While I loved my RZ350, it wasn’t exactly a touring machine; any more than an hour in the saddle would cause anyone who is not a contortionist severe pain. This was especially true for the person on the back, namely my girlfriend. We had always enjoyed two-up touring, so either the RZ had to go or another bike had to be bought. This led me to some serious soul searching: it had to be lightweight, reliable, comfortable and able to eat up miles. It also had to be a capable handler. In 1990, about the only bikes that could fit all these criteria was a BMW boxer twin.
Several weeks’ searching turned up a reasonably clean 1977 BMW R100/7 and an even more reasonable price of $1400. My beemer was by no means perfect, but it had no dents or dings and it ran great. It had been owned by a Harely type who lost interested in it. Any malady it had was due to sitting so long. It was full of stale gas and all the fluids needed changing out. With this done, the BMW ran very sweetly indeed.
I have always loved BWW airheads. These boxer twins were as close to indestructible as any engine can be, having its roots way back to 1923 gave the Black Forest boys quite a while to iron the bugs out. At sixty horsepower, it was no powerhouse, but the bike was less than 450 lbs wet so there was no shortage of power. The boxer was not about power anyway, it was all about torque. This 1000 cc motor had a flywheel the size and weight of a manhole cover; you could lug the thing down to the point of hearing each cylinder fire individually. From there it would pull cleanly right up to redline. In town, all you had to do was get it into third gear and use the throttle as rheostat; little shifting was necessary.
The R100 thus became what was for me the ultimate touring bike, able to do 800 km days without undue strain. The flat twins have a very low center of gravity, making it a pleasure to maneuver in any situation. The shaft drive didn’t appreciate abrupt throttle applications; the best way to ride the beemer was to be as smooth as possible. If one was careful not to chop the throttle in a corner, surprising speeds could be achieved. However, that was not the beemer’s strong suit; where it reveled was on long distance, two lane highway, such as British Columbia’s highway 97C through the Okanagan Valley. The huge gas tank meant a range of 400 km, and I often drained it without a stop. Doing that on my RZ350 would mean a month of traction!
I had the BMW almost as long as the RZ, meaning over three years. It was very easy to live it as the engine as about as high-tech as an anvil. While I had it, it had the same recurrent problem: for some reason, it would burn the positive contact off where it met the alternator. For no reason, the battery light would come on and then the engine would die. I replaced everything, battery, alternator, wiring, all to no avail. I just started carrying extra connectors with me wherever I went. Besides, removing the front cover was a breeze, just six allen bolts. The quality of all the fasteners was so good nothing ever stripped.
This leads us to a funny story about the beemer: while going pucka-pucka (all Airhead devotees know what I am talking about) down US 101 amid the Redwood Forest, the light came on, so I pulled over to replace the lead. No big deal, just a half hour tops. About the time I had the cover off, we head the rumble of many Hogs coming down the road. A short time later, about twenty Angels arrived, and seeing an old BMW twin they stopped to render assistance. My girlfriend was about to have a coronary but I’ve never had any bad blood with Angels. Anyway, they were really friendly and when I was all wrapped up, they invited us to their clubhouse for dinner. My lady almost jumped out her skin when I accepted the invitation!
The hideout was off 101, up a dirt road like five miles, and what a place it was; gorgeous views, a swimming pool and a whole cow on the barbeque. We ate all we could and by that point I was pretty loaded and I never even sniff alcohol and ride. They were so nice they put us up and in the morning fed us a fantastic breakfast. The night’s antic’s are not for a public website like this one but suffice to say, a good time as had by all, even my girlfriend.
When I decided to relocate overseas, the BMW needed a good home. I was not about to let anyone have it. I advertised it many days and had no decent bites until Victoria, BC motorcycling legend Reg Shanks called me. Reg was a founder of the Victoria Motorcycling Club and the legendary Brooklands Cycles, where I spent many a teen year. Reg was eighty-six years old at the time, and he bought the bike. When he rode me back to my place on the back of his K75RT, it was one of the best rides of my life. When I told him, he graciously thanked me. A good memory to keep for the rest of my life.
