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THE AIRHEADThe Mouthpiece of theBMW Airhead Fellowship

Volume 1, Issue 5

Xmas Issue

DisclaimerWhilst The Airhead will never print any information it knows to be incorrect, the views and advice offered herein are those ofthe individual contributors and the Editor holds no responsibility for any damage resulting from information given here. It isthe reader’s responsibility to verify accuracy before undertaking any mechanical work. If in doubt, consult a qualified mechanic.

A1936Prototype.Based aroundThe 750cc R12

ContentsPage 2 Editorial

Page 4 Salon Prive

Page 8 Letters

Page 10 Readers’ Rides

Page 15 Mannheim

Page 17 Pokie’s Pig

Page 23 Slash 2 Ignition

Page 26 Spring Lunacy

Page32 Carbonesque

Page 34 Market Place

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Editor’s Waffle A picture of a BMW army prototype tracked-comboin snow was the nearest I could get to a suitableAirhead Xmas cover. I spent ages online looking fora Xmas picture. There were several pictures ofairheads festooned with naked or semi-naked ladiesdressed as Father Christmas or elves. But as my wifewas near at the time I decided to keep the peace andlet good taste prevail. An early BMW snowmobileit is then. Happy Xmas!

Right, now we’ve got the token nod towards Xmasout of the way, let me explain why I didn’t tell youabout this issue. It’s because I didn’t know about it.The R90S January issue - all 40 pages of it - cametogether better than I had hoped, I’d got a lot of goodmaterial waiting in the file labelled ‘Bank’, and myR60 restoration has ground to a halt whilst I wait forthe rear mudguard to come back from DreamMachine. So why not compile another issue?

Incidentally, Dream Machine have had some badpress recently, but I’ve got to say the job they didon my Meier tank was simply stunning.

Mentioning the mudguard reminds me - if any ofyou are likely to need genuine BMW tinware foryour slash 2 then GET IT NOW. My R60 rearmudguard was beyong economic repair so I decidedto order a replacement from BMW through MarkHuggett. He tells me that BMW now have four leftin stock and they don’t know when/whether theywill get any more. The firm that made them forBMW has been taken over and the new owners donot wish to carry on with such small, specialisedjobs. BMW have been trying since February to getanother supplier but they have been unsuccessful sofar. I have no way of knowing how true this is, butthat’s the tale Mark told me.

On now to something that really riles me. On page8 you’ll see a letter from Bob Porecha concerninghis dealings with Unit 56. To those who haven’theard of Unit 56, it is a company selling classicmotorcycles at a premium price.

Unit 56 has recently had several Classic BMW’s forsale. One of our members came close to buying the

R50 referred to. Thankfully he escaped withoutgetting his fingers burnt.

Bob’s letter explains everything very clearly andthere is little I can add. I have seen Unit 56’s finalemail to Bob and if ever I had been in any doubtabout their culpability this letter would havedispelled it. I have never known a reputablecompany to behave like this, nor to make excuseslike this or use the obscenities Unit 56 did whendealing with queries and complaints..

Bob Porecha is now in his seventies and stillworking because he loves what he is doing. BMW’shave been a large part of his life. He has built up hisreputation over many decades of hard work It wouldappear that Unit 56 wish to use his good name fortheir own ends, making spurious andunsubstantiated claims about their bikes in order tosell them to the unwary. Caveat Emptor.

A few weeks back I asked for suggestions on ourname as an organisation. Most people said theywanted the name Airhead to remain, Most peoplewanted BMW in the name and Fellowship was alsoextremely popular. About ten peopleindependentlycame up with the name BMW AirheadFellowship. So that’s who we are. If you’re applyingfor insurance discount then say you’re a member ofthe BMWAF. That’s the only difference our newname will make - it won’t affect The Airhead orwhat we do in any other way.

Talking of Insurance Discounts. The good news isthat we now have confirmation that the ‘Big Three’for vintage bike insurance - Carole Nash, PeterJames and Footman James have all confirmed thatmembers are now eligible for full club discountwhen you renew your insurance. I understand thatBennett’s will do the same but haven’t yet receivedconfirmation of this.

BUT, if you use Carole Nash for your insrancethen we get £10 commission from each quoteaccepted. When asking for a quotation pleasegive them the BMWAF’s unque referencenumber - 0751N. This is essential if we are to getthe commission. There will soon be a way to get

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even more commisssion for us. Shortly ( i.e.when Carole Nash can get around to sending itto us) I will add a banner link on our website.If you click through to get an on-line quotethen we get £25 commission. That’s theequivalent of 2.5 new members’ subscriptions!Not to be missed, I think.

What do you think of our new DisplayStand? I absolutely love it. I had an old 8panel display stand littering up my attic, justwaiting for me to get around to putting it onEbay. Now it’s a brilliant, clean and strikingbackdrop to draw people to us at Shows. Letme know if you want to borrow it for an event.

The display is all thanks to member Ivan Paynewho created it for us. Ivan is a professionalGraphics Designer - and doesn’t it show! I’dhave spent weeks trying to come up withsomething that wouldn’t have looked a tenth asgood as this. It’s superb. What’s more, thereare elements there which we could use in othermarketing as well. I’m over the moon with it.Thank you, Ivan.

On the subject of marketing. Most areas of theU.K. (and elsewhere?) have Boxing Day runsor meetings for the hardy and foolhardy. Thesecould be ideal opportunities for us to spread theword and persuade people to subscribe. I’ve gotflyers I can send you to give out, but with theXmas post it might be better to print off thesimpler flyers we’ve got on the website andhand those out. If you do want flyers please letme know asap.

Some sadder news is that it doesn’t look likewe’ll be organsing a Colombres or Moto-Pistontrip after all. I was never able to be involved,

due to a prior commitment and, unfortunately,the potential organiser has had to pull out. Hiswife has become seriously ill and until she isrecovered he doesn’t feel able to commithimself. Completely understandable and wewish his wife a speedy return to full health.Those members who had expressed an interesthave already been informed and, who knows,it may be that they decide to go anyway.

Next - it’s Mea Culpa! A major embarrassmenthere. In the last issue I did a ‘Peterism’, whichis a euphemism for talking b*llocks. In the R51article I talked about the taper on the gudgeonpins when I meant, of course, the crankpins. Ihave no idea why I typed gudgeon pins. I mightnot always be able to tell my arse from myelbow but I can tell a gudgeon pin from acrankpin. Honest. Thanks to the AmateurMechanic for pointing that out to me - and forvolunteering himself to check for further‘Peterisms’ in future issues!

The last couple of months has been incrediblyhectic for me. The changes we’ve made and thefeedback I’ve had from you has beenmarvellous but almost overwhelming at times.Now that I’m getting straight again I want toclear the decks ready for the New Year. I knowI’ve got a few things to catch up on with thewebsite but the thing that’s weighing on mymind most is the feeling that some of you havesent me pictures of your bikes that I’ve not yetfeatured. I’ve trawled through my emails andadded more Readers Rides pictures but I stillthink there should be more. If you have sentme pictures that haven’t yet been publishedthen I apologise. Please give me a kick up thebackside by dropping me an email. I promiseto find them out and put them in the nextavailable issue (March).

I’ve currently got a nice selection of artcles inmy’Bank’ folder. But I’m always on the look-out for more. It’s too cold for working in theshed and too cold to ride so why not sit downand supply us with material to keep us goingthrough the Summer months? Sharing is whatwe’re about, remember?

Finally, have a good Xmas, a happy New Year- and look forward to our January R90S special!

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Salon Prive is aninvitational event held in theUK celebrating motoring ontwo, but mainly four, wheels.Like the Pebble Beach andVilla d’Este events it attractsvehicles of the highest standardfrom the classic and collectorsworld, to modern hyper carsand factory prototypes. Thistenth event was held in thespectacular grounds ofBlenheim Palace, home to theDuke of Marlborough.

Built in the early 18th centuryBlenheim is a UNESCO worldheritage site and famous forbeing the birth place of SirWinston Churchill. To say thePalace with its Capability Brownlandscaped gardens are stunningsimply isn’t saying enough,certainly one of the great housesof Britain. It is said that Hitlerinstructed it not to be bombedduring the war as he had his eyeon it himself, I don’t know if thatis truth or myth, but it is aninteresting story.

I was invited to enter the BMWR62 after Mike Jackson, one ofthe event organizers, had seen thebike at the Stafford Classic BikeShow. He promised as muchchampagne and lobster as mywife and I could consume amonga gathering of the finest cars andbikes. How could we refuse?With the event running fromThursday 3rd September toSaturday 5th we had to have thebike on location by Wednesdayevening. A hotel was bookednearby along with a coveredtrailer for the bike, and off wewent, 170 miles south from ourhome in Yorkshire.

A notable and knowledgeablecollection of judges areassembled to oversee the carconcours. From the world ofbikes three judges, Steve Parrish,Henry Cole and Jeff Smith. Tosome they would need nointroduction but briefly Parrishhad a racing career with Suzukiand Yamaha before becoming a

racing commentator. Colepresents motorcycle based TVprograms and is CEO atGladstone Motorcycles, a newbespoke British motorcycle,some of which are exhibited atthe event. Smith was a formerworld champion motocross racer,ISDT champion and AHRMAdirector.

