lever" being the wishbone arm.
Duolever
The top of the Duolever suspension
In 2004, BMW announced the K1200S, incorporating a new front suspension based upon a design by Norman Hossack. BMW recognised this fact but paid Hossack no royalties. BMW named its new front suspension the Duolever. As of 2009, the Duolever is on the K1300S, K1300R and K1300GT.
The official BMW Motorrad explanation of the duolever is:
The Duolever front wheel suspension is kinematically regarded as a square joint, in which two trailing links made of forged steel are attached via rolling bearings to the frame. These trailing links, which visually resemble a conventional fork, guide the extremely torsionally rigid wheel carrier made of aluminium permanent mold casting. A central strut, which adjusts the suspension and damping, is linked to the lower of the two trailing links, and rests against the frame.
BMW Antique Motorcycle
A trapezoidal shear joint mounted to the control head and the wheel carrier is coupled with the handlebar. This shear joint transmits the steering movements. Thus, the Duolever design in contrast to the telefork does not need sliding and fixed tubes. At the same time, it decouples the steering as well as the damping more consistently than the proven telelever.
The advantage of this front wheel suspension on the motorcycle market at present is its torsional rigidity. The BMW Motorrad Duolever front wheel suspension is not influenced by negative forces in the same manner as a conventional telefork whose fixed and take-off tubes twist laterally as well as longitudinally during jounce/rebound and steering. Its two trailing links absorb the forces resulting from the jounce/rebound and keep the wheel carrier stable. Thus, any torsioning is excluded and the front wheel suspension is very precise. The steering commands of the rider are converted directly and the feedback from the front wheel is transparent in all driving conditions.
A kinematical anti-dive effect is additionally achieved, just as for the Telelever, due to the arrangement of the trailing link bearings. While a conventional telefork during strong braking manoeuvres jounces heavily or locks, the Duolever still has sufficient spring travel remaining in this situation and therefore the rider can still brake into the corner extremely late yet directionally stable.
The obstacle-avoidance manoeuvre of the front wheel when riding over uneven surfaces can be converted with the Duolever similar to the behaviour of a telefork. In connection with the low unsprung masses and the small breakaway forces of the system, this results in more sensitive and comfortable response characteristics.
DKW Antique Motorcycle- DKW (Dampf-Kraft-Wagen, English: steam-driven car) is a defunct German car and motorcycle marque. The company and brand is one of the predecessor entities to the modern day Audi company.
DKW Antique Motorcycle
In 1916, Danish engineer Jørgen Skafte Rasmussen founded a factory in Zschopau, Saxony, Germany, to produce steam fittings. That year he attempted to produce a steam-driven car, called the DKW.Although unsuccessful, he made a two-stroke toy engine in 1919, called Des Knaben Wunsch – "the boy's desire". He put a slightly modified version of this engine into a motorcycle and called it Das Kleine Wunder – "the little marvel". This was the beginning of the DKW brand: by the 1930s, DKW was the world's largest motorcycle manufacturer.
DKW Antique Motorcycle
In 1932, DKW merged with Audi, Horch and Wanderer to form Auto Union. After World War II, DKW moved to West Germany, with the original factory becoming MZ. Auto Union came under Daimler-Benz ownership in 1957 and was purchased by the Volkswagen Group in 1964. The last German-built DKW car was the F102, which ceased production in 1966. Its successor, the four-stroke F103, was marketed under the Audi brand, another Auto Union marque.
DKW-badged cars continued to be built under license in Brazil and Argentina until 1967 and 1969 respectively. The DKW trademark is currently owned by Auto Union GmbH, a wholly owned subsidiary of Audi AG which also owns the rights to other historical trademarks and intellectual property of the Auto Union combine. Antique Motorcycle
How to Care Favorite Antique Motorcycle
Many guidelines that we can use in such of the internet, articles in the print media ask directly to friends in the community of antique motor. It's just that we need to be more careful in antique motorcycle because apart from the age factor of the motorcycle itself, many parts of which are already rare antique motorcycle does not even exist in the market and that is what requires us to give extra care.
How to Care Favorite Antique Motorcycle :
1. Tyre
On the surface, classic motorcycle tires may look fine. However, because of his age senior lecturer, the tires still have to be checked. Tyre long this can not be a strong grip, especially on wet roads. Open up the tires to make sure the situation while cleaning the inside of the tire. If the tires have been injured in the parts in contact with the wheels or rusty, it helps you to replace the tire.