So ends my contribution to CC for the time being. I’ve really enjoyed putting these pieces up and found great pleasure in the comments fellow CCers have posted. If so desired, I will be putting more auto related pieces here on CC, so we will see ya all soon!
Great write up, I would love to own a BMW like that, have always wanted one. I hope to see more from you Len.
Len, I wondered if there was BMW in your bike-ography. Let’s just say that not ever owning a classic BMW is one of my bigger regrets in life. To me, it represents and ideal that is just not quite met by any other bike, especially given their age.
I knew a bunch of guys in Iowa City with BMWs who drove down to Mexico every winter for an extended trip, and there were few things I longed harder for than to go with them.
I could wax eloquently about the BMW for way too long, given that my experience was limited to a couple of very short hops on a borrowed one.
Thanks for inflaming my youthful lust again! 🙂 And thanks for your superb series; I’m sorry its over already.
Just last week Annie and I looked at a very nice 1987 naked K75. Very nicely kept but the kms were a bit high at 104,000. But for $3000 it was a good deal. Also looked at an XJ750RL. Doesn’t make a lot of sense to buy a bike now as riding weather will soon end on the Wet Coast.
Funny thing is I detest BMW cars as over-priced posers, but love their bikes. Even the new ones are reasonably priced and very cool, too.
104,000km? That’s not quite 64,000 miles. That bike has barely been broken in. And the price was quite fair, assuming that service had been kept up and and it was in nice shape cosmetically. You should have bought it. K75’s are wonderful for year round riding, even in winter.
I’ve found it quite interesting: Bimmers (the cars) are owned by one of two groups – either genuine automotive enthusiasts (the minority), or absolute over-puffed showoffs who probably lease their BMW’s because they sure couldn’t afford to actually buy them. Take a look at BMW lease figures in comparison to other brands. It’s frightening. And the majority couldn’t care less about what kind of a car it was – put the Roundel on the hood of a Aveo and run it thru the Spartansburg plant and two things will happen: It’ll sell like crazy, and Car & Driver will call it the greatest sub-compact ever made.
Make that three things. It’ll also cost $30,000 minimum.
Beemers (the motorcycles) always seemed to be owned by true aficionados of the open road, people who took their machinery seriously. Just the same, there’s two groups there, too. The new ones are usually owned by the monied set, or those who have given up most everything else to be able to afford one. The old (not antique) ones are usually owned by the absolute cheapest bastards on two wheels you can ever find. For many of them, their worship at the altar of BMW is because it’s the cheapest used motorcycle you can buy that will take you across country reliably and comfortably – and if it does break down, you know you can still get parts for it, as long as its not older than a /2.
This highly biased look at Beemer ownership comes from my years at Ducati Richmond. Ghod, how some of those guys could drive you nuts haggling over a couple of dollars for a part for their /5.
In these parts, BMW cars are bought by Chinese housewives as a platform for Hello Kitty accessories.
Wonderful. The prime symbol of conspicuous, overweening, stylish consumption coupled to the living symbol of the Antichrist. The apocalypse is truly near.
Was about to say that there are miles of difference in the opinions I have between BMW two and four wheelers. Then you beat me to it with your last comment.
I don’t know how one company can have two such differing philosophies. The bike runs forever and is dependable. The car, well never mind.
They’re not quite separate. Go ride an R1200C, that big, fat cruiser they came up with in the early ’00’s. If there was anything that showed the motorcycle side could sell out to yuppie money just as much as the cars, that’s it. From what I understand, they had to fire the head of the motorcycle division to bring the bike on line. He was single-handedly putting a stop to it as not being a proper motorcycle for BMW.