The event is held on the rear lawnof the great house: acres of flatgrass with not a weed to be seen.Entering the grounds through theWoodstock Gate we are directedto the unloading and storage areasituated near the PleasureGarden. The bike fires first kickwhen unloaded and sits tickingover. With the car and trailerparked I take the half mile ridealong gravel tracks to the eventcompound. Security appearstight, passes are issued and weare informed nothing will comeout until after the close at 5pm onSaturday.

Cont’d on p5

Salon Prive, 2015.By Ian Murley

The rear of Blenheim and partof the lawn used for the SalonPrive.

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With the bike sitting in its allottedspace, conversations quicklybegin with other entrants and theircolleagues. One of the first to lookat the R62 is Jeff Smith. He tellsme he has a soft spot for BMW’sand later tells me he is one of thejudges. Another is photographerIan Daisley from Probikeart, hecaptured me after unloading andriding through the groundsproducing my favourite photofrom the event. He is here to coveranother entrant - Colin Seeleywho’s father’s 1939 HRD Vincenthas just emerged from aprofessional restoration.

Colin later tells me he learnt toride and pass his test on this bikecomplete with a sidecar made byhis father, Shortly after, his racingcareer would start and wouldbecome a successful worldchampionship racer. A full historyis presented in photographic formand laid alongside this stunningmachine.

The co-ordinator for motorcycles,Mike, chose a varied arrangementof bikes to take part. The oldestbeing Ariel no2 from 1903, thenewest being a 1974 Honda 50sswith a 250cc 42bhp engine fitted.The Honda, along with a 1957Norvin represent the motorcycleheritage of building specials.

Racing machines are wellrepresented: a late 50’s Maserati50cc machine, 1957 Mondial 175TV, 1946 Triumph T100GPprototype, and with a 1929 NortonCS1 and 1931 Rudge TT replicarepresenting the pre war sportsmachines. I guess the BMW, HRDand 1938 Triumph Tiger 80entered were early forms ofsuccessful machines in their ownway and added variety. Aninteresting flat four air cooledshaft driven Wooler prototypebuilt in 1955 was present, areproduction Rollie Free VincentBlack Lightening, a NortonCommando Fastback and 1953Gerosa Sport 125 completed thedisplay.

With all the machines presented inbeautiful condition judging anyparticular bike better than theothers seems an unfair task.

We had to be in place with ourmachines on Thursday morning at10.00 am. This time we enterthrough the official entrance andexhibitors are given a wristbandpass. General viewing andentrance to the concours arenacosts £334.00 per person for theday.

The judging appears informal andall three wander aroundindependently talking to owners.With the ice broken the talkingamong entrants is relaxed and asense of fun takes over. Bikerstories are exchanged as if in thelocal pub. You realize everyonehere, famous or not, enjoyed theirtime riding bikes even though thestories are mainly about failingsof one form or another. Time forlunch!

With three restaurants and threebars inside the arena we just headfor the nearest. The food didn’tdisappoint, BBQ‘d lobster andseveral salads on the help yourselfbar followed with deserts. Tea,Colin Seeley showing judges Steve

Parish and Jeff Smith informationon the HRD.

Riding the R62 through the grounds.

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coffee wine and champagne havebeen in full flow since 10.00am butwe have only sampled the first two.With a parade lap past the judgesplanned for 2.00pm we have timeto look at some of the attractions.

Three new manufacturers ofmotorcycles are displaying:Bienville from The States; Midualfrom France and Gladstone anostalgic offering from the UK.The Bienville looks aggressive andmodern and little point in measking the price and with up to 300bhp figure from its V4 quoted notmy cup of tea, though the seatlooks comfy The Midual (above)looks the part; a fantastic castmonocoque frame and combinedfuel tank is displayed alongsidethree complete machines. A1036cc boxer engine set fore andaft and canted forward sits belowthe frame. A selection ofinstruments adorn the top of thetank giving a quirky look to whatappears a beautifully engineeredmachine. I didn’t ask the price butlater checked on the internet -140,000 euro! The Gladstonecompany are offering a completepackage of branded clothing forany “Discerning Hooligan”wanting one of their TriumphBonneville based bobbers.

We assemble for a parade.Mistakenly I pull up behind theTriumph T100GP. The tremendousnoise from two straight throughpipes forces me to move. Thismachine was apparently built insecrecy from senior Triumph

management and used by ErnieLyons to win the 1946 Manx GP:noisy and nice. Bike organizerMike has an encyclopedicknowledge of all thingsmotorcycle. A retired designer forAriel and now one of Bonhamsadvisors gives a run down on themachines as they individually ridepast the assembled judges andcrowd. A downside to taking partwas not being able to hear thedelightful raconteur and hiscommentary.

Parade over and more coffee in ourhands, I chat with ex racer and bikejournalist Alan Cathcart displayinga beautiful little 50cc Maserati. Heis surprised when I mention hisvictory at Daytona on a littleLaverda, his first international winback in 1984. He raced a bikeprepared by Maurice Ogier a manI have met a few times over theyears. A real David and Goliathbike story with it beating 750Ducati’s in the Battle of the twinsrace, the scrutineers stripping theengine twice before confirming itsmere 580cc capacity. Mauriceprepared and raced cars and bikesin the Channel Islands and used tocompete against my uncle riding asupercharged BMW R17 enginedR11 in the 1950’s and 60’s - a bikeI still enjoy riding in its originalR11 form.

Afternoon tea is spent chatting withowner of the Honda SS250, AlanMillyard. I am aware of some ofhis creations seeing “The FlyingMillyard” at Stafford earlier this

year. This is a 5000cc V twin builtin the old boardtrack racer style.

Another creation is a Dodge viperpowered bike but we talk mainlyabout his Kawasaki two strokeadaptions. I spent my late teenageyears funding fuel and parts tocover 45000 miles on a 500 tripleand I’m keen to hear how he makes4 and 5 cylinder versions. He saysthe 5’s are too wide but the fourcylinder 1000cc is a fantastic andpractical machine. Extending thecrank is a case of simply pressingmore parts together and weldingextra cylinder base sections. Hisenthusiasm makes it sound sosimple.

The cars are the main attraction formost and I confess to having someinterest myself. In the past I haveowned three classic Jaguar, two140MC roadsters and a 150 3.4roadster, a couple of MG T Typesand an Alvis SP25 Cross and Ellistourer. Several cars stand out: theFigoni and Falaschi bodiedDelahaye 135MS from the Mullincollection and the XK120 Jabbekestreamlined record braking car.Both go on to win classes. The exCoburn Ferrari 250GT CaliforniaSpyder wasn’t too shabby and oneof the prettiest of the many 1960’sFerrari’s on show. “If Sir wouldprefer a brace of Ferraris may Isuggest the 250GT Berlinetta SWBto accompany it”… also very nice.A selection of modern hypercarsare also present.

Alan Cathcart was impressedwith the riding position.

R62 in front of judges

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Colin Seeley admiring the R62.

Returning to the bike arena we find a rosette attachedto the R62 - not a win but runner up in the exceptionalmotorcycles. After some congratulations Colin talksenthusiastically about his time racing the BMWpowered sidecars. He had worked with Helmut Fathdeveloping the FCS BMW, a GP sidecar machineusing the RS54 Rennsport engine and had somesuccess in the 1960’s. He is probably best known forthe many solo racing machines he built - raced byhimself and many privateers.

With a ride past the judges again to receive theawards the first day draws to an end. The cars andthe price tags attached to them may provide theglamour at these events but the bikes providedconsiderable interest and were all winners by virtueof being invited. Meeting new people from thebiking world all sharing their enthusiasm andexperiences was the highlight for me.

I would like to mention and thank Ian Daisley fromProbikeart. Most of the photographs (certainly the better ones)were provided by him.

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Hi Peter,I thought my recent experience with the socalled " classic BMW supplier/specialist,” Unit56 might be of interest to future buyers who arelooking to purchase a bike from them.

A few weeks ago I had a couple of phone callsfrom prospective buyers of an R50 which hadbeen listed on Ebay by Unit 56 . Unit 56 claimed that the engine had been“rebuilt by Bob Porecha" and that they had myinvoice to back their claim. I emailed and informed them that I do not knowanything about this bike and I did not recallrebuilding the engine. I asked them also toremove my name from their advert. To this theyreplied by email that if I was to send them myemail address they would scan and send me acopy of my invoice!I did this but nothing more was heard from themso I emailed again. This time they asked my faxnumber so that they could fax a copy to me. Isupplied my fax number and full postal address.Again nothing came.Finally, I emailed again advising them that if Ihad not heard within the next 3 days, I wouldbe left with no choice but to go the motorcyclepress, social media and ebay to inform peopleof what they are up to. Their reply to this wasthat that they would put a copy in the post.Need I say again that I am still waiting for it andif I was to get in touch with them , I know whatthe answer will be " It must have got lost in thepost " !Their last emailed reply was in language whichis not suitable for printing, but they did removethe listing from Ebay.They are misleading customers using my nameand reputation to sell their bike.

So customers you be the judge and be warnedbefore you part with your hard earned cash withthem. Make 100% sure that what they areclaiming is true.

