Specifications Bmw R60

8/12/2019 Specifications Bmw R60

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Specifications

1. Engine

The engine in the R 50/5, R60/5 and R 75/5 is an air-cooled, two-cylinder, four cycle

spark-ignition engine.The engine housingis designed as a one-piece tunnel housing, reinforced by internal

gussets it acco!odates the crankshaft and the ca!shaft.

The one-piece crankshaftis drop-forged steel. "reat rigidity is achie#ed by a!ply

di!ensioning the !ain $ournals which o#erlap the connecting rod bearing $ournals. The!ain and the connecting rod bearing surfaces are treated to ha#e a high surface hardness

and abrasion resistance.

The crankshaft runs in three-layer bearings, pressed into a die-forged alloy bearingretained in the front and into the crankcase in the rear. %areful dyna!ic balancing of the

crankshaft assures !ini!u! #ibration. The split connecting rods run on the crankpins

also in three-layer bearings. They are die-forged, with an &-profile. The e'pansion-type

connecting rod bolt is screwed directly into the connecting rod caps. (ocating pins assureinsert align!ent. The wrist pin runs in a bron)e bushing.

The camshaftis a case-hardened die casting, phosphated for better glide characteristic. &tis located below the crankshaft and runs directly in the engine housing in the rear and in a

flanged alu!inu! bearing in the front. &n the rear, the ca!shaft carries the internal rotor

of the oil pu!p. &t is dri#en fro! the front through a sprocket. The ignition ad#ance unit

and the tacho!eter dri#e gear is also located in the front of the ca!shaft.

The pistonsare alu!inu! alloy cast and e*uipped with three piston rings the top ring is

hard-chro!ed, the second is a nose ring, the third is an oil sca#enger ring. The large

di!ensioned off center wrist pin is floating and is secured against a'ial !o#e!ent bycirclips.

The cylinders are cast iron slee#es with alu!inu! fins !anufactured by utili)ing the +l-in process. This assures e'cellent heat dissipation thereby assuring good oil adhesion.Two push rod protection tubes are pressed into the botto! of the cylinder and sealed

against the !otor housing with rubber slee#es they also ser#e as oil return tubes. The

cylinder is sealed to the engine housing with a co!bination alu!inu! fiber gasket, and to

the cylinder head with a !etal-asbestos gasket.The alu!inu! alloy cylinder headis carefully fined and e*uipped with shrunk-in #al#e

seats fine pearlitic gray iron for the intake, high alloy gray iron for the e'haust. The

#al#e guides are press-fitted.ith the cylinder interposed, the cylinder head is connected to the engine housing by

four through-bolts. &n addition, two bolts connect the cylinder head directly to the

cylinder. +ttached to the through-bolts are, at the sa!e ti!e, also the rocker ar! blocks.The rocker ar!s pi#ot on floating bron)e bushings. This cylinder head design utili)ing

pressed-in slee#es and protection tubes per!its the cooling air to reach the areas that are

sub$ect to the highest te!peratures, this assures !a'i!u! cooling.

The valves are actuated bythe ca!shaft through hardened followers, push rods, and

rocker ar!s. + duple' chain dri#es the ca!shaft at half the crankshaft speed. The

stretching of the duple' chain is co!pensated for by a spring loaded leaf spring chain

tightener. The push rod has appro'i!ately the sa!e coefficient of e'pansion as the


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rotation of the crankshaft, through a settling cha!ber in which the oil !ist can separate to

a check #al#e. ro! there it is introduced into the intake.

3. arburetors

oncentric float arburetor!odels " #$%# and " &$%#

The !odels R 50/5 and R 60/5 are e*uipped with two 1ing slide type carburetors with a

26 !! throat with re!o#able, concentric float housing. The carburetors are inclined and

attached to the cylinder head with a cla!p ring.

