Classic BMW motorcycles have always been very popular among aficionados and collectors alike. Renowed primarily for their exceptional build quality and straightforward, but most effective design, classic Bimmers are also cherished for their timeless beauty and unmistakable German style.
For many, the end of the "classic" BMW era is seen as 1969, when the last /2 bikes with the famous Earles fork--a design dating back to the late 1940s--were replaced by the all-new /5 series.
To the casual observer, even the last BMW /2 bikes look very similar to the earlier post-war BMW twins, but they are much more user friendly, despite their kick-start-only feature.
The undisputed ruler of all those cycles is the legendary R69S, built from 1960 until 1969. Although it looked pretty much like a regular /2, the R69S was classified as a sports model, had much higher compression, revved higher, and boasted an unmatched 42hp from 590cc, the most horsepower from the biggest engine available from the Bavarians at the time. New it cost twice as much as most comparible motorcycles, more than a big Harley, and about as much as a Volkswagen Beetle. Some have called it the "finest motorcycle in the World."
Click on the above image for an XXL-sized view (776 x 567 pixels)
The R69S has been a favorite of mine for decades, ranking right after the Münch 4 and Vincent Black Shadow. For obvious reasons I wanted a genuine R69S that:
- still had its matching numbers engine,
- carried all of its factory original paint,
- had never been restored, and didn't need restoration,
- had spent all its life in California, and
- still carried its original California black license plate.
Oh . . . and I wanted to find it at a bargain price, of course!
Prices for classic BMWs have risen steeply, however. Around the time I got lucky, a nice R69S could already cost somewhere between $13K and $20K, serious money for most people, myself included.
Why did I get lucky? I'm persistent, always do my homework, search everywhere, every day, read ads very carefully, and ask lots of questions.
Most people would not have recognized this diamond in the rough when reading the truly awful eBay ad, with equally awful photos:
Because most people didn't bother to take a closer look, even less inquire, my high bid of $4,120.00 was enough to become the winning bidder of this auction. Though you may not realize it, this bike features every trait I've asked for (check my wish list again)! It's an all original, matching numbers California black license plate motorcycle that doesn't need restoration.
Yes, the engine needs to be completely done, a job that will cost in the neighborhood of five big ones, but you need to know that--unless it already has been performed--almost any /2 bike needs engine-out surgery to have the crankshaft removed, in order to clean the oil slingers. Over the years, the slingers eventually become clogged, at which point the engine will die from oil starvation, which is exactly what happened to this bike. Cleaning the slingers is factory scheduled maintenance, to be done every 45K miles, but since modern oils and more frequent oil changes can prevent the sins of the past to re-occur, it becomes a once-in-a-lifetime ordeal for most owners, ideally to be performed right after purchase of the bike.
Hence, for less than $10K and some elbow grease, I should have my "dream" R69S, featuring a fresh, matching numbers engine, fully documented. You simply can't buy such a bike for this kind of money, that's why I opened the door when opportunity knocked!
Click on any of the above images for a full-size view
Heading out to the desert city of Bakersfield early in July of 2007, the thermometer showed 107 degrees Fahrenheit when I hopped out of my truck. Turned out that Kerry, the seller, was a serious collector with about 30 motorcycles who--due to a planned move back to Florida--decided to part with quite a few of his bikes.
Kerry had bought my Bimmer 2 years earlier at a local swap meet from the original owner who parked the bike in his living room after the engine seized back in 1977, hoping to find a good used engine eventually. No such thing as "good used" R69S engines out there, even less so in the pre-Internet days, so the bike sat and sat, until the previous owner decided to part with it.
Click on any of the above images for a full-size view
Kerry initially planned on using parts of the bike on his restoration project, a Dover White R69S--a bike he has been working on for 5 years now--but upon realizing how nice and original it was, couldn't do it.
Incidentally, his bike features the lower European handlebars, solo saddle, and headlight-mounted mirrors I intend to find for my R69S. But here's a lesson to be learned: a full restoration always takes longer and costs more than expected. Been there, done that, more times than I care to remember!
Click on any of the above images for a full-size view
Once back in Ventura, I unloaded the bike, dusted it off, and had a closer look.
The pitted aftermarket mirrors went into the recycling bin, and since the bike never had the optional bar-end turn signals, it looked much cleaner already. The Schorsch Meier seat cover has a few rips, which doesn't matter to me, as I plan on mounting a solo seat anyway. Tires as well as pedal and handlebar rubbers are dry-rotted and cracked and need to be replaced. That's it. Everything else is nice.
Correct 2-rib valve covers, exclusive to the sports models, are undamaged; Bing carburetors carry 1/26/75 (left) and 1/26/76 (right) part numbers and are correct. The inside of the gas tank (always a good indicator) is just perfect; the black paint is still shiny after 43 years, with polished-through pinstriping to prove its originality. All the factory hardware is there, the marked, cad-plated German nuts and bolts are corrosion free, and even the painted metal zip-ties are still in place. Clearly, this is a completely unmolested original, protected by the dry California desert climate and caring owners. A virginal bike like this is every collector's dream; it certainly is my dream come true! All it took was a little patience.
Next, I'll do some more research, buy one or two good repair manuals, then start by removing the engine. Stay tuned.
Last edited on Sunday, July 25, 2007. To be continued.