Bob Porecha

Hi Peter,I am planning to go to The Motopiston rally inSantander which is the end of September-earlyOctober each year. I have been twice beforewhen the club was at Columbres back in 2007/8both on the R65 even though it was firstregistered in 1981 one year after the cut off datebut the club was ok with that when I asked. I have done the 5000 curves, it is worth doingbut is a very hard 300 miles around the Picosmountains. The 5000 curves is not done as aride out but as a challenge, each rider is givena breakdown of the route and you have to getstamped up at check points so you cannot cheat,we had to do ours without the use of a sat navand I am not sure how it is done these days. The Ferries typically run from Portsmouth toBilbao, or Plymouth to Santander although thePlymouth route always seems to be in peril ofstopping. It might be worth checking that if anyone goesto the MC rally in Colombres that they are goingto be based together in one hotel. The last timeI was there we ended up in all sorts of placesand some of us ended up having the main mealwith the club members at a different hotel.Although the food was ok it was a bit odd beingsplit up from the rest of the ralliers, so I stoppedgoing. It looks like the club has had a split ofsome kind and that one part of it has gone backto its original base at Santander and is now allin one hotel unless you opt for the tours bygoing earlier.

Peter Dutton

Peter, Re the Spanish Rallies I would suggestyou support the Indianos one as the MC Pistonevent is well passed its sell by date.

If you need all the background my article inThe Classic Motorcycle February 2015 laysout the history of the event and reasons whyIndianos event is now so much better.

Letters to The Editor

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Happy to give you a brief outline of this yearsevent if needed.

Just to clarify, the routes are NOTdangerous, it’s the riders who are dangerous inthat they seem to forget they are not bike fit -the older I get the faster I was and there is somepoor machine preparation in some cases.

The main accident was a rider ignoring he hada puncture, another was just a bit of gravel ashe came to halt and he was unlucky that the bikelanded on him breaking his leg and so on!

As always the rider’s wrist controls things - onewould hope it is connected to the brain!

Ian Kerr

Hi Peter,

I would grateful if you could use your contactsto see if you can locate my dad’s old R51 -GKA 780 which is still knocking aboutsomewhere on a SORN. We have a bit of afund in case that ever comes available. Losttouch with it when Bob May sold it in the 80's.

Frank Hunsperger

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I've owned the black R75 / 6 for some years, andstarted life in 1976 as an R60 / 6. She's prettymuch a standard machine, with the exceptionof a full top end conversion to 750cc spec,including barrels, heads, pistons, carbsetc. I usually run it with standard tankand legshields, but sometimes fit the

huge, alloy, long range tank.It's so ugly, it's beautiful ! (IMHO).

The R100 Mono is a bike I built last year. I'd recentlysold my R90S, and thought that I'd do something of amore modern "tribute". It started life as an RT,

and came to me in RS trim. I stripped it downto the crank, and over the period of a year or

so, built it to the spec you see here. Theperiod Krauser 4 valve top ends were

fully reconditioned with the help of theguys from The Hobbyist in

the Netherlands (They now ownthe rights to the Krauser heads)and everything else was either

replaced or uprated. I'm more thanhappy with the end result. Classic looks withmodern performance, and despite the reputation forcomplexity, the Krauser heads are a joy to work with.

Readers’ Rides

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The last bike is the R100, and I'm almost ashamed to say that despite being over 30 years old now,it's never been started, and never even had fuel in the tank. It's turned into something of an ornament,and takes pride of place in my hallway at home. Sad I know, but the longer it remains unused, theharder it is to consider actually using the bike!

John Robinson

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I bought this bike a couple ofmonths back from a chap whohad a health issue and needed tosell. It needed the usual basicfettling before a trip to Franceand 300 miles of running butpersisted with a rough tick overand a weep from the rear beveldrive.The latter was fixed with somenew O rings on the brake camand the former needed a trip toa "real" bike shop with "real"mechanics and not technicianswho could balance the carbs.

The bike has done 42,000 mileswhich for a Jersey bike is veryhigh milage as here we think more than 20,000 miles means past it, but as expected from the dayswhen BM's were built by engineers and not accountants she has plenty of life left. I hope to comeover to the UK next year and attend a couple of rallies on the bike.

I also have had an R80 (CS) as well which I boughtabout 15 years ago and has 20k miles on the clock. It is very original and I attach a picture. Have youever seen White Krauser panniers before?

I noticed you are highlighting the R90S in the nextexine so maybe my bikes are cheaper alternatives.

Peter Richardson

The following should really be in January’s issue, but a) that issue is full and b) R90S’s aren’tjust confined to one issue! P.A.

Purists should look away now. Or you could become rather annoyed at all the non-standard detailson my slightly scruffy R90/S.

To me, though, the bike is just a little more perfect than standard, and suits my tastes very well indeed.

It's a very early example, as you can tell from details like the small diameter front wheel spindle, andall its changes have been about evolution over time.

It was bought new by my father-in-law, Hugh, in 1972. He was living in Spain, but as soon as themodel was announced he flew to Germany to buy it, such was the enthusiasm generated by this newsuperbike.

Due to Hugh's many and varied interests, including boats and sailing, the bike didn't cover a bigmileage, but ended up in England being stored in a series of damp sheds. After the owner passedaway, I found the bike and brought it home at which point getting it back on the road was a verydaunting prospect.

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It stood looking severely neglected for yearswhile I waited for a good reason to spend timeand money on it. Then the motivation becameapparent: I would build it as a sidecar bike forthe family!

After acquiring a massive Watsonian Oxfordsidecar that would hold wife, two small childrenand the dog, the conversion had to be a properjob. So the rusty forks were put away in favourof leading links. The corroded rims swapped forsmaller, wide rims to take Citroen 2CV tyres.Heavy duty rear shocks came from HedinghamSidecars.

With the framestripped down, themost awkward jobwas replacing thetaper-roller steeringh e a dbearings. Only thetop end of theengine had sufferedfrom damp. I had totake the pistonsaway from thebarrels with ahammer, such wasthe corrosion. Atool-maker friendchecked the bottomend and after a fewnew seals andgaskets pronouncedit sound.

Motor Works provided replacement barrels andpistons, a diode pack and a lot of odds and ends,but it was soon a runner, and the second stage ofevolution was complete. The outfit must havebeen a fine sight, bowling down the road, towinga camping trailer with a child's pushchairstrapped on top.

When the family had grown up, of course, thesidecar became redundant. It was a more simplestep to complete the loop of evolution and turnthe BMW back to a solo. The wheels were rebuiltagain, and the original rear shockers seemedserviceable. I'd become frustrated with theDellorto carbs because they were never running

well, so I shelved those, cut down the inletstubs and fitted Bings from the standard 900.

A totally-standard renovation was never likely,so although I was careful never to make changesthat could not be reversed, I felt free to fit widerthan standard stainless rims to take more modernAvon tyres. Although nominally the same asstandard, the front tyre was so much bigger thatthe old rusty fork brace/mudguard bracketcouldn't be re-used. I found an aftermarket forkbrace would do the job nicely and allow me tojack up the mudguard for clearance.

The rear Avon only just clears the swingarm, butthe joy of the tyres' profiles is that stability isvastly improved, and the steering damper isredundant. Other changes include stainlesssilencers, fork gaiters, small push-pull chokecontrols and braided stainless brake hoses. Ifound that the fairing caused turbulence aroundmy helmet, so that had to go.

Nowadays we call scratches and dents patina,with our tongue in cheek. This bike has amplepatina and I've no plans to get rid of it. Every chipand rusty patch is part of the evolving story thisfamily heirloom can tell.

Terry Snelling

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David Burgess 1978 Motorsport

Kevin Wood’s R60/5

Mike Murdaugh

93 R100R with Ural

Our annual pilgrimagebegan on Thursday the 8thOctober at 04.00 so wecould catch the 06.20Eurotunnel crossing toCalais.

The 421 mile trip wasstraightforward but blighted withroadworks through Belgium sowe eventually arrived at our hotelan hour later than usual at 5.30pm.

The following morning saw usqueuing for our 'insider' tickets at12.30pm. This itself was arevelation: the first time we'veever seen an orderly queueatVeterama! The weather was just

ideal for 'jumbling' being mild butovercast, meaning that heavy coatscould be left in the car.

This year we started at the top ofthe site where I picked up a pair ofKrauser hand guards in quite goodcondition (but the wrong colour ofcourse) for the 'S' type 'bikini'fairing priced at €10. From herewe progressed to the area at theextremity of the site we havechristened 'the Tundra' but thisyear there was very little ofinterest and what was there waspriced at levels we simplywouldn't pay.

Overall there appeared to be more'brick a brack' than quality parts,

in fact certain areas of theshowground looked more akin toa car boot sale than a 'real'Autojumble.

One of our group was looking foran Earles 'S' type gearbox toconvert his R27 box to givehigher first, second and thirdgears whilst retaining the standard1.54:1 top gear. These 'S'gearboxes were priced from €450-€675 depending on (superficial)condition. One, said to be 'fullyrestored' had obviously beenrestored by an 'expert', aswitnessed by the R51/3/R67/R68pushrod fitted to the box andshown on the next page!

Mannheim 2015By

The Amateur Mechanic

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There were the usual restored and unrestoredmachines at what seemed, to us at least, asexorbitant prices as well as partial and completereplicas.

The R62 shown in the main photo appeared tobe an original crankcase installed in brand newreplica rolling chassis whilst the R75 (see below)was almost certainly all assembled from newparts.

That said, we heard it running and it soundedreally good....how long it would sound like thatis anybody's guess!

