BMW History

Two companies, Rapp Motorenwerke GmbH,
and Gustav Ott Flugmaschinenfabrik, combined on March 7, 1916,
to form BFW or Bayerische Flugzeuzwerke AG.
This was renamed Bayerische Motoren
Werke AG or B

Flink means “Flash” in German

avarian Motor Work the following year,
and produced aircraft engines up until the end of the WW I.

The first motorcycle by BMW was built at 76 Neulerchenfelder
Strasse in 1920-1922, powered by a three-port two-stroke
engine of 148cc with 53mm bore and 60mm stroke.
This bike was known as the Flink and looked much like
a bicycle with the engine mounted just ahead of the
foot peddles and the gas tank slung under the
seat-to-steering head bar.

The next step was the construction of the M2B15 engine, named the Bavarian Light Engine which was a horizontally opposed twin cylinder engine with a 68mm bore and 68mm stroke, and developed 6.5 horsepower at 2,800 rpm. From 1921 to 1923 this engine was sold to other German companies but became well known through use in BMW’s own Helios motorcycle in 1923. On this M2B15 model, the engine was installed fore and aft instead of transversely as today’s bikes.

Max Friz was the Chief Design Engineer starting with the company at its inception in 1916. Max designed the aircraft engines, the Flink cycle of 1920, then the M2B15
 
Helios. Max, being a normal

R 32 production line in 1923

engineer and not easily pleased
with things as-is, was
 not satisfied with Helios and introduced a new model at the
1932 Paris Motor Show, the BMW R32, which had the
engine mounted transverse with a cardan drive using a
three-speed transmission through a drive-shaft with
sealed lubrication. These became famous for the blue and
white paint. Continued development brought the introduction
of the pressed steel frame in 1929; the 1935 telescopic
fork replacing the short-pivot suspension; the 1936 tubular
frame; and, the 1938 introduction of the telescopic
rear suspension.

In 1955 the all-pivot frame of the BMW RS racing bike was taken over for production models.

 

The fun and exciting seventies - /5, /6 & /7

 

Starting with this historical perspective in 1970, all year model designations noted here are for USA bikes. Some other markets had M.Y. designations one year earlier i.e. USA R80GS, the first MY was designated as 1981, AG was designated as 1980.

 

 

1970. BMW introduced the “slash five” which was probably the most overall upgrade improvement of the BMW bike to date, including the boxer twin engine. These included the 500, 600 and 750 displacement R50/5, R60/5, R75/5. All engines had the same stroke, with different bores resulting in differing displacements. All had point ignitions. The 500 and 600 had Bing slide type carbs similar to the /2 models. The 750 had a new style Constant Velocity (CV) Bing which was a big technology step for its day. All had 4 speed transmissions, telescopic forks with a mechanical friction steering damper fitted, swing arm rear suspension, and drum brakes front and rear. All models had exactly the same chassis, gear boxes and rear drive units except the rear drives had different ratiosfor each displacement. So, the R50/5 weighed the same as the R75/5. The headlight nacelle had an integrated speedometer & tachometer unit and all bikes used an ignition switch “key” that looked like a nail.

While BMW was still building a 2 cylinder, drum braked, stogy, slow, odd looking bike that had a nail for an ignition key, Honda came out with their 4 cylinder, fast, smooth, disc brake equipped CB750. Triumph, BSA, Norton, and Ducati were building relatively fast, modern and beautiful bikes. Harley ruled the luxury touring market. Unfortunately, BMW was slow to respond to these new and growing markets. The /5 BMW’s really only appealed to older guys who preferred total reliability and function over excitement and technology, and who were rich because at that time an R75/5 cost almost as much as 2 CB750s! It took years after BMW began to build bikes that were really better than the rest of the bikes available worldwide to overcome their “old man” stereotype.

 

 

1971-1973: In late 1973 a /5 series with a longer swing arm to lengthen the wheelbase and improve poor hi speed handling was introduced as a 1973 ½ model.