2. Bearing steering
Check the steering move it a few times. Feel carefully bearing movement. If the wheel is not moving smoothly, Comrade need to replace it with a new bearing. For bearing replacement is necessary routine, usually five years.
3. Chain and gear
Provision of special lubricants for chain and gear can erosion of the antique motorcycle chain. Chain tension is also noteworthy. Make sure the tension is appropriate or fitting. Maintenance and checking is done on a regular basis even though the motorcycle gentlemen rarely used.
How to Care Favorite Antique Motorcycle
4. Brakes
Check the thickness of the shoe (brake). Cables connected to the brake must also be checked. Routine cleaning and replace immediately if any components damaged by the brakes is the life of my friend on the street for example when touring. Brake fluid replaced also at least two - three years.
5. The front fork and handlebars
Two of these components must always be in top shape, is well connected. Clean and lube give regularly. For antique motorcycle, man can hand this treatment on a mechanical powerful in handling antique motorcycle and do this treatment at least every two years.
6. Body and fairing
Take care of the body and the fairing regularly and thoroughly. Herein is meticulous in question is to clean all parts of motorcycle up into the gaps Pedals and smallest parts. Should do the washing only when the motorcycle is in a state of extremely dirty.
How to Care Favorite Antique Motorcycle
This is done to avoid water in some parts of the motorcycle , especially rare antique motorcycle use. For routine maintenance, Comrade just need a good cleaning with special cleaners for metal parts and plastics. The plastic parts using a special cleaner for plastic surfaces as well as for metal and chrome surfaces can use a cleanser such as metal polish using a soft cloth. As for the hard to reach can use a brush or an old toothbrush with a little cooking oil.
Periodically check the overall condition of the engine, especially the ignition system.
Frequently check the wiring conductor of electricity over time will become brittle, resulting in the machine can not be turned on.
Replace the piston ring by new weak valves. It is useful to smooth valve that has a crusty so that gasoline can flow smoothly.
Check the legs of the motor and protect the paint with varnish / paint scratch-resistant.
And Perform maintenance on the motor antic overall it periodically.
Check the condition of Oil
Favorite Antique Motorcycle Care Tips
This engine oil is very important role to grease machine components, such as handlebar piston, piston and piston rings, crankshaft and valve or handlebar. If the presence of lubricating oil is already blackish in color or spasticity oil power is reduced, then it should be replaced. Change oil regularly and use in accordance with the manufacturer's recommendations.
Checks Battery Condition
Do not let water batteries past the maximum and minimum which consequently can accelerate damage to cells accu. Add battery in the morning.
Do not let the battery or batteries that have started to weaken, immediately replace it, not a good thing if you are still forced to use it. If forced through both positive and negative poles will be issued corrosion (white powder) which will spread to the main cables that connect the electrical current to the light channel, armature, or other parts.
If indeed you are experiencing this bike, an electric current is delivered imperfect batteries or batteries will cause damage to the components dynamo, contact the engine and switch lights. One thing to note if the battery is weak or incapable in start, do not force pushing the motorcycle to turn because it will only damage the transmission gear.
Check the chain and gears
Do not let the chain is too loose or too tight. Too loose can make the chain dislodged from gear, while too tight can lead to breaking the chain. Also check the condition of overdrive, if it is sharp immediately replace because otherwise the chain can suddenly dropped. The danger, when I'm speeding suddenly dropped the chain?
Check the coil cord and Spark Plugs
Note the presence of coil wire connecting the electric current to the spark plugs. Quickly replace the cable that looks are of age and a lot of visible cracks and hardening of the cable. Do not forget to note the presence of spark plugs because very vital for the smooth running of a vehicle engine.
Note Hose Gasoline
The fuel hose to the carburetor components also worthy of attention. Do not let the fuel hose condition occurs hardened or cracks, because the inside of the hose may be is not elastic and the resulting powder dirt that comes out of the hose carried over into the carburetor. In the end there will be clogging the supply of gasoline from the tank to the carburetor that it interferes with combustion system.
How to Care Favorite Antique Motorcycle
Heat Engineering longest 2 Minutes
Heat the machine before starting the motor, no need for long enough 1-2 minutes to allow oil circulation to lubricate all parts in the machine moving. Do not be too long because the heat will make the exhaust pipe yellowing than that you definitely do not want to waste your gasoline.
Check the tire pressure
Do not be too hard and also not less because it can be broken motorcycle tire.
Always use original spare part
Better a little expensive, but satisfied and durable than wear is not genuine, although cheap but but less endurance.