The ruel flows into the float bowl 3 and is there kept at a constant le#el at all ti!es by!eans of the plastic double float 5 which actuates the float needle #al#e 44 through a

coupling 40. or starting, the fuel le#el can be raised te!porarily by depressing the

tickler so that the engine recei#es a richer !i'ture. The outside of the float housing is#ented. ro! the float housing, the fuel goes to the !ain and the idle $ets. The main 'et6

is screwed into the lower !i'ing tube end together with the !ain $et support 7. Theneedle $et 42, into which a conical needle 46 is i!!ersed, is located at at the upper!i'ing tube end. The needle, together with the throttle slide 47, is raised and lowered by

the throttle cable 4. The throat and !ain fuel discharge no))le are thereby #aried

si!ultaneously. + s!all a!ount of air passes through passage 43 thereby aerating thefuel in the !ain fuel discharge no))le to aid the ato!i)ation. The piston of the

accelerating pu!p, located in the !i'ing tube and actuated by the slide needle, enriches

the fuel/air !i'ture during slow and fast acceleration. &n the carburetor throat 45 the fuel

strikes the intake air and is now fully ato!i)ed before it reaches the engines co!bustioncha!ber.

The fuel sucked fro! the float cha!ber through the idling 'et 3is !i'ed with the air

flowing in fro! an idle air passage 4, hte #olu!e of which is ad$usted by the idle airregulating screw 48, and it enters the air funnel directly behind the throttle slide through a

s!all hole 2. + richer !i'ture is obtained by screwing the idle air regulating screw in, a

leaner !i'ture by screwing it out. The idle speed is regulated by the throttle slide stopscrew. The fuel/air !i'ture is ad$usted with the idle !i'ture screw. + pro#ision is !ade

to allow fuel to flow o#erboard in case the gastank fuel petcock is left on.


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The vacuum type carburetor (ith

butterfly )!odel " *#%#+

The !odel R 75/5 is e*uipped with two 1ing #acuu! type carburetors with a 82 !!

throat with concentric float bowl. The carburetors are inclined and fle'ibly attached to the

cylinder head through a rubber slee#e and two cla!ps. The fuel enters the float housing where it is kept at a constant le#el a tall ti!es through a plastic double float 48 which

actuates the float needle #al#e through a pi#ot. The float bowl is #ented in 2 places.

!ain 'et system

The fuel reaches the air intake throat by passing through the !ain $et 40, the $et holder42, the needle $et 43, the pre-ato!i)er 3 where it is pre!i'ed and then introduced to the

intake air through a passage 6. &n the throat 8, the fuel/air !i'ture !eets the inco!ing air

strea! and, after intensi#e ato!i)ation, enters the co!bustion cha!ber. The air #olu!eis controlled by the #acuu! piston 20 to which a diaphrag! 22 is attached9

The #acuu! in throat 8, increases when the butterfly #al#e 24, is opened, this is felt in the

#acuu! cha!ber 28 which is connected through two passages 4 in the #acuu! piston20, with the throat. The space 4 below the diaphrag! 20 is connected directly with the

intake opening through the hole 2 for this reason, the pressure here is higher than in the

throat.

The diaphrag! 22 now effects a pressure e*uali)ation by lifting the #acuu! piston 20 sofar that the pressure below the #acuu! piston assu!es its original #alue again e*ual

pressure carburetor. The piston has a certain position for each opening of the butterfly

and engine R:;.1esides the #acuu! pre#ailing in the intake port, the a!ount of fuel is controlled, under


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full load, but the !ain $et 40, in the partial load range by the $et needle 44 attached to the

#acuu! piston 20 depending upon the the position of #acuu! piston, it opens a greater

or s!aller annular cross-section in the needle #al#e 43.

The idle systemfunctions co!pletely independently of the !ain $et syste!. The fuel

sucked through the idling $et 46 is !i'ed in the cha!ber 47 with the air co!ing fro! theidling air passage 5, and enters the throat behind the butterfly #al#e 24 trough a s!all

passage. The fuel !i'ture for idling can be regulated by !eans of the idling !i'turescrew 45 and the idling fuel *uantity can be ad$usted by !eans of the butterfly #al#e set

screw.

+ by-pass passage 4, is pro#ided to aid the transition fro! the idle to the !ain fuelsyste!. &t beco!es operati#e only when the butterfly #al#e 24 is open slightly.