1974 introduced the /6 series in 500, 600, 750 and 900 displacements. RXX/6 designations. They all had the longer wheel base of the 1973 ½ /5. The 750 and 900 had single disc front brakes and the CV carbs. The smaller bikes retained the drum brakes and slide style carbs. All models continued to share the same chassis, transmission and rear drives. The transmissions were updated 5 speeds. Modernized instrumentation included a separate tachometer / speedometer unit that mounted above the forks like modern motorcycles, and a real key for the ignition (were BMW’s being stolen?).

Also, in 1974 the R90S was introduced. It had dual disc front brakes, special heads, high compression and Delorto pumper carbs that increased its power and braking performance levels substantially over the R90/6. It also had a smaller alternator to increase the engine’s ability to rev faster and not explode at the then-heady rev limit of 7500rpm. It was also the first production motorcycle to be fitted with a fairing, a small bubble shaped item that included a dash with a clock and a volt meter. To celebrate Reg Pridmore’s win of the super bike race in Daytona (yes, BMW’s were actually competitive in road racing at one time!) the 1975 model R90S was released in a two tone orange and pearl white fogged paint job called Daytona Safety Orange to mimic Reg’s winning BMW.

 

 

1975-1976 offered no changes.

 

1977 began the /7 models in 750, 800 and 1000 cc displacements. All models were CV equipped, had disc front brakes and stronger frames than the /6. “S” models in the 1000cc only had dual disc front brakes and a single disc rear. They retained the R90S fairing on the R100S model.

1977 also introduced the R100RS which history has shown to be the beginning of the Sport/Touring market. It included the first frame mounted full coverage, wind tunnel designed fairing in motorcycle history. The fairing completely covered the rider’s legs and torso and the motorcycles handlebars were engulfed by it. It was the first motorcycle produced that combined the best handling of it’s day with wind and weather protection that would allow very high mileage, high speed riding in good comfort. It is in the opinion of many, including this author, to be the best sport touring fairing ever produced. The shape of the fairing also produced a down force at speed, further enhancing the high speed handling. The RS shared the R100S dual disc front brake/single disc rear. The R100S and RS had larger 40mm Bing CV carbs, bigger valves and higher compression to increase the power.

 

 

1978was a no-changes year.

 

The slash is slashed

 

 

1979 was the year that BMW discontinued the slash “/” designations. Models included the R80 and R100, R100S, RS and the new R100RT which was a “gentleman’s express” based heavily on the R100RS. The RT shared all the performance enhancing items of the RS, even the lower part of the fairing was identical, but the upper fairing size was substantially increased to include a larger and adjustable windshield and fairing upper to keep the rider completely out of the weather. The very low RS handlebar was replaced with a higher sit-up-and-beg bar. The RT was fitted with saddlebags as standard equipment. Also, the R65 was introduced. The R65 was the first models to have its own frame and was smaller and lighter than even the R50’s it replaced. It had the best handling chassis of any BMW built to that point. However, the engines were very underpowered.

 

1980 was a year spend by the German engineers finalizing the landmark bikes to come out the following year.

 

 

A new era

 

1981 was a landmark year for BMW. Butler and Smith was no longer the importer, moving to BMWNA which was controlled by BMWAG (Germany). The many improvements of the 1981 models also were now available at a lower price than the 1980 models. Boy, were the 1980 model owners happy about that! The now aging suspension was updated, frames strengthened, cast-iron cylinder liners were replaced with Nikasil plated aluminum, and electronic ignition replaced the points. High performance Brembo brakes replaced the old heavy and less powerful ATE swing calipers on the front wheels. The heavy flywheels were replaced with a stamped steel clutch carrier that reduced the rotating mass substantially to allow the engines to rev much more quickly. These changes were mandatory for BMW to stay in the motorcycle business because by 1980 the BMW motorcycles were slow, poor handling, expensive and frumpy compared to the existing Japanese and other European bikes. The 1981 was a so much better motorcycle than the prior models that the used BMW market crashed and older BMW’s were now available at Honda-esque prices.

The GS series was introduced in 1981 as an 800cc adventure touring bike. The R80G/S began the whole adventure touring market. The G/S had technology that forecasted the upcoming bike technologies. It had the first single side swingarm in BMW history, and the first production model in the world to have that.