On Sunday afternoon when things were a lotquieter I took the opportunity for my annual chatwith Mark Huggett. Mark is now reproducingover 2500 different parts for machines from pre1930 to K series and we discussed at length theproblems encountered.

Wherever possible he goes in the first instanceto the supplier who originally made the part but,obviously many of the companies have eitherbeen bought by larger concerns or have nowdiversified or ceased trading. Often he ends upfunding new tooling when the original toolsaren't around and buying larger quantities than

he would ideally like in order to guaranteeproduction.

The quality of his parts is certainly second tonone, as it should be, as almost all parts are beingmade to the original Works’ drawings from thespecified material. If the drawing is unavailablethen the item is 'reverse engineered' from anoriginal to produce the level of detail requiredfor re-manufacture.

On some items, whilst production is possible,the part may already be available, albeit often ofinferior quality but cheap and it's very difficultto sell a premium product when both look sosimilar. Some years ago I went to a (then) wellknown German dealer for an R68 bevel seal. Heproduced the seal and was just about to hand itto me when he stopped and said 'Oh, you useyour bikes don't you!'. He then put the seal backin stock and suggested I bought the seal fromone of his competitors (the late Hans DieterPetersmeir) and went on to say that the seal heinitially offered me, then withdrew, probablywouldn't last long on a 'high' mileage bike..…!

Mannheim has been a great source of rare partsin the past but these days,with the Internet andeBay, every seller appears to have an inflatedview ofthe value of almost everything on theirstand. Of course we'll still be back next year asI like Dunkel beer and it's a great socialweekend!

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While working at my job at PhilipFunnell Motorcycles in VancouverBritish Columbia, from time to time aused bike would come up for offer. Notvery often one would come along thatwould fit my special criteria (that being,the right price and in runningcondition). In time, the right one came along.Fred McClellan was a safety inspector for thecity; Bud (as folks called him) would stop by onhis 1967 R60 with some frequency. Bud tookpretty good care of his bike and enjoyed ridingit, so whenit came upfor sale Ijumped onit.

B u d ’ schoice forfairing andsaddlebagsdidn’t suitme all thatwell, so Iremoved the Wixom fairing but left on the Harleysaddle bags out of necessity. It wasn’t very longbefore I figured out how little room I reallyneeded, so off came the saddlebags and I startedusing a tank bag. I had always felt these olderBMWs looked best “bare-bones.”Years before, Philip had a 1957 R50 he touredthe world on and always had stories of hisjourneys. I, being an impressionable teen,thought it sounded like fun, so I too wanted tobecome a world traveler. Seeing as he still hadall the old touring equipment off his old bike, hegave it all to me. The only thing that was missingwas the large gas tank he made. As luck wouldhave it, the gas tank turned up in the trunk of acar one day for twenty dollars.

Philip knew the condition the old touringequipment was in and that’s probably the reasonhe gave it to me for free. Gosh, I spent weeksafter work grinding, taping, shaping and fiberglassing. Then again, grinding, taping, shapingand fiber glassing over again and again. I startedto like the way it was all coming out. Afterslopping a couple of coats of black paint on thefinished equipment, I was ready to hit the openroad. Only a couple of small problems got in myway, I’ve never traveled anywhere on my ownand the big problem, I didn’t have any money.Well, maybe instead of the world, I could startoff a little more locally.

Enter; Peter McEwan and Martin Doyle (a coupleof customers that became employees) that starteda BMW repair shop in Kamloops. Whenever Isaw them or talked to them on the phone, theywould ask me to come visit. O.K, so it wasn’tcamping rough in the wilds of Kashmir but I wasat least getting away from the ordinary on mymotorcycle. I went out to Kamloops a lot, notevery weekend but a lot. I got to know where to

My First BikeBy Pokie Parmidge

PokiePig

Readyfor the

Road

The lastpiece toturn up,the fueltank.

18

stop for food, gas and where thelocal radar traps liked to hide.On one uneventful trip backfrom Kamloops, I stopped atCache Creek for fuel, like usual.When I turned the bike off, themotor made a funny “clank”sound. I didn’t think anythingmore than “That’s funny” and letit go at that. After filling mytank and using the “facilities,” Iwas ready to head home. I rolled“The Pig” (at this point that wasit’s name) off its stand andprepared to prod the kick start.When I brought the kick startinto mesh, it stuck hard. “Well,that’s not right” I said as Isqueezed up the clutch and triedagain. Again the kick start stuck.At this point I knew there was aproblem, I just didn’t knowexactly where the problem was.In 1967, BMW had a problemwith the metallurgy of theirheads; in time the valve seatswould just fall out. For somereason I didn’t think this bikewas affected, I guess I was justproven wrong. Ok, I knew whatthe problem was, I just didn’tknow which head was at fault. Ipushed the “Bloody Pig” behindthe gas station (away fromprying eyes) to figure out whatto do. I removed the right rockercover to check things out andwouldn’t you know it, that wasthe side with the problem. Mycure, I pulled out the valves,blocked off the fuel and road ithome on one cylinder.

Of course getting home fromCache Creek on one cylinderwasn’t without its ups anddowns. The best I could do onthe flats was only about 35mph,downhill I could do about45mph, but uphill was the realproblem. You have to imaginefor a moment, the year was 1974,the road ran up and down like asnake on a frying pan (FraserCanyon), add to this heavy singlelane traffic. I could hold my owngoing downhill but on the uphillsections I had to wrestle The Pigonto the shoulder (about a 3”hump) so as not to be a hazard tothe following traffic. Wrestlingthe hump was not a pleasant task,it usually had to be done atspeeds of about 15mph. I nevercame to grief while doing thismaneuver but there were somehairy moments with huge semi-trucks breathing down my neck.At the town of Hope I couldbreath a sigh of relief as at thispoint I could jump off hwy 1onto hwy 7. In comparison, thetraffic on hwy 7 was light andtravelled at a slower pace.Entering the lower mainland Ifelt I was home free, yea right.For some reason, I totally forgotat one point this quiet road leavesthe valley floor, curls up andaround a mountain only toslowly drop back down to thevalley floor some miles furtheron. My first attempt only got mehalf way up before having to turnaround and putter back down.‘How could I have been sostupid to have forgotten aboutthis summit?’ I couldn’t help butfeel.I was too close to go back andfind another way around. Onceback at the bottom, I rode a wayson before turning back around toface my demon. Attacking oncemore, as I went through the gears

trying to get the most out of eachone. Even laying down on thetank, trying to get more speed.Maxing out in top gear Pig andI started up, dropping gears tokeep the revs up. About threequarters up, all power fell awayand I had to turn around onceagain.Making my mind up, if I don’tmake it this time, I’ll go backand find another way around.When I approached my laststarting point, I thought I shouldget more run, so I rode on. Iturned to face the hill again.Taking a deep breath, Pig and Iwere off. Again, pulling all thepower I could out of each gear,laying on the tank with my feeton the rear pegs, together weattacked the hill again. Up andup but running out of powermuch closer to the top. Withoutmissing a beat, I leapt off the seatand started running beside Pig.Without my weight on Pigenough power was had to get uscloser to destiny. As Pig and Iapproached the summit, Pig wasagain laboring. Within about tenmore feet of road I could feelPig’s power start to surge: wehad cleared the summit!Once back home, I pulled Pig’sheads and found the struggleback was at a price. Instead ofrebuilding the heads, I nowneeded pistons as well. Noshortcuts for me, while it wasdown, I did the whole engine.

While Pig was in it’s “WorldTouring” guise, I had a numberof adventures with it. I visitedparts of Canada I’d never beenas well as riding south into theUSA. My brother was lookingfor adventure as well, so thisyear (the previous year he rodeon the back of Pig), with his ownDecorating the Pig's rear box.

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bike, we rode to Morgan Hill, CA. The only realadventure going there and back was trying to findgas, remember the “Embargo?” This was the yearat the Forty-Niner Rally, I pulled off the big touringbox, entered the Trials and left with first prize. Thereal reason I remember that rally so well was a girlI met. Little did I know at the time we would becomelife mates but that’s another story.

While at the rally, I was smitten by a mechanicalaccessory, a sidecar! I didn’t know much about thembut when I got home, I needed to know more. Afriend of mine (Peter McEwan) had a sidecar for saleat a price I could afford. I had never mounted asidecar before, nor did I know much about thealignments required for one. Years before, I hadacquired an older BMW repair manual that had asection about mounting a sidecar. That became mybible.

Turns out the sidecar I had bought was built by asection of Jaguar in about 1936, a Swallow. I neverknew the correct model name of the Swallow but itwas a well-built sidecar, sheet steel over a hardwoodframe. My mounting system was made up of whatever I could find at the local hardware store mixedwith my “farmer-like” ability of sticking metal bitstogether, referred by others loosely as welding. Thesidecar and my fancy world touring equipmentdidn’t get along together, so I returned the bike tostock trim. I never got a fender with the sidecar butI made do with a used BMW fender I had left fromanother project.

Riding on three wheels now allowed me to go allkinds of places at all kinds of times of the year.

For passenger comfort, I kept a cow skin lap-rugstored on the tail of the sidecar. I also made a lap-rugfor myself to use on the bike but I still had COLDproblems. My way to deal with this COLD problemwas to upgrade the bike to high output 12 voltelectrics. I bought an electric vest and handgripwarmers and eventually bought a heated suit. For alittle extra power, I mounted a large snowmobilebattery in the back of the sidecar. Because the bikedidn’t require power to run (magneto), I could runan extension cord to my tent (or whatever) and haveheat until the battery went flat.