The starting deviceof the butterfly #al#e carburetor is a co!plete au'iliary carburetor

which is e*uipped with a rotary #al#e. &t functions only during starting and when the

engine is cold. &t can be turned on and off by the operator through cables. + space inside

the float housing is designed as a starter fuel reser#oir, into which a starter i!!ersiontube is introduced fro! abo#e. The #acuu! de#eloping when starting now has its effect,

since the butterfly #al#e is al!ost closed idling position on the escape passage of thechocke behind the butterfly #al#e and, hence, also upon the starter i!!ersion tube the

fuel in the starter reser#oir, being replenished fro! the float bowl, is thus syphoned off

and !i'ed in the !i'ing cha!ber of the rotary #al#e with the starter air entering througha calibrated hole, for!ing a bubbly !i'ture. This #ery fuel-rich starter !i'ture then

!eets the air flowing through the butterfly #al#e gap and for!s the starting !i'ture

which assures perfect starting, e#en at low te!peratures. +fter the engine has started, a

pre-e!ulsion is for!ed in the starter i!!ersion tube through a calibrated air hole, which!akes the starting !i'ture leaner to the point where continued s!ooth running of the

engine during the start is assured.Turn off the choke syste! as soon as possible so as to a#oid e'cess fuel consu!ption anda wash-off of the oil-fil! fro! the cylinder walls.


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The carburetors are ad'usted at the factory, to operate (ith commercially available

fuels. hanging the 'ets and the position of the needle is reuired only in special

cases and should be left to the specialist.

. lutch

/ single disc dry clutchconnects the engine crank shaft and the trans!ission input shaft

. hen the clutch is engaged the diaphrag! spring 2 presses the pressure plate 8 and theclutch disc 6 against the pressure ring 7 which is bolted to the flywheel 5. This

establishes the power connection between trans!ission and engine, since the flywheel is

rigidly connected to the engine crank shaft, and the clutch plate is connected rigidly to the

trans!ission dri#e shaft.+ diaphrag! is spot welded to the pressure plate 8 between flywheel and pressure ring.

This diaphrag! allows the pressure plate freedo! of a'ial !o#e!ent, and it trans!its a

part of the engine tor*ue.The clutch plate, e*uipped with bonded friction lining, is !ounted on the splines of the

tran!ission input shaft and is !o#able in an a'ial direction.


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trans!ission co#er. +fter the clutch hand le#er is released, the clutch le#er is returned

into its initial position by a spring 44.

#. Transmission

The four-speed transmissionis !ounted directly to the engine housing. The

trans!ission per!its changing the gear ratio to per!it the engine to operate in idle R:;ranges at all ti!es. The trans!ission consists essentially of an input shaft, counter shaft,

and output shaft, all three of which are carried front and rear in o#er-rated ball bearings

and of the shifting !echanis!. The input shaft has in front, the dri#e gear and in the rear,

the gear to actuate the kickstarter. The clutch push rod is located inside the input shaft.The dri#e gear is !ounted with a cushioning de#ice to absorb shock. The counter shaft

and output shaft ha#e 3 gears each which are constantly !eshed.


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&. 0rame

The double loop tubular fra!e !ade of o#al tubes of great strength is of weldedconstruction. &n the area of the steering head, the transo! tubes intersect the spinal tube.This per!its a certain longitudinal elasticity of the steering head without affecting the

#ery great torsional rigidity. ;oreo#er, the tunnel for the fuel tank can be kept #ery

shallow.

The rear portion of the frame,a #ery light triangular structure, is bolted to the double

loop tubular fra!e and is readily detached.

The passenger foot restscan be folded. They are ad$ustable for the !ost co!fortable


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position.

The engine is mountedin the fra!e with 2 studs, interconnecting both fra!e transo!s.

The fuel tank, capacity is appro'i!ately 6.85 gallons. The fuel tank is rubber !ountedwith a for! fitting rubber ele!ent in front, on two #ibration da!pening rubber blocks in

the rear. This eli!inates stress. Two wing nuts enable *uick re!o#al.

T(o fuel petcocksare screwed directly into the tank. They are e*uipped with two fuelintake tubes each, the longer one being so di!ensioned that a fuel reser#e of 4 gallon

re!ains in the tank. The sa!e fuel le#el in both tank hal#es is assured due to an e*uali)er

line which passes through the air filter cha!ber.

0or parking, the !otorcycle is pro#ided with a center stand and a side stand.

The chassis is not suited for side car use.

*. "ear (heel drive

The rear wheel is dri#en by a dri#e shaft which runs in an oil bath in the rear swing ar!.