 

1982 offered no changes.

 

 

1983 - 1984 showed little change. Although there were almost no differences between the 1981 and 1983/4 models, the 1983 celebrated the 60th anniversary of BMW motorcycles and special editions of the R100S, RS and RT models were produced and sold as 60th anniversary models. The RS and RT were pearl white and came with a certificate showing they were 60th anniversary models. They came with a special accessory package including a dual seat and a sport seat and a higher price tag. Then, in 1984, BMW said they were going to discontinue the R100 completely in 1985 with the then unannounced but produced K series. So BMW produced a “Last Edition” model RS and RT, with the same pearl paint and accessory package as the 60th anniversary model form 1983! The only difference was the stickers on the side covers of the bike: the 1983’s said “60th Anniversary”; the 1984’s said “Last Edition”. What was BMW thinking? Then, to top it off, in 1988, they re-introduced the R100RS and RT models. The RS was even, you guessed it, pearl white! The people who bought the ”Last Edition” models were enraged that they had paid extra for a last edition and then later BMW would introduce it again! Owners of Last Editions were given a BMW helmet to try to appease them, further adding insult to injury. It was an awkward time in the politics at BMW. BMW was aware that they needed to make a big change if they wanted to maintain a position in the motorcycle market. There were rumors that BMW would quit making bikes altogether and just build automobiles. The motorcycle division had been operating at a deficit and the cars were bearing the costs. Luckily for us all, the family that owns BMW said no; as along as there was a BMW, there would be motorcycles.

 

 

The K bikes are here

 

1985 was a significant year. To address this rapidly changing motorcycle market, the K series was designed. The designates Kompact drive, because the engine/transmission would be the structure for the motorcycle rather than a frame and engine setup. 1985 introduced the K100, K100RS and K100RT models. These bikes were engineering marvels of their day. Four cylinders, fuel injected, water cooled, 90 hp. They had state of the art brakes, big tires, and marvelous suspension. The standard K100 was the beginning of the hi-tech, hi performance naked bikes that are still the rage today. The RS and RT models continued to address the sport and luxury touring markets. The K100RS was voted bike of the year by most publications in 1985. BMW also improved the airheads in frame and suspension areas, but the R100 was no longer made. The R65 and R80 continued.

 

 

1986 brought the K75, a 3 cylinder version of the K100. It was substantially lighter and was the smoothest engine BMW has ever built. Although they made a respectable 75 HP, they were plagued with heavy engine parts resulting in slow throttle response. A K75 S model was introduced with BMW’s first real “Sport” suspension and it was a huge success.

 

 

1987 resulted in no changes.

 

ABS for motorcycles

 

1988 brought the “new” R100 models back as RT, RS and GS models. The GS once again predicted the upcoming changes to future models with a linked rear suspension called the paralever that reduced the rear end jacking of the standard drive shaft models. Also that year BMW introduced the K1, a 1000 cc 4v K engine powered sport bike with 100 HP and paralever rear suspension in fully enclosed bodywork with integrated saddlebags.

BMW introduced ABS to the motorcycling world in 1988, the first time a production bike was fitted with this technology, on the K100RS “Special Edition” and on the K1. This was a technological leap over a barrier that only cars and airplanes had up to then. BMW is still the only motorcycle manufacturer that offers ABS on every model they produce and has it as standard equipment on most models. The ABS (which later became known as ABS I as improvements were made in later years) was a very effective system, although by today’s standards would be considered slow to react and heavy. BMW has led the technology in ABS since then, and is still is the leader in that technology.

 

 

1989 was another different year of no changes.

 

 

4 valves are better than 2

 

1990 saw all 4 cylinder K engines with 4v, and 100 HP in RS and LT trims. The K100 4v was updated to a 4v 1100cc engine in RS and RT models, and the new LT luxury models. The LT had an electrically adjustable windshield and factory installed sound system. The 1100 models also had paralever rear suspension.

 

1991-1993 brought no changes.

 

1994 BMW introduced the R1100 models, starting the new twins and BMW's reentry into being motorcycling’s leader in technology. 1994 and later information will be covered in our next BMW history seminar: Part 2.