The Swallow gave me about a year and a half’sworth of fun before being replaced with a RussianUral sidecar. I sold the Swallow to Paul Dupre, whorestored the Swallow to its rightful state and sold itto a collector. Paul also bought an R69/S BMW witha Watsonian sidecar; we could be seen ridingtogether from time to time on adventures about theLower Mainland. I wonder what became of Paul?With the addition of the Russian sidecar, Pig becameSuperior Pig or in Russian, Looch Sha YaSchwinya. I know it’s spelled wrong but that’s whatI remember. I again mounted a large snowmobile

I had gotton fed-up with the fairing, so off it cameand the original headlight refitted. I found a frontfender that suited my "off road" preference. Thisphoto was taken at Morgan Hill.

Back to basics, ready for the new sidecar. Theseat looks a little funny as it is off a NSU.

TheSwallowjust after

testing,it was a

lot offun.

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battery in the back of the sidecar (just in case) andfitted the axle and spare post with BMW wheels.

When one became available, I also fitted thefender with a BMW taillight. One day whilevisiting Peter McEwan, he gave me a CanadianPost Office sticker as I was a sticker collector. Iplaced the sticker on the upper nose of the sidecar,making the outfit look very official.

Dave Metcalfe had entered an Enduro over on theOlympic Peninsula and wanted me to go and joinhim. At the time I didn’t have a bike I could usefor such an adventure so, instead, offered to comeand lend support. Barb Raymond wanted to go aswell and jumped at the offer to ride in the sidecar.Well, we never did find the place where Dave wasriding; instead we found all kinds of lonely backroads that usually just ended in the forest. Onesuch road led us to the top of a mountainoverlooking the sound where we pitched a tent and

spent the night watching the twinkling lights ofboats going in and out of the sound.Barb liked so much riding in the sidecar that wewould go out to local parks and attractions just forfun. Barb talked about going out and visiting theguys in Kamloops, so that next weekend found usdoing just that. We couldn’t just ride out therethough; it had to be on back roads. I took my usualroute from Vancouver to Hope (Route 7), fromHope we found the Kawkowa Lake Road.Followed that to the Merit turn off then shot up toKamloops from there. It took us almost all day,some short-cut.Nearing the end of 1974, I got a call from CarolPlant; she was going to go to Mexico and wantedto know if I would come? Seeing as it was winterand work was slow, I accepted her invitation.With all my winter gear mounted on Superior Pig,I departed British Columbia on a cold, gray andrainy morning. With little more than a shakinghead and a wave I zipped through customs andheaded south on I-5.It rained all the way into Oregon where the rainturned to slush then to snow. Just before GrantsPass I was stopped by the highway patrol, theofficer told me that I should turn around. When Iasked if the road was closed, he told me it wasn’tbut that he expected it would be soon. I informedhim I had no intention of turning around andpointed out that I had a studded knobby tire, chainsand heated clothing. With a look of disgust, heallowed me past and on my way.As I rode towards Grants Pass the snow camedown heavier and heavier. When I stopped atGrants Pass for a very late dinner, I was the onlyone out on the road. After eating I continued mytrek south on into the night. I rode cautiously andnever required my studded spare or the chains. Iarrived at Carols house that next morning but sleptmost of the day. Carol and I spent the next coupleof days getting ready for our trip to Mexico. Whentime would allow, I would go visit my girlfriendand her dog Loki. When Carol and I left forMexico, I hoped I could visit her again on the wayback.I guess it would have been useful to learn a littleSpanish before taking a trip to Mexico.Throughout the trip, communicating with thelocals consisted of talking very loud and wavingyour arms about, not real bright. Just crossing theborder into Mexico was a bit of an adventure; we

TheUralsidecar.Note thereturnof theoff roadfender.

With BMW wheels all around, the final touch,the tail light is yet to come. This photo wastaken on Hwy 5 between Princeton and Merrittin British Columbia.

21

were waved across the border and sent on our way.No more than 10 miles down the road we werestopped and sent back to the border for not havingthe correct papers. Back at the border, we had toresort to lots of loud talking and arm waving to getthe papers needed to get past the check point. I guessthe irritating part was after we had the papers; thecheckpoint didn’t bother to look at them, typical.We stayed mostly on Route 15 (when we could), atnight we stayed in motels or hotels that had guardsposted to watch our stuff. I was warned not to drinkthe water because of pollution so I took to drinkingmostly beer, heck; I even brushed my teeth withbeer. Everywhere we stopped, curious locals, mostlyattracted by my sidecar, often approached us. Therestaurants were a little odd at first, but we soon gotused to sharing our space with other people as wellas dogs and farm animals. I had a problem with theamount of hot sauce the cooks liked to put on theirmasterpieces and Carol liked to make light of it.One night while dodging farm animals on the road,we happened upon a broken down BMWmotorcycle. Leo Jansen (a customer of mine inVancouver) had bought a new tire and, because ofit’s poor manufacture, would spin on the rim tearingout the valve stem from the tube. Between Leo andI we managed to get his tube replaced while Carolmade coffee. Leo traveled with us for a while butparted ways during the New Years festivities inMazatlan.New years day found Carol and I on the road again,our destination, Acapulco. Two days into the NewYear we reached Playa Azul and our campground onthe ocean. Camping was made somewhat interesting,as I had forgotten to bring my tent poles with me.Have you ever tried to prop up a tent with Palmfronds? We met several other friends there, KeithDempster came to my rescue with enough cord to tiemy tent up to a couple of Palm trees. After campingout for a couple of days, seeing the sights and tryingmy hand at body surfing, Carol and I headed backnorth.I liked to ride rather briskly but always kept Carol inmy mirrors. Because of my brisk riding, she wantedto stop and visit with and introduce me to RegPridmore. With that thought in mind, I started ridingall the faster. I finally slowed down when I had arather close call with two kids on a Moto Islo.Nobody got hurt and Carol said the kids werelaughing when she sailed past them. That’s when Idecided to keep the speeds down for the remainderof the trip.

A little further on, the motor in my bike started toget a little noisy. It didn’t occur to Carol thatanything was wrong until we stopped in CiudadObrigon, Carol tried to talk to me and I just couldn’thear her over the noise my motor was making.Needless to say, we spent the night in CiudadObrigon talking over our options. Next day foundus draining our gas tanks in preparation to ride thetrain and shipping our bikes in the baggage car.Riding the train was quite an experience, sharing ourspace with farm animals again took some gettingused to. Getting food on the train only happens attrain stations. You hang out the windows and buyfrom the vendors walking up and down beside thetrain. We were very careful.

When the train arrived in Nogales, we felthome free with one small exception, wecouldn’t have our bikes until the nextmorning. Spending the night sleeping on aheater register in the train station, is as closeas I ever want to get to being homeless. Itwas a pleasant surprise to receive our bikesthe next morning, in exactly the shape we leftthem, nothing damaged or missing. We hadleft enough gas left in our tanks to get us to agas station on the Arizona side of the border,where we called Art Jacobson.

The crew of kids that healped us get ready for thetrain ride, sorry about the gas stains.

Next Page:

Ready to be loaded onto the train, the big box onthe rear carrier rack is an additional eight gallongas tank

22

Art had a shop in Tucson where he offered me roomto store and/ or work on my bike. Art took us outto dinner and put us up for the night. Next day I gotstarted working on the bike while Carol packed upand headed home, our little detour by train cost hertoo much time and she had to get back. A couple ofdays later, I had fitted my bike’s motor with newmain bearings and was again ready to hit the openroad. With a very big thank-you to Art and his wife,I headed to Carol’s house. With the time that wasused up, a visit to Reg’s shop never happened.

The trip to Carol’s house was uneventful but pullinginto her garage, the motor made that same funnynoise it had made in Cache Creek, a seat in the otherhead fell out. Herb Bouson (lived with Carol) hada friend to take the head to, Ray Bunch. Ray had amachine shop in his garage and with less time thanit took to visit, my head was fixed. I stayed withCarol and Herb for a couple more days just restingup for the trip home. Thankfully, my trip back hometo Canada was blessed with fabulous weather andno troubles. The only irritation was being pesteredby a fellow while sleeping by my bike at a rest stopin Washington. Seems he was afraid I washypothermic, even when I showed him my heatingsystem he wouldn’t leave me alone, so I climbedback into the saddle and rode the rest of the wayhome.Upon arriving home and back to work, I was feelinglike it was time for a new bike. When Peter heardI was thinking about selling Pig, he got right on thephone. Within a week Pig had a new owner, a smallfamily in Kamloops. I only saw Pig once more afterthat, still had his sidecar on and the family was stillpleased with him. I hope he, as well as they, are stilltogether and still happy.

Copyright © 2009 Pokie Parmidge

All apart in the back of Art's shop in Tucson.

Carole NashInsurance

Please quote

When you contact CaroleNash for your insurance.

WRITE THIS NUMBERSOMEWHERE SAFE!!

0751N

23

Ignition SystemsRh'ian writes of his experiences.

My R50 has the standard factory ignition. Thiswas not right when I got the bike some years ago.I changed the coil, points and condenser to no

avail. I've since refitted the original points andcondenser due to reliability issues, and that'sanother story... Bike still not right. So, back tobasics. Read up the handbook, wrong method butworked as a fix when the bikes were new. ReadDoug Rinckes book and various on the www. Butthe Amateur Mechanic's article in an earlier BMWClub Vintage Newsletter 6/2002 was the clincher.Dial gauge and a great deal of patience required,.Well worth the effort. Now a first kick starter a andvery smooth motor!(The Amateur Mechanic’s article referred to herehas been reprinted on page 24 - P.A.)

My R60 has the BT-H self generating electronicignition and 12v alternator. The bike would notrun right and had a flat spot at lower rpm. Sometimes it is difficult to distinguish between

ignition and carburettor faults. Symptoms can bemisleading! The carbs settings appeared sound andthe ignition had been set as per the instructions. Ihad read of faults in the design, in that the systemwould give considerably less advance than the 32degrees specified by BMW. By trial and error, Itried different settings - easy with this system. Anumber of rides later I found a good compromise,giving good running characteristics and easystarting. The strobe indicated full advance was asspecified. Perhaps the BT-H black box suppliedhas a fuller advance? Or the R60 is so soft thatexcess advance at idle and lower rpm's is not anissue? There is no kicking back when starting, norany sign of over advance. I am now happy withthe BT-H.

The R69S has the Power Dynamo system. Again,this would not run properly.Armed with what I had learned with the BT-H, andafter discussion with Joel Rapose (the very helpfulenthusiast and USA importer), I followed muchthe same tack. This achieved the same positiveresult. In addition, I found that raising the carbneedles has further improved running. She is nowa delight to ride!

At first I disliked the electronic ignition systems. I was all for reverting back to stock, which I dolike. I had had difficulties starting both of the bikeswith electronic ignition. I've found the R60procedure is petrol on, wait, do not tickle or openthrottle. One prod, sometimes two or three, willhave her idling gently. The R69S is the sameprocedure, but with just a whiff of throttle. They

Standard BMW magneto ( minus auto-advancemechanism) as fitted from 1951 - 1969

To ditch or to keep?

24

both run up great, very smooth, and the 12v is abonus. So they stay for now!

Would I update another bike? Not if the existingmagneto and generator are sound! Both are wellmade and reliable if set up right. But if these needrepair or replacement, it would then be a matter ofavailability and cost? It is important to be awarethat both systems are of the capacitor dischargetype: they are not magneto or coil ignitions. Also,they are not necessarily the cure for a poor starter

or badly running machine - the other mechanismsmust be in a proper working condition!

The BT-H is no longer available. The PowerDynamo is available from Germany, the USA(Joel), and elsewhere.

Thanks are due to the Amateur Mechanic, JoelRapose, and others for help and advice during whatwas at times a frustrating experience. Patience andperseverance triumphed in the end!

Setting the Timing (Twins - 1951 to 1969)by 'The Amateur Mechanic'

The magneto made by either Bosch or Norris, and fitted to all twins made between 1951 and1969, is a robust and very reliable piece of equipment. As most will know, the engines of this period(and later) have no distributor and therefore employ a redundant spark i.e. when either piston is on afiring stroke both plugs fire. This feature can be extremely useful when identifying faults in plugs, capsor leads.

Magneto ignition generally performs better at higher revs and it is therefore essential for easy startingto get the best spark possible when kicking over the machine. This always occurs at the position ofmaximum flux in the magneto and the BMW magneto is marked for easy location of this position.

To set (or check) the magneto for the point of maximum flux is quite simple:-

1. Set the flywheel so that the S mark is in line with the mark scribed into the timing hole in theclutch bell housing.

2. Check the line on the magneto rotor is EXACTL Y lined up with the 'V' notch on the magnetobody. If not slacken the 1O mm nuts on the magneto back plate and adjust the body until the correctalignment is obtained.

If the range of adjustment on the body is insufficient then proceed as follows:-

1. Adjust the body to the centre of its adjustment travel.

2. Extract the rotor, realign to the notch in the magneto body and replace.

Once the correct alignment is achieved the magneto (but not the engine) is now timed.

Timing The Engine

All the factory manuals say that 'the ignition timing is set by moving the magneto body'. This is plainlywrong! If the timing should be adjusted in this way, why bother to time the rotor to the body, then moveit? No, the correct way to set the timing is by adjustment of the points back plate. Before doing this itis necessary to set the points gap to O.4mm (16 thou). Having done this, proceed as follows:-1. To Time Statically.Set the flywheel to the 'S' mark and adjust the points’ back plate until the points are just starting to open.This can be checked either by using a test meter or a battery and bulb. When using either method it willbe necessary to disconnect both the capacitor and coil leads from the points. It is necessary to check the

25

timing on both cylinders by rotating the flywheel through one revolution. Both cylinders should havesimilar firing positions. If not see my later notes .

2. To time using a strobe light.

Check first at tick over when the 'S' mark should be in line with the scribed line on the crankcase. Ablurred line (or moving line) is indicative of an error in timing between the cylinders. Increase the revsto check the advance, when the 'F' mark should move to line up with the scribed line in the crankcase.

If the timing on both cylinders is not identical BMW tell you to "split the difference”. In the past peoplehave been known to stone the cam on the advance and retard unit in order to improve the timing, believingthe error to be caused by manufacturing imperfection or uneven wear. My own experience of workingon these engines over the last 35 years leads me to believe that the root of the problem lies elsewhere.

Almost all errors stem from the alignment of the rotor on the camshaft. Although located on a taper(which should be accurate) any engine that is at least 30 years old and has probably been stripped severaltimes (maybe without access to factory service tools) may have suffered considerable damage. All themany engines I have built in recent years have (eventually) had very accurate timing, cylinder to cylinder.On all these engines each rotor has been set up (using a dial test indicator) to run better than 0.05mm (2thou) measured on the extremity of the shaft that supports the advance and retard unit. To achieve thisneeds a good deal of patience!

Start by checking both the rotor and camshaft tapers for any sign of damage. Clean up the surfaces, andif necessary, lap in lightly with fine grinding paste. When both of these are OK thoroughly degreasewith a proper solvent (not petrol etc) and refit. It is possible to get the rotor to seat on the taper in adifferent position by tightening the retaining bolt (through the advance and retard) a little at a time whilsttapping the rotor LIGHTLY to obtain the required alignment.

So there you have it! Set the timing correctly and you will be rewarded by easy, reliable starting, goodperformance and fuel economy.

As someone said to me many years ago "90% of all tuning is careful assembly".

Good Tuning!

The R68 - 35bhp and 105 mph,BMW’s flagship road bike in the 50’s

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Spring LunacyBy Keith Becker

Setting the scene:Back in the early 80s I had a Daytona orange R90sas my road bike and a shed full of assorted BMWbits accumulated over the years, that includedanother R90s bought cheap with a blown motor.I had just stopped competitive racing but after ayear off decided to throw together the bits in theshed and go back to my racing roots. Thus theBitsa BM BOTT racer was born. It was not apretty site nor well engineered, but it was fun fora year or two, at least until I got taken out lappinga back marker at Cadwell Park in 1986.

That was also the year I started my own business andthough the intention was always otherwise, the BitsaBM was never repaired and though not forgotten wasbasically left to rot for over 25 years.So one evening 3 years ago after a few beers, I wasbrowsing Ebay and saw what looked like a very prettyred BMW R80RT based café racer…I decided buyingit might be a short cut to getting the racer project that

had been languishing in the back of my mind,underway. I did go and look at it and yes it was in myeye pretty but the engineering was questionable. Imanaged to resist making a bid past auction end.There hadn’t been any bids registered, (peoplegenerally have more sense, it seems) so thinking thatas I can usually make something work but never getaround to making it pretty, this was an idealopportunity. I phoned up and made an offer.

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What follows are mainly extracts of my posts to theRider-site forum of which I am also a member.

Collecting the bike: (Posted Thu Apr 25, 2013)Ok, so I picked the bike up on Monday. The journeyout was a lift to Coventry with the missus on herway to work. Train to Wolverhampton with a bit ofa senior moment about where I placed my ticket,then picked up by the seller just as I got out of thestation. Cool. The bike still looks pretty, just about90 miles across the top of Birmingham to gethome...... within about 50 yards I'm thinking sh*twhat have I done? The riding position felt OK staticbut major adaptation to my bits and pieces isrequired on the move. Without regard to anypotential mechanical failures I did wonder ‘Am Iphysically going to make it?’

Once out of suburbia and the 50 mph motorwayrestrictions, that's about 60 miles, some slight reliefin that at 70 mph the journey doesn't seem like itwill be totally endless. The gearing is really shortso 70mph is very buzzy and a flat out 7,500 revswill be barely 100 mph. Given my nature maybenot such a bad thing, but tiresome from anystandpoint. Finally got off the motorway on to theA426 to Lutterwoth and just as I am starting toenjoy mixing it with the artics it goes on to onebetween Iceland and Tesco, who were not amusedat my inability having cut them up, to clear out ofthere...…

Fuel pipe reconnected and back on our way tototally cut out in Lutterworth. Fuel pipe reconnectedreserve tap on and we are good to go again. Oh, didI mention very nearly dropping it because of lockrestrictions doing a U turn? So, clip-on pushed backin place with mental note not to rely on too muchcounter steer, we are back in business.