Absolutely. The divisions run by the same people. The only reason BMW bikes have a good reputation in older markets is because of their obsolete, unmarketable tech which kept the BMW advertising goons and yuppies away from them. In these parts, BMW bikes were considered overpriced crap when they launched (with the 650 Funduro, no less), and true to image, were bought mostly by showoffs who somehow conflated owning a BMW-branded car with a BMW-branded bike. The BMW company tries really hard to sell its bikes to the same people it sells its cars, but it is simply unsuccessful. The bikes are not sporty enough for the Honda/Kawa/Yammy/Suzu set, not exotic enough for the Duke/KTM fans, and not `cruiser’ enough for the HD/GoldWing set. They are well-rounded motorcycles, but that is only good for actual riders, not snobs.
Brings back memories. I’ve owned two Beemers: a ’76 R90/6 and an ’85 K75C. My years at Ducati Richmond had me doing lots of BMW stuff, as the shop was originally an Airhead restoration business before they took on the Ducati franchise. I’ve ridden more than a few, starting with a late 40’s /2 up to that abomination of a cruiser they came up with in the early 00’s.
I still miss the Brick, big time. At the time, however, I had both it and a Triumph Tiger and that was a bit redundant – and the Tiger could actually handle mild off-road (better than an R-GS, we found out). Never will get over a Brick – probably the most boring motorcycle made that just oozes competency and will happily get you anywhere you want to go at 90mph without the slightest bit of drama . . . or for that matter, mild excitement.
Unlike you, I’ve got no good feelings towards the Angels in the slightest. Although, in all fairness, that’s because my ‘family’ background has always been Outlaws M/C. And the last time I had a run in with red and white is why I no longer fly a patch. It came too close to ending very badly. I may be getting a bit old for some of this craziness, but I’m still way too young to consider dying.
Allowing for the differences between the bikes and the cars…I’ve come to the conclusion that BMW is a religion.
In its four-wheeled variant, it’s a worship of status; of conspicuous consumption; of ostentatious display of wealth. On two wheels, it’s a belief…that the machine is a living, breathing god; and must be sacrificed to regularly.
I’ve never owned, or wanted, a BMW car. That’s just too much money sitting in the garage. But I have had the satisfaction, and it’s considerable, of owning a BMW oilhead boxer…the R1200GS.
It was a ten-tenths machine, no question. Solid and quality throughout. None of the chintzy switches that make it even onto top-end Hondas; everything worked, everything was thought through. Oil temperature gauges; an optional tire-pressure sensor. Computerized fuel injection; even a computer to give gas mileage and range on the tank.
That’s on the plus side. But no true religion is easy; simply maintaining a BMW cycle requires significant sacrifice.
Synching the fuel-injection systems, one to each side, was an art that bordered on magic. My dealer couldn’t do it. Another dealer in a new town couldn’t. Only one I found that could, was in Dallas, where I was briefly working. That’s a long way to go for a tune-up.
And it was necessary that they be synched; because if they were the slightest bit out of spec, the vibration would numb your arms. I actually thought my new Bimmer was defective, until I had those Dallas boys do the job. Came back like a different machine.
Then there’s valves to adjust; and before you get to them the injector hardware and cylinder coils have to be taken off. Much risk for the do-it-yourselfer; much cost at the dealer.
The two happiest days of my life were, when I picked up that bike…and when I found a buyer for it who met my (unreasonable) price. The total cost of owning it, for 20,000 miles…was a thousand bucks and the price of maintenance.
Glad I did it; but I’m getting old and that BMW wasn’t getting any lighter. I’m a Burgman 650 rider now…I suppose there’s a tricycle kit in my future.
My next bike will be a 650 V-Strom with ABS. Great all around bike.
Your oilhead saga is a powerful argument for sticking with my old Airhead (1978 R100S). Almost everything can be done with simple tools in the driveway. Even the valve cover stud that stripped out of the head last week was fixable with a Helicoil, without even removing the head. I have ridden and liked R1200s but the maintenance complexities scare me.