The uni#ersal $oint !ounted on the dri#e shaft on the trans!ission side, is bolted to a

dri#e flange !ounted to the taper of the output shaft of the trans!ission. +n internallysplined coupling is !ounted to the rear of the shaft and is connected to the rear dri#e. The

teeth are cur#ed to allow lateral !o#e!ent. This helical tooth coupling co!pensates for

the re*uired #ariation in the length of the dri#e-shaft.The rear wheel dri#e pinion runs in front in a double-row, slanting ball bearing with split

inner race in the rear in a needle bearing the spur be#el gear with which it !eshes runs

in a needle bearing on the outside, in a ball bearing on the wheel side. =ri#e pinion andspur be#el gear are spiral gears which run co!pletely noiselessly due to their careful

running-in treat!ent and ad$ust!ent during asse!bly. The be#el gear dips in an oil bath

and supplies the be#el gear set and the bearings with oil. + splined connection takes o#erthe function of power trans!ission fro! the be#el spur gear to the rear wheel. This

connection !akes dis!ounting of the rear wheel easy.The rear wheel dri#e housing and the housing co#er are !ade of a #ery strong alu!inu!

alloy and are bolted together. The rear wheel dri#e is #ented through a passage, located ina do!e, cast in the upper portion of the housing.

To pre#ent possible oil leakages through the radial sealing ring located in housing co#er

toward the brake linings spurious oil is directed through a hole, ne't to the drain plug,o#erboard. The ratio of of the rear wheel dri#e #aries, depending on the !odel see

Technical =ata.
http://web.eecs.umich.edu/~deroo/bike.dir/owners-manual.dir/techdata.htmlhttp://web.eecs.umich.edu/~deroo/bike.dir/owners-manual.dir/techdata.html


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. The telescopic front fork

The fork ste! of the telescopic front fork turns in two tapered roller bearings to assure

rigid frictionless !ounting without play. +n upper steel fork yoke and a lower forgedalu!inu! fork yoke hold the hard chro!e plated steel fork tubes. The alu!inu! fork

legs slide up and down on the fork tubes. The shock absorbers are fastened into thebotto! of each fork leg. The shock absorbers thus slide inside the fork tubes. + no))le isscrewed into the botto! of each fork tube. These no))les pro#ide da!ping on e'tension

while calibrated holes in the shock absorber itself pro#ide da!ping on co!pression. +n

i!portant role is played in this process by the da!per cha!ber located between thehydraulic piston screwed onto the shock absorber tube and the da!ping no))le. The #al#e

attached on the botto! of the hydraulic piston closes the da!per cha!ber on e'tension

in tension so that oil !ust flow through the da!per no))le and opens it underco!pression so that the oil can escape through the calibrated holes in the da!per tube

and return fro! the spring cha!ber into da!per cha!ber.


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. "ear (heel springing

The rear wheel is guided by a long swing ar!, held in the fra!e by two ad$ustable

tapered roller bearings.These are ad$usted to ha#e no play. This !ounting allows a s!all a!ount of ad$ustability

for ad$ust!ent of the tracking. Road shocks are absorbed and attenuated by two springshock units. The botto! of these shock legs are attached at the botto! to the swing ar!on one side and to the rear dri#e unit on the other. >n the top they are attached to the

fra!e. + progressi#ely wound carrying spring per spring leg is supported at the botto!

by the ad$usting slee#e, on the top by the protecti#e tube. hile the lower connectingeyes of the spring legs are welded to the outside tubes of the hydraulic shock absorbers,

the upper spring leg eyes are screwed to the shock rod.

The end stop for retracted springs is a double tapered rubber plug between the upperspring leg eye and the shock absorber. The stop for the e'tended springs is a plastic plug

inside the double-acting hydraulic shock absorber. The preload of the progressi#ely

acting carrying spring can be ad$usted to three positions, depending on the load carried,

through an ad$ust!ent slee#e attached to the spring legs and resting against an ad$ustingca!.