So Monday night as I was already physicallywrecked, I skipped my usual badminton. Tuesdaynight I fitted air filters and some related bits andpieces. I went to work on my BM RS, thesuspension of which decided to finally go pogo... Imean when I got home I pushed down on the saddleand it was probably about 20 oscillations before theup and down reaction was significantly diminished.No wonder the handling was getting a little iffy onthe faster and bumpier stretches of my commute.So now I have a conundrum my wife finds amusing."So you have just bought a new bike making at least

4 bikes, when you can only ever use one, and noneof them actually work.... "?

Of course she, like life, is not being fair. TheAprillia Falco has just done the winter covering forthe demise of the BM RS's gear box and is partiallystripped, not taxed and overdue a valve check, plugsand oil change, in readiness for the chasing of veryfast bikes around Mallory with the VMCC in July.The RS with replacement gear box fitted has beendoing sterling service for a couple of months and Isuppose I could ride it, I did get it home, but it'dnot pass an MOT like that in the 100 years it'd takefor the back end to stop pogoing up and down. The“project racer” is only going anywhere in mydreams. So it is time for me and the Café Racer tostep up.

Post: Sun Apr 28, 2013Up to 2 am last night reorganizing the rear end thatmaybe as a fan of old British bikes, the builder hadmanaged to make rigid. Also the clipons and clockshad to be re installed. Oh and the brakes reallyneeded bleeding....All of which meant seat tank andfairing off. Ho hum special builds are worse eventhan most manufacturers in having numerousdependencies and a specific order in which thingsmust be done, but without any documentation. Sortof finished about 2.30 am.The ride to work was actually enjoyable, yes thegearing is short. Damping what damping. Onlydown side being a bit of engine rattle from somewhere to spoil my serenity. Taxed it at lunch time,yes just 5 days left in the month but hey ho takingthe train would have cost more... Riding home Ididn't notice any strange engine noises and theergonomics were manageable. Still on the bumpy

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bends the suspension was pretty awful, very softand under damped at front and still too hard at theback. Oh and add to that it was just as well that Iwas backing off a bit as the exhausts are too wideof the frame and with a little lean and suspensioncompression, touch down.....So I'm going to be a busy boy, what with a newshock ordered for the RS to get to the Marchesmeet, an old one to get re built possibly for the newCafé Racer, the bike bench started (I had to haveclear out and rationalization of the garage toaccommodate the 4th bike) the Falco needing TLCand a growing list of rectifications to the new CR,and that's before we start thinking of the “racemotor” or the lawn... but it will be a very differentbike in a year or two.

Post: Tue May 14, 2013A quick update. Yep the Hagon shock hastransformed the RS. Shame the clutch keepsneeding adjusting so that I can get neutral...?The cafe racer has had new front tire, forks turnedaround, fork seals, fork oil and anti dive springsfitted; the handling feels a whole lot better for it.Also put in a second fuel tap, new fuel lines, fuelfilters and upped the main jets but it still seems thatthe fuel supply is erratic. It was struggling to runand with nearly a full tank cleared when put ontoreserve.The new tap I fitted was an old one blown clear,so maybe there is a lot of debris in the tank. Newfuel filters look clean though.Erratic running aside, on a back road blast itactually felt for a bit, like it had potential.

Post: May 19th, 2013Not had chance to do much on the Cafe Racerexcept notice that one of the exhaust headers isblowing under the wrapping, probably where thebalance pipe used to be.The RS clutch mystery is solved. Not fun ridingback from the centre of Leicester in the rush hourwith no clutch. Fortunately the starter motor is upto starting the bike when in gear....My stall stops nearly went tits up on my graveldrive as I approached the closed garage doors.Front locked and it just kept on going, plowing afurrow for a couple of meters. It didn't do my backany good catching that one. Any way new clutchcable, well 35 year old clutch cable, has I hopesaved me from waking up the slumbering Falco inorder to get to the Marches meet.

Post: Sun May 26, 2013Out on the CF today and provided the fuel taps areset to reserve it seems to be fine. So topped up thetank and had a blast. The front end is really goodnow and feels like its saying "just believe in me..."It does feel like a proper sports bike, even pullspretty well and makes a very sporty noise. Pullsthrough to the red line in top with throttle to spare,which isn't that fast but fast enough to be fun andpossibly to harry a few Falco's and the like aroundMallory.So all good and I was thinking maybe I'll invest ina Hagon shock for this too, until about two milesfrom home when I start having problems gettingthe lower gears.Seems like there is too little tension in the returnspring. Let’s hope it is rear set adjustment orlubrication rather than a gearbox strip..…

Sat Jun 01, 2013 4:41 pmLubed the rear set linkages etc. and topped up thegearbox oil. Seemed ok on the test ride today.Handling very nicely and pulling pretty crisply tothe red line in top. Still too hard at the rear.I'm getting double vision over the bumpy stretches,of which there are many, and having to get my bumoff the saddle to see where I'm going. Maybe I'llinvest in the rear shock....The Falco is coming back together, found somenasty alloy corrosion on the fork stanchions justbelow the bottom yoke. Just like what happened tothe RS's rear shock, the alloy just turning to dust.Painted over it now but what the fk are they puttingon the roads these days?

Post: Mon Jun 03, 2013Took the Cafe Racer to work today and as I waschucking it about I picked up a little 'negative' feedback from the back of the bike which I'd not noticedbefore.I thought maybe as I'm starting to push it a bit thehandling is not so good after all. On the way homeI thought maybe a puncture.... it was bad enough tomake me stop and take a look.Tire seemed firm but as I pushed it I noticed thewheel move. On the mono shock BM the wheel isattached rather like a car and all the wheel boltswere coming loose.Tightened them up finger tight, a process I had torepeat every mile or so until I got to a friend’s houseand could borrow a decent spanner.So that has been fuel lines, front axle pinch boltsand now rear wheel bolts loose. What’s next I

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wonder? The guy who built it going turn up with agun and try to shoot me?Maybe I should get pre-emptive.

Post: Jun 10th, 2013Getting there. I did some repairs on my old raceexhaust system, fitted it and went for a spin theother day. A little loud but rips through to 7K in topand had to shut it down to about 1/2 throttle to staythere. Definitely more power every where than withthose "pretty" high level pipes.Measured the noise on my I-pad app at around95DB, so even though I may not have matched thetest revs and distance, probably ok for the track andif kept off mega, the road too.I've bought a 100RS differential which is 33/31rather than the existing 37/31. I'll fit it shortly as Iam now confident that in this trim the bike will pullthe extra ratio to give a maximum speed of around110 - 115 MPH and comfortable 70 - 80 MPHcruising at around 5000 revs. I’ll need to see wherethe adjustment can be made to correct the speedo.I've also bought a refurbishment kit for the 38mmDellorto carbs from the old racer, so I can replacethe standard 32mm CVs. Not sure yet how to fitthese to the 800 heads or whether the 900 headswill fit, or to wait until I have a full 1000ccconversion.I now know that the holes in the cases are larger onthe later bikes, so the old 900 barrels will not justswap over.I'm waiting for the Hagon shock to arrive whichwill make a big difference to usability on the bumpyroads I have to contend with. Maybe time to checkeligibility for the VMCC's BEARs series?

Post: Wed Jun 19, 2013Oh yes! Taller gearing and a proper shock maketha very loud and now quite quick hooligan. It doespull to the red with the new gearing in top!Handling appears almost fault less and the ridingposition was encouraging even me, to slip off theside a little.I was actually quite amazed how those last changeshave transformed it into a proper, dare I say it racer.(Can we now consider dropping the "Cafe" prefix?)So if the Falco is not sorted in time for Mallory Ithink I'd enjoy giving this a go.Next on the to do list is maybe a new rear tire, thecurrent one is about 8 years old and I'm getting thefeeling I'm going to start pushing this a little. Maybesome quieter pipes.

I think the Dellorto carbs & 900/1000 conversionwill be best done over winter but is tempting, verytempting.Happy days.

Post: Sat Jun 29, 2013Fitted the R90s heads and reconditioned Dellortosto the existing barrels. Oh and new tail pipes too.The rocker assemblies took some sorting but it allworks pretty good so far. Much nicer low down butnot as crisp at the top end as it is way over jetted.I can't find my old jet tin and at £3.95 a jet I've donesome looking....An 800 still running 175 main jetsfrom the 900, when probably 155 or 135s would benearer the mark.So back to Dellorto we will go.

Post: Mon Aug 12, 2013I'm very pleased with the way the bike now sounds.Very resonant and deep with a bit of a burble onthe overrun. In fact though a bit biased, it is nowone of the best sounding bikes I've ever heard....The high comp, big bore kit has arrived fromMoto-Bins and is a box of engineer's porn. So whatshould I do, strip it down again and get the kitinstalled or re jet as an 800 and enjoy as it is for abit?Post: Sat Aug 17, 2013Ooh er 1000cc!!Kit fitted and first test ride completed.Bearing in mind I've only done 20 miles and waskeeping it below 4K and 1/4 throttle, I am verypleased. Started instantly seemed really crisp, verytractable and pulls strongly. Maybe a little loud butsounds great too.

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Not sure how much "running in" it is going to getas I am not a patient man. I'll probably be uppingthe revs by 500 on every ride...Still other stuff I'd like to do but this is probably itfor a bit. Might bring it to Norfolk if I can stow mytent or crash in the barn.

Post: Mon Aug 19, 2013Still good. Now touching 5k on occasions. Pullslike a train maybe up to that 5k, even stronger thanthe Falco.Changed the oil today after popping round to seemy dad at the care home. As one time a keenmotorcyclist and BMW owner he came out to havea look. The expression on his face was great."Beautiful" he said and gave me the thumbs up asI left.I added some lettering and extra white stripes tocover some problems in the paintwork thatappeared when I polished it the other day.

Post: Sun Sep 01, 2013Was out on it for a blast today which since the taxis up at the end of the month, will probably be oneof my last rides on it for the year. It has now done500 miles on the new barrels and pistons.I've not tried for how fast it'll go but I have givenit the beans for a bit and it certainly gets a move on.In fact it is most unlike any BMW I have ridden.On the bike it feels sort of "Italian"...Any way it is now the bike I wanted it to be. I'lllook out for an oil cooler and maybe an alternativefront mudguard. New rear tire in the spring andmaybe see about the VMCC/BHRC preparationpractice day at Mallory in March.For a laugh I thought about entering it as anR80T-He. My wife doesn't sound too keen on myracing again and the bike may not be accepted as itis, by the BHRC anyway.Also there are currently financial uncertainties soI'll not be making any commitments at this point.Still it's a 'crack' to ride. I'm going to have to 'meetup' on it next year and if I'm on this I might evenjoin the ride out.

Sun Sep 22, 2013Though there is a lot I prefer about Guzzis I startedwith BMs and will all ways have a soft spot forthem. I don't know about the new ones but the olderBM's or Guzzis for that matter, do take a littlegetting used to and a single ride is unlikely toexpose their virtues.

What I have got here now is a BM that seems to belike a lighter and more agile 1000cc Lemans. It isquite reminiscent of my brothers old 750 fastbackNorton Commando... but that is a pretty vaguememory to be honest.These days there are a lot of older BMs for sale anda lot of the bits can be mixed and matched fromdifferent years and capacities.The motors are sound and can take a fair amountof abuse and are easy to maintain. One can getcreative: bobber, flat track, cafe racer, whatever. Itdoesn't have to be too expensive or precious, canbe ridden hard and cover a lot of miles.

Post: Wed, April 23rd 2014Cafe Racer went through the MOT today noproblem. I thought there might be issues but theguy said "made my day, a pleasure to see a bikelike that." Was a nice ride over and back.So tax it for May 1st I think.

Post: Sat, Oct 18 2014Had a fine summer on the Café Racer, mixed inwith rides on the Falco of course. It has beentotally reliable and having now covered a fewthousand miles on the pistons and barrels, themotor has loosened up some. Only issue is the gearbox, with the return springbeing a bit week, the change has to be madepretty carefully. I'm planning to build another boxover the winter with a higher top gear as it doesreadily pull to the red in top even with the RSfinal drive.Not that I like to rev it particularly, it feels andsounds so nice low down. It is only taxed until theend of this month so I hope the weather is nicetomorrow and I get to dose up before winter setsin.

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Post: Sat May 02, 2015So MOT passed this morning. I've been lovingriding the RS and the Cafe Racer is so different butput a smile on my face immediately I snuck into2cnd and tucked myself in. Just revelling in thewaves of torque and sound.Over winter I stripped an old gear box but didn'trebuild it. The bike has had a full service, newrocker covers and fitted during the latter part of lastyear, an alloy top yoke made from a modifiedbottom yoke, inverted and machined flat for £20.Cut down and sprayed up another front mudguard.All works a treat.

Post: Sun Jun 07, 2015I had spent a bit of time in the garage on Saturdaycutting a slice off my "new" top yokes with ahacksaw, so I could raise the clip-ons 5 mm or so.Took the opportunity to test that and join WellandValley Bikers for a ride out to Jack's Cafe thismorning. As "I've been everywhere man” a brokenSatnav meant they wanted me to lead. I took itfairly steady and tried to keep them in the mirrors,stay reasonably legal and enjoy bits at the sametime.Comments over breakfast were verycomplementary and ranged from impressed toshocked at how well the Cafe Racer handled andwent.I have now signed up for the Saturday of thePractical Sport Bike/Classic Bike track weekend atCadwell Park in July. That should have someresonance, being the last time I raced was there in86 and with a few bits of the current Cafe Racertoo. Going to hope I've learnt a little patience andmore, in the 30 years that followed or things couldget messy.

Post: Sat Jul 11, 2015Last track session done and all in one piece. Thanksto Griff and the guys of Aprillia Performance forbleeding and then replacing the brake fluid after myfirst session and to Dave off the forum for poppingby to say hello.The bike was pretty good considering it was thefirst time out. The track showed up a couple of shortcomings but we can sort those. No brakes andloosening head bearings to name two. Main thingis it didn't blow up and I didn't bin it.Amongst the Practical Sport bike sessions forBritish, American and Europeans, only two racyand more modern Ducatis were any quicker and I

had a few "that goes alright that does" typecomments in the paddock and bar afterwards.I suppose money is going to have to be spent on itagain soon ....

Post: Wed Jul 22, 2015Battery on the RS started giving up so I've nickedthe one in the Cafe Racer for it and then replacedthat with an expensive lithium ion one. The originalbattery weighs in at 8kg the new one is 1kg. Itdoesn't have quite the same capacity but starts itfine.A replacement standard one for the BM would havebeen around £75, the light weight one was £150.So that's just over £10 per kg saved. Worthwhileinvestment I think, 7kg is equivalent to 1/2 a tankof fuel, so just about noticeable as you ride. Maybe,we'll see. That standard battery sure is heavy andweight reduction is the best all round performanceenhancer.And Now:The steering head bearings loosening up causedsome “uncertainty” at Cadwell so the alloy top yokeis now reworked and re-fitted. It didn’t bolt downonto and lock up the tapper roller bearingadjustment ring properly. Also I carried out sometuning of the air screws and stopped it popping andbanging when hot. Had a few trips on it during thelatter half of the year and it does feel more agile,even a weekend away of a couple hundred mileswas, with a little ingenuity to fit luggage quitemanageable. It is now off the road over winter andfor next year I’m thinking of more “racy” rubber.Maybe fit the oil cooler I bought and new valveswouldn’t go amiss either.Though arguably not as pretty as it started out, thefocus next year will be to use and enjoy what is nowa very capable motorcycle.

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CARBONESQUE

Pete Hodson Siderock Cycles

Most of my builds arecommissions from clients whochoose their own spec andcolour schemes, but not thisbike.

It was purchased as a part builtproject from a friend who justlost interest, and was a perfectopportunity to indulge in a lookthat’s been in my mind for awhile.

I wanted a dark, moody lookwith a nod to the JPS racers ofthe ‘70-80’s ( black and gold )but with a modern twist, all‘Carbon’ body work, wheelrims and top engine cover.

It’s not actually real carbonfibre, but a Hydrographicallyapplied finish that’s beenexpertly done by my pals atWicked Coatings in Poole who

are great custom painters too. Itfools a lot of people and I loveit.

Here’s the spec of the rest of thebike:Based on a ‘77 R75, it’s now800cc with the later Nicasilbarrels with new rings.

Refurbished heads with newvalves and guides.

New later type clutch andflywheel for a lighter action.

New timing chain kit.

New lighter, smaller morepowerful starter motor.

New electronic ignition.

All new seals, gaskets etc.

All black engine with polishedalloy detailing.

De-tabbed frame and swingingarm, blasted then powdercoatedin satin black.

Wheel rims ‘carbon fibred’ andlaced with stainless spokes.

New Grimeca front disc, newpads, rebuilt caliper and newGoodridge stainless braidedhose.

Refreshed forks with new sealsand thicker oil. New Dunlop‘Street Smart’ tyres.

Our own SRC rear subframewith integral under seat batterytray and splash guard.Smaller Gel type battery.

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SRC single race style seat withcustom pad.

Billet alloy clip-ons with newlevers, master cylinder andtwin pull throttle.

New chrome steel headlampheld by billet alloy brackets.

Custom alloy rearsets.

New black and gold gascharged ‘piggyback’ shockswith ride height and preloadadjustment.

New stainless headers with satinfinish, mated to short black‘peashooter’ silencers.

Extensive electronic upgradeswhich include a Koso combineddigital speedo/ analogue tacho .Motogadget three button billetswitches, M button and M unitcontroller.

Oberon billet alloy bar end LEDindicators with integral mirror.

LED ‘bullet’ black alloy rearindicators. LED rear ‘cats eye’tail light.Custom wiring loom.

Stainless steel fastenersthroughout.

The bike is now available forsale , and if interested , pleasecontact me via the websitesiderockcycles.com or SideRock Cycles on Facebook.

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Market Place

Don’t forget to keep looking at (and using) the Market Placepages of the website. They’re there because you asked forthem. At the moment there is this beautiful, low-mileage andadvertised as-new R90S for sale.

Or maybe this R65 is what you’re looking for?

Vech has a presence inthe Market Place too.He’s got some tastyLED tail lights forslash 2’s………..

And his Albert Bar EndMirrors

Or what about these tapersteering head bearings fromBob Porecha - for all 1936- 1968 singles and twins.

Or a neat coil ignitionconversion for your slash2?

If you have anything Airhead relatedthat you want to sell, or if you needto place a Wanted ad then it’s all freeto BMWAF members.

email: editor.theairhead@gmail.com