Precisely, I was riding this morning to work and an exact model like this, although more beaten, stopped beside me at a traffic light on Av. Meridiana. It had Dutch plates (I am in Barcelona), so maybe it had come from the Netherlands on a road vacation, as the guy was fully dressed in motor gear and Av. Meridiana is the city’s main northbound exit. I even turned off my motorcycle to hear that sound… Awesome!
I have thought about a BMW bike for a while (you can get GS 650 for very reasonable prices) but the price of maintenance keeps me a little off… Maybe one of the classics can be achieved one day.
Stay away from the GS 650. It has nothing in common with the famous boxers.
I had four Beemers. A 1974 750cc,A 1976 750cc, A 1977 1,000cc[blue one] and a 1977 750cc[also blue] I had an E Z berg “cudtom contour saddle for the 77s… All four STUNK…. ALL FOUR FAILED AT ABOUT 10,000 MILES. HOT OIL LED TO CAM AND CAM FOLLOWER FAILURE and ring failure. Both 1977s I bought from Phil Funnels in Vancouver I actually traded the 1000cc for the 750cc
Afrid of mine had a 600cc[1976] no trouble as its oil supply amount was enough but the 750and 1000 had the same amount of oil and got it to hot to lube very well.
I have a ’77 R100/7 awaiting restoration in my shop. It was my Father in Law’s but since injuring his shoulders years ago, it has sat under a tarp in the back of his shop (for about 20 years). It has some nice upgrades (dual plug heads, etc).
All I have done so far is have a good look at it, pulled off the Vetter touring fairing, and picked up a new headlight on ebay, but as soon as I can find the time……
…. well to be honest, I’m not sure where to begin.
I don’t want to cut, but I would like to look at some upgrades (springs/forks), maybe a disc on the rear. Lots of clean-up, and some simplifications. Oh, and wiring. With the change of the headlight, I am thinking about re-wiring the bike.
Any suggestions as to the best approach?
Great story. I love my ’77 R100/7, with all its little faults and quirks. It’s an honest road bike.
Graham, sounds like a nice basis for a rolling resto! However, a disc on the rear would not be easy. That big rear drum has plenty of stopping power. Double discs with sintered pads up front, and maybe even floating discs, as well as SS braided brake lines, *are* worth the bother. You can get most of the gaskets you will need (like for the float bowls) and rubber parts directly from a BMW Motorrad dealer — they stock or can order just about anything.
I’ve got exactly the same bike, bought used from one owner for $2650 with 56,000 miles, a ‘1978’ R100T but actually a ’77 unsaleable model that they ‘accessorized’ to make it appear to be a bargain. I drove it home to Las Vegas from Cucamonga, Ca. with its humongous and grotesque after-market fairing, the bouncy suspension and negligible brakes. I took the fairing, side-bags and heavy top box off, stiffened the front end with heavy-duty springs, a fork brace and threw away the pie-plate top brace for a thick hunk. Changed the handling wonderfully. Now with a 13 mm front brake master cylinder it almost brakes – just adequate. The handling is not bad either if you adjust for the ‘kick’ in low gears from the driveshaft. Its a good turner, allows quick transitions, and no ‘headshake’ either.
Its not a modern bike by any stretch of the imagination, but it sure gets the job done for distance travel with its comfortable seat, Euro bars, and small fairing. I had a ’78 R80 that I became disappointed with after riding a KZ750 way back in the ’80s, and picked up a wonderful Yamaha XJ650. Great bike – for 65,000 miles and then kaplooey! I REALLY regretted selling my R80 then because in afterthought its virtues became clear. Now older and wiser by experience I have a bike I will NEVER sell … though I am damn glad to have my 100,000 mile SV650 too !
Matt I was thinking about taking a look at this ’77 R100/7 here https://chicago.craigslist.org/nwc/mcy/6150934829.html
Any suggestions, tips or comments you could help me with before I meet the seller?
Thank you for information already!