The oge automaticle#eler, ?@i#o!at?, a hydro-pneu!atic strut with auto!atic self-

le#eling can be furnished as optional e*uip!ent instead of the con#entional strutshydraulic shock absorber and helical spring. The ad#antage of the 1oge auto!atic

le#eler is to be found in its load-dependent da!ping action resulting in always the sa!e

nor!al position and in co!fortable spring action regardless of load.hen the !otorcycle is loaded the rear springs initially will co!press to a point


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co!!ensurate with the load. +s soon as the #ehicle is set in !otion the rear suspension

due to the re#erse tor*ue of the dri#e and irregularities of the road surface will pu!p

itself up to the correct le#el. +fter tra#eling a short distance the pressure rises in the highpressure portion of the unit due to this pu!ping action so that the !otorcycles rear

structure is raised to the nor!al le#el regulating holes pre#ent continued raising. hen

the load is re!o#ed fro! the !otorcycle, the regulating holes pro#ide for pressuree*uali)ation to the inflation pressure of the unit. The working !edia used in the 1oge

@i#o!at are shock absorber oil and nitrogen.

%aution the high filling pressure is likely to cause accidents as the 1oge le#eler isopened. Repairs should be left e'clusi#ely to the !aker.

Re!o#ed 1oge le#elers should be stored absolutely in #ertical position otherwise danger

of defects.

1$. 4ual seat

The dual seat flips open fro! the right re#ealing the tool kit and tire pu!p. &t can be

locked and utili)es the sa!e key as the steering lock.The dual seat is not independently sprung so as not to interfere with the carefully

balanced front and rear suspension. &t has a thick foa! rubber cushion.

11. The 5heels

The wheels ha#e alu!inu! alloy safety drop center ri!s with a pro#ision to pre#ent the

tire fro! dis!ounting in case of rapid deflation. 30 straight spokes each connect the ri!s

with the full-hub brake dru!s. Two e'actly ad$usted and read$ustable tapered rollerbearings pro#ide for easy running of the wheels without a'ial play. The bearings are

sealed to the outside dust and are water-tight through the use of a special !ulti-lip

corrugated sealing ring toward the brake dru! by an oil-i!pregnated enclosed felt ring.

12. rakes

1oth front and rear wheels are e*uipped with large area ribbed, light !etal, full hub brakedru!s with cast-in gray cast iron rings. The front wheel brake is designed as a double

leading-shoe brake. 1oth brake le#ers are !o#ed in opposite directions by a cable the

applied pressure of both brake shoes is the sa!e regardless of the braking force applied.Return springs of #arying strength enable the unifor! ad$ust!ent of both brake shoes.

The rear wheel is e*uipped with a si!ple' internal shoe brake with one leading and one

trailing brake shoe the rear wheel brake is actuated by the foot brake le#er through a

linkage.The brake linings are bonded to the brake shoes, and they consist of a !aterial whose

coefficient of friction does not decrease with heat. +ll brake le#ers are !ade of forged

alu!inu!. The stop light is lit when either the front or the rear wheel brake is applied.

13. Electrical System

The electrical syste! consists of


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the three-phase alternator 8 dri#en by the crank shaft

the centrifugal spark ad#ance with breaker 3, dri#en by the ca!shaft

the diode plate 4 !ounted abo#e the three-phase generator

the condenser 2,

and the following electrical co!ponents located underneath the tank9 relay 5 to pre#ent repeat starting

#oltage regulator 6,

starter 7,

two ignition coils

in addition there is the battery located underneath the tool bo', the two spark plugs and

the lighting, signaling, and !onitoring syste!s. 0igures &3 and &


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The diodesat the diode plate 4 pro#ide for the rectification of the three-phase current

furnished by the generator. + !echanical contactor 6 is used as a voltage regulator

!ounted underneath the tank to the spinal tube of the fra!e.

The centrifugal timing advancepro#ides for the ad#ance of the spark ti!ing when

speed increases.The breakerinterupts at a predeter!ined !o!ent the pri!ary circuit of the ignition

coils. This induces the ,500 -- 48 000 #olts in the secondary winding of the ignition coilnecessary to ignite the fuel-air !i'ture. The pri!ary $ob of the condenseris to keep

sparking of the breaker points to a !ini!u!. The starterconsists of a series-wound

=.%. !otor with starter pinion and slip clutch de#ice.

The lock to prevent repeat startingis a transistor-controlled relay which pre#ents

accidental engage!ent of the starter while the engine is running. The 12-6olt batteryis

!ounted on a bracket fastened to the fra!e and is held in place by two rubber straps. &t

ser#es to start the engine and supplies the energy re*uired by the electrical syste! when

standing still and during idle.

Specifications Bmw R60

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