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Opposed Twins 1969 BMW R69S & 2002 BMW R1150R |
 Two
years ago, riding my Le Mans along highway 60 west through the lonely
wilderness of New Mexico, I spotted a bike pulled over at a small
desert vista some distance ahead. The late August monsoon I was running
from threatened with the eastern sky painted dark blue and black...not
a good place to be stranded. Chopping the throttle upon my approach,
the rider lifts his hand for a short wave, seemingly looking forward
to the company of a fellow 2-wheeled traveler. I lift my shield and
taste the humidity, temperatures falling rapidly as the late summer
storm approaches with lightning dancing all around us. "It doesn't
look like there is anywhere to hide from this" he says, almost
yelling as the wind whipped tumbleweeds across the road. "There
is a restaurant a few miles ahead" I disclose;"We can sit
out the storm there" With this exhortation, he dons helmet and
gloves, climbs on his R1150GS Beemer and follows me to shelter.  It was there, at the famous old Datil Well wagon stop that I got my first good look at BMW's new generating "Oilhead" twin standing in the aftermath of the early evening downpour. Frankly, the bike didn't impress me much, and when I told the proud owner I thought it looked like some sort of mutant praying mantis -one held together with nuts and bolts- it was his turn to be un-impressed."Looksaren't everything" he replied,smiling; "This is a truly great bike...if you ever have the chance to  ride
one, you should do it because you will change your mind" With
that, my new friend slipped on the last of his riding gear, fired
up the BMW and turned south towards Texas. Leaving me once again alone
on old 60, with time to ponder.I've been riding one sort of airhead BMW or another since 1977, so I figured my opinion was as good as any when it came to the "Legendary Motorcycles From Germany" Truth be told (and if you're a regular reader, you already know this) I lost interest in the new BMW's some time back. I knew they were capable, but they weren't beautiful...not compared to a SFC Laverda or a 900SS, or even BMW's own R100RS. Just leave me alone and let me enjoy the classic BM's..the ones with some semblance of styling direction and I'll be happy. I simply refuse to ride a motorcycle that looks more at home on the set of Jurassic Park than on the open road. Upon reading my remarks, many of you took the time to write and (despite the various references to my ancestry) offered a chance to show me just what I'd been missing the past few years. Inspired, the idea came to gather a bunch of old bikes together, with new models from each respective maker, and just see what shook down from the  comparison.
We start here with one classic model (the R69S) and a brand new model
for 2002; the R1150R. When asked to vision the classic BMW, which
model comes to mind?For some, it would certainly be the R90S, others,
the RS. Certainly, these models have attained classic status but for
the ultimate contrast, why not the R69S? For many BMW fans world wide
the R69S represents the 180 degree opposed twin in its most magnificent
engender. Why is that? More reasons actually, than we have time and
space to cover here, but a couple of strong points can be raised.
The R69S was a model that was truly a aberration in motorcycling at
the time of its release. It's difficult for most of us to remember
the time when the word "motorcycle" was synonymous with
un-reliability; oil leaking, shaking, shuddering devices that were
only good for short hops around town...if you were lucky. Some would
say the R69S was built with an almost automotive quality, and that
was a compliment when considering the machines robust nature. For
many years, it was BMW, and BMW alone that offered the two wheel traveler
a mount with un-limited potential for real cross country travel. Truly
well deserved, that selling point remains a position of pride for
this revered marque still today. The editors of "Cycle World"
in the June, 1962 issue described the build quality of the R69S by
stating: "All of the miscellaneous hardware is built along the
same lines as the machines strong tube frame; The fenders, tank, and
the headlight faring are drawn from heavy gauge steel and fixed in
position with a vengeance. Every part is enameled with a black that
looks like polished obsidian, and a white (hand painted) pinstripe
following the fender bend and the tank contour provides just the right
amount of trim. Where chromium plating is used, as on the exhaust
system, air-feed pipes and the spring/shock units, it is deep and
we would bet that it is there to stay" This would turn out to
be a prophetic statement, as the R69S did in fact age very well, commonly
spinning the odometer in roulette-wheel fashion and gaining legions
of fans in the process. Basically, the R69S was a hotted-up R69, itself
a larger, more power version of the R50. With a claimed 42 horsepower
@ 7000 RPM and a compression ratio of 9.5:1, the 594cc twin was never
a drag strip terror, but it didn't have to be. Suspension rates at
both ends were dialed in for a soft, "touring" ride as that
indeed is what the BMW customer of the day expected and demanded.
The front "Earles" fork offered natural anti-dive proprieties,
and was fitted with a steering dampener. The massive (and heavy) twin-shock
structure was also very useful to the side-car enthusiast. In fact,
many "R" BMW's of the day came from the factory with drilled
and tapped bosses for fitted a chair, although the machine pictured
here left the factory without this feature. The rear swinging-arm,
fitted with the traditional shaft drive tube on the right side, uses
twin rear shocks adjustable for spring preload. Drum brakes (nearly
8" in diameter) grace the R69S; a double leading shoe unit up
front with a single leading stopper on the rear, activated by the
right foot pedal. Unveiled in 1993, BMW's new Oilhead was a new verse to an old song. Consider the R1150R a restyled version of the 2000 R1150GS, using the dual-sport's powerplant that shares nothing with the R32 of 1923, except the 180 degree opposed layout. "High" cam's drive the short pushrods that activate the 4-valve heads, giving the oilhead the ability to rev like no other BMW before it. Fuel mixing chores are given to a pair of Bosch Motronic injectors, and a compression ratio of 10.3:1. With a cast and tube welded spaceframe, BMW follows modern practice by using the driveline case as a load-bearing member, but takes things one step farther by partially hanging both suspension units from it. Hooked to the big twin is the same 6-speed overdrive transmission fitted to the GS last year, with power transmitted through the single-disk clutch unit to the single sided Paralever swinging arm, featuring a torque-reduction arm that effectively cancels any lift/drop caused by the throttle, and a monoshock, adjustable for dampening (with a handy frame mounted knob) and spring preload. In front, it's a re-shaped and graceful looking version of BMW's now famous Telelever, using not two, but three separate sets of dampeners and springs; one in each fork, and the centrally mounted shock with external spring. Braking is handled by massive 320mm full-floaters in front, bolted to new 5 spoke wheels and squeezed by BMW's own "Evo" 4-piston calipers. A 276mm unit is used on the rear, mounted astride the alloy differential unit and uses a 2-piston caliper to apply pressure to the rear disk. Rated at 85 horsepower @ 6750 rpm, the R1150 is listed at 523 pounds, full of gas and oil.  Delivery of our test bike was taken at Iron Horse Motorcycles, where owner Marty Cohen gave me a quick briefing before heading out. Special thanks here to Moto-Euro guardian angel Bill Hardy, who purchased the bike just days before we were due to pick it up for testing, then simply handed it over to us anyway. This model is a non-ABS/EVO power assist unit; very much standard in concept and trim, and for that I was thankful. Except for heated grips this was the basic, black BMW I was after for sake of comparison. It proved a brilliant choice. "Don't baby the bike, just let it rip. You won't hurt it" instructed Marty. It took all of 15 seconds to acclimate myself to the machine, and with 90% of the big twin's torque available at only 3000rpm it was insanely easy to put serious air between the front tire and tarmac up the Grant/I-10 on-ramp. First impressions are that this is a radically different BMW than I am used to...sitting down in the bike more than on it, the low center of gravity combining with superb suspension compliance enables the bike to corner and attack bends with an almost effortless attitude. Settling in, I begin to play with the Roadster, wantonly rocketing past even the fastest interstate traffic, backing down, then doing it again. Great fun. I found the Roadster's 6th. Speed "economy" overdrive gear is where the bike prefers to be, smoothing out nicely with plenty of torque to support the lower RPM's. Likewise, I found great favor with the Roadster's seating position; as it seems that someone has finally found that elusive middle ground between café sporty and standard comfort. A 22mm bar with medium rise combines with middle set pegs that fit my 5-10 frame perfectly. BMW offers an accessory windscreen for the Roadster but in this writers opinion all it needs after delivery, is ridden. Coming from a long succession of engine-speed flywheel 
twins I found the vibration level of the Roadster unobtrusive, regardless
of RPM's. In fact, on a early morning breakfast run I turned the R1150R
over to my brother Nick, who rode the bike back to the parking garage.
"Amazing" he told me afterwards; "It feels like a big multi. I can't believe BMW built a twin that revs so quickly!" Nit picks? Few, but I didn't like the cheap plastic covers around the headlight mounting brackets, and I thought the wrinkly-looking stainless on the catalytic converter seemed out of place on such a well finished machine. Overall, the Roadster was a joy to live with and I felt more than a small tinge of sorrow when we had to turn it in. Riding the R69S is like traveling back in time, but that isn't necessarily a bad thing. No electric starter means implementing the careful art of throttle placement combined with a well practiced, but easy swing on the side-facing kick-start lever. Once warm, a proper R69 will thud into gear, then shudder ever so gracefully away. Once underway, gear changes up through the selection requires slow and deliberate movements and well timed blip's of the throttle on downshifts. Drum brakes -even ones as good as the R69's- requires careful attention when navigating through busy traffic. In actuality, its a good idea to avoid this environment if possible as crowding cars and mini-vans filled with screaming kids and hurried mom's takes away all of your comfort zone. A wide open country lane is where the R69 belongs, and it is there that the motorcyclist can enjoy what the bike has to offer; a relaxed, un-competitive riding experience mixed with lovely mechanical sounds and vibes from days gone by. Even now, nearly 40 years after it left the gates in West Germany the quality of the R69 shines through with  a
quiet, supple ride and the 600cc twin's whisper of an exhaust note.
Not a powerful bike, the '69S demands a bit of room on steep grades,
and insists you not be in too much of a hurry in passing situations.
That said, the durability of this engine can guarantee reliability
even after long periods of wide open throttle...good thing, because
when riding the R69S your against the stop much of the time. Large
bumps or potholes cause the usual clanking from the Earles fork, and
suspension travel on the rear isn't much better. Simply put, its best
to carefully pick your spots with the R69, lest you feel like your
punishing the bike by making it do something it doesn't want to. Few
machines of this age can offer the reliability, serviceability and
a true vintage touring experience that the R69S does, and that is
a testament to the strength of the original design. Call the R69S
the classic for the real rider, one that doesn't need to hide his
collectibles in a sanitary, dust free environment. The authoritative
example of a genuine road machine. So, which is best for you? All this of course, depends entirely on what it is you want in a motorcycle. If you are looking up to add a classic-type bike to your stable, one that could be ridden anytime, anywhere, then you could certainly do worse than the R69S. The R1150R probably won't be collectable anytime soon, but that doesn't keep it from brimming from the same sort of understated quality exhibited on the R69. Deep and smooth black paint adorns the Roadster's somewhat curious bodywork, with well finished and detailed alloy bits that look -truly- like they belong on a BMW. While on the subject of styling, the R69 certainly holds your attention with its retro full steel fenders and polished alloy, but the longer I looked at the R1150R the more I liked it...the more I rode the R1150R, the better I understood it.In the case of the Roadster, the best view of the bike is atop the saddle; listening to the growl of the GS sourced 2-into-2 exhaust system, bum happily perched on the spacious (and adjustable) seat, replete with breathable weave-like covering. Finding a solid R69S for restoration will take a bit of patience, but keep looking; this model enjoyed a long, healthy production run and is solidly backed by a multitude of owners clubs and aftermarket parts manufactures. Some parts are still available new, but you'll pay a premium.  Finding
a finished R69S will leave your wallet considerably lighter, plus
you'll want to make sure that the restoration work was done by a quality
shop or individual, so insist on paperwork and receipts. Most BMW
dealerships have enough respect and interest in the older models to
do a itemized inspection for you. A big plus. Iron Horse is even offering
restored....no, make that renewed pre-70's era BMW's then covering
the finished machines with a warranty! Basically, if your looking
for excuses why not to buy a R50/2 or a R60/69 series bike, you have
none. If you like them, the time is now because they never get any
cheaper. This lovely example, owned by Moto Euro sideman John Bergstrom,
was found five years ago in Virginia with only 22K on the clock. Other
than a light freshening-up of the top end, the bike is original, down
to its perfect black enamel paint. John rides the bike "When
I feel like it" and has other Bavarian twins lurking about the
shed; a Dover white R26 and a new R1100S to name two.Is the R69S a real BMW? Most certainly. Is the R1150R? I'm happy to report that I discovered the Roadster capably carries on the BMW tradition of industry leading quality, combined with solid, reliable road holding and reliability. With a list price of $9,995, the big, black BM is almost a steal; its build quality is superb, its function nearly flawless, combining decades of engineering excellence and traditional German attention to detail with modern, arm yanking horsepower makes the Roadster a pretty irresistible package. It's a bike that makes you want to go out and ride, even if it's a short hop around town. The R69S is a treasure...much like grandfather's cherished old pocket watch, but the R1150R won me over. My money? The R1150R. BMW's best Boxer yet